Vehicle control method and related apparatus

Abstract

A vehicle control method and a vehicle control apparatus (80). The control method comprises: acquiring a first steering instruction, the first steering instruction being used for instructing a first vehicle to steer in a first steering trajectory; and on the basis of the state of a steering system, at least controlling a power system to output a first yaw moment, the first yaw moment acting on the first vehicle to steer in the first steering trajectory. According to the method, when a steering system fails or is unable to provide sufficient steering performance, the steering motion control capability of a vehicle can be ensured, so that the vehicle can travel according to a predetermined lateral trajectory, thereby ensuring the traveling safety of the vehicle, and the rate of takeover of the vehicle by a user can also be reduced, thereby improving intelligent driving experience.

Description

Vehicle control methods and related devices Technical Field

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

[0002] With the continuous development of vehicle technology, the safety and reliability of the vehicle's steering system have become an important safety guarantee during vehicle operation.

[0003] Currently, in intelligent driving vehicle control systems, lateral trajectory tracking mainly relies on the steering system. After the computing module in the control system calculates the steering control command, it sends it to the electric power steering (EPS) module via the controller area network (CAN) bus. Upon receiving the steering control command, the EPS module adjusts the output of the steering motor to control the vehicle's steering motion, ensuring that the intelligent driving vehicle travels along the predetermined lateral trajectory.

[0004] However, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle is prone to losing steering control, thus failing to travel along the intended lateral trajectory, causing vehicle safety issues and affecting the intelligent driving experience. Summary of the Invention

[0005] This application provides a vehicle control method and related device that can ensure the vehicle's steering motion control capability when the steering system fails or cannot provide sufficient steering performance, enabling the vehicle to drive along a predetermined lateral trajectory, ensuring vehicle driving safety, and improving the intelligent driving experience.

[0006] In a first aspect, embodiments of this application provide a vehicle control method applied to a first vehicle, the first vehicle including a steering system and a powertrain system. The vehicle control method includes: acquiring a first steering command, the first steering command instructing the first vehicle to steer along a first steering trajectory; and, based on the state of the steering system, controlling the powertrain system to output a first yaw moment, the first yaw moment acting on the first vehicle to steer along the first steering trajectory.

[0007] This application provides a vehicle control method that, based on the state of the steering system, controls the powertrain to output a first yaw moment. This first yaw moment acts on the first vehicle, providing stable and sufficient steering capability. This allows the first vehicle to steer along a first steering trajectory indicated by a first steering command, responding to target steering performance requirements and meeting the driving system's emergency steering needs, thus completing emergency steering tasks. Therefore, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle steering control scheme provided in this application can ensure the vehicle's steering motion control capability, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and simultaneously reducing user intervention and improving the intelligent driving experience.

[0008] In one possible implementation, the above-mentioned control of the powertrain outputting a first yaw moment based on the state of the steering system can be achieved by means including but not limited to the following: determining steering parameters based on the state of the steering system, and controlling the powertrain outputting a first yaw moment based on the steering parameters. The steering parameters include any one or more of the following: the range of values ​​for the yaw moment output by the powertrain, the range of values ​​for the rate of change of the yaw moment output by the powertrain, the range of values ​​for the steering angle output by the steering system, and the range of values ​​for the rate of change of the steering angle output by the steering system.

[0009] In this embodiment, the powertrain output of a first yaw moment is controlled by steering parameters determined based on the state of the steering system. Since the steering parameters include the range of values ​​for the magnitude and rate of change of the yaw moment output by the powertrain, the powertrain output of a first yaw moment can be controlled more precisely based on these steering parameters, so that the first yaw moment acts on the first vehicle to steer along a first steering trajectory, thereby meeting the vehicle's requirements for target steering performance.

[0010] Optionally, the steering angle output by the steering system included in the steering parameters may refer to the steering angle of the vehicle's steering wheel, the steering angle of the vehicle's front wheels, or the steering angle of the vehicle's rear wheels; this application embodiment does not impose any limitations on this. Furthermore, the first vehicle used in the vehicle control method of this application embodiment may be a vehicle with a steering wheel installed in the cabin, or a vehicle without a steering wheel installed in the cabin; this application embodiment does not impose any limitations on this.

[0011] In one possible implementation, the above-mentioned control of the powertrain outputting at least a first yaw moment based on steering parameters can be achieved by, but is not limited to, the following: inputting steering parameters, a first steering trajectory, and the current motion state of the first vehicle into a prediction model, and controlling the powertrain outputting at least a first yaw moment based on the output of the prediction model. The prediction model is used to predict the steering trajectory of the first vehicle.

[0012] In this embodiment, steering parameters, a first steering trajectory, and the current motion state of the first vehicle can be used as inputs to the prediction model. Based on the output of the prediction model, the powertrain outputs at least a first yaw moment. Since the prediction model can predict the steering trajectory of the first vehicle, the output of the prediction model can be used to control the powertrain to output a more precise first yaw moment, so that the first yaw moment acts on the first vehicle to steer along the first steering trajectory, thus meeting the vehicle's requirements for target steering performance.

[0013] Optionally, the output of the prediction model may include a yaw moment command and / or a steering angle command, wherein the yaw moment command is used to instruct the powertrain to output a first yaw moment, and the steering angle command is used to instruct the steering system to output a first steering angle.

[0014] Optionally, the predictive model can be trained based on model predictive control (MPC). MPC, based on the vehicle's dynamics model, predicts the system's behavior over a future period and optimizes the control input to achieve desired performance indicators. For example, during vehicle steering, MPC can predict the vehicle's trajectory over a future period (e.g., within a few seconds) based on the current vehicle state and steering intention, and adjust the control variables to guide the vehicle along the desired trajectory. Therefore, a predictive model trained on MPC can make the initial yaw torque output by the powertrain more accurate, meeting the vehicle's requirements for target steering performance.

[0015] In one possible implementation, the above-mentioned control of the power system to output a first yaw moment based on the state of the steering system can be achieved by means including but not limited to the following: controlling the power system to output a first yaw moment in the event of steering system failure.

[0016] In this embodiment, in the event of steering system failure, the powertrain outputs a first yaw moment, which acts on the first vehicle. This provides the first vehicle with stable and sufficient steering capability, enabling it to steer along a first steering trajectory indicated by a first steering command. This responds to the target steering performance requirements, satisfies the driving system's emergency steering needs, and completes the emergency steering task. Therefore, when the steering system fails, the vehicle steering control scheme provided in this embodiment can ensure the vehicle's steering motion control capability, allowing the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and simultaneously reducing user intervention and improving the intelligent driving experience.

[0017] In one possible implementation, the above-mentioned control of the powertrain to output a first yaw moment in the event of steering system failure can be achieved by means including but not limited to the following: in the event of steering system failure, determining a first steering parameter, and controlling the powertrain to output a first yaw moment based on the first steering parameter. The first steering parameter includes any one or more of the following: the steering angle output by the steering system is an actual measured value; the rate of change of the steering angle output by the steering system is 0; the range of values ​​for the yaw moment output by the powertrain; and the range of values ​​for the rate of change of the yaw moment output by the powertrain.

[0018] In this embodiment, the powertrain outputs a first yaw moment by using a first steering parameter determined based on a steering system failure. Since the first steering parameter includes the range of values ​​for the magnitude and rate of change of the yaw moment output by the powertrain, the powertrain outputs a more precise first yaw moment based on this first steering parameter. This allows the first yaw moment to act on the first vehicle so that it can steer along a first steering trajectory, thus meeting the vehicle's requirements for target steering performance.

[0019] Optionally, the steering angle output by the steering system included in the first steering parameter is the actual measured value with a rate of change of 0. This can be understood as the steering system being ineffective at this time, and no effective steering angle is output to control it.

[0020] In one possible implementation, the range of values ​​for the yaw moment output by the aforementioned power system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle.

[0021] In this embodiment, due to the limitations of the vehicle's mechanical and physical properties, the upper and lower limits of the magnitude and rate of change of the yaw torque output by the power system are also limited accordingly. In this embodiment, the range of values ​​for the yaw torque output by the power system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle. This allows the yaw torque output by the power system to be effectively executed by the motor of the power system to respond to the target steering performance requirements, meet the driving system's requirements for emergency steering, and complete the emergency steering task.

[0022] In one possible implementation, the above-mentioned control of the powertrain to output a first yaw moment based on the first steering parameters can be achieved by means including but not limited to the following: inputting the first steering parameters, the first steering trajectory, and the current motion state of the first vehicle into a prediction model, and controlling the powertrain to output a first yaw moment based on the output of the prediction model. The prediction model is used to predict the steering trajectory of the first vehicle.

[0023] In this embodiment, the first steering parameters, the first steering trajectory, and the current motion state of the first vehicle can be used as inputs to the prediction model, and the output of the prediction model can be used to control the power system to output a first yaw moment. Since the prediction model can predict the steering trajectory of the first vehicle, the output of the prediction model can be used to control the power system to output a more accurate first yaw moment, so that the first yaw moment can act on the first vehicle to steer along the first steering trajectory, thus meeting the vehicle's requirements for target steering performance.

[0024] Optionally, the output of the prediction model may include a yaw moment command, which is used to instruct the power system to output a first yaw moment.

[0025] In one possible implementation, the vehicle control method described above may also include, but is not limited to, the following steps: reporting fault information of the steering system.

[0026] In this embodiment, fault information of the steering system can also be reported to remind the user of vehicle safety.

[0027] In one possible implementation, the aforementioned control of the powertrain to output a first yaw moment based on the state of the steering system can be achieved, including but not limited to, the following: when the steering system is operating normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, the powertrain is controlled to output a first yaw moment, and the steering system is controlled to output a first steering angle. The first steering angle is used in conjunction with the first yaw moment to act on the first vehicle to steer along the first steering trajectory.

[0028] In this embodiment, when the steering system is operating normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, the powertrain outputs a first yaw moment, and the steering system outputs a first steering angle. This first steering angle, combined with the first yaw moment, acts on the first vehicle, providing stable and sufficient steering capability. This allows the first vehicle to steer along the first steering trajectory indicated by the first steering command, responding to the target steering performance requirements and meeting the driving system's emergency steering needs, thus completing the emergency steering task. Therefore, when the steering system is operating normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, the vehicle steering control scheme provided in this embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and simultaneously reducing the user's takeover rate and improving the intelligent driving experience.

[0029] In one possible implementation, the aforementioned control of the powertrain to output a first yaw moment and the control of the steering system to output a first steering angle when the steering system is operating normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system can be achieved, including but not limited to, the following: when the steering system is operating normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, determine a second steering parameter, and based on the second steering parameter, control the powertrain to output the first yaw moment and control the steering system to output the first steering angle. The second steering parameter includes any one or more of the following: the range of values ​​for the yaw moment output by the powertrain, the range of values ​​for the rate of change of the yaw moment output by the powertrain, the range of values ​​for the steering angle output by the steering system, and the range of values ​​for the rate of change of the steering angle output by the steering system.

[0030] In this embodiment, a second steering parameter, determined based on a state where the steering system is operating normally but cannot provide sufficient steering performance, is used to control the powertrain to output a first yaw moment and the steering system to output a first steering angle. Since the second steering parameter includes the range of values ​​for the magnitude and rate of change of the yaw moment output by the powertrain and the steering angle output by the steering system, the powertrain can be controlled to output a more precise first yaw moment, and the steering system can be controlled to output a more precise first steering angle. This allows the first steering angle, combined with the first yaw moment, to act on the first vehicle to steer along a first steering trajectory, thus meeting the vehicle's target steering performance requirements.

[0031] In one possible implementation, the range of values ​​for the yaw moment output by the power system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle, and the range of values ​​for the steering angle output by the steering system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle.

[0032] In this embodiment, due to the limitations of the vehicle's mechanical and physical properties, the upper and lower limits of the magnitude and rate of change of the yaw torque output by the power system are also correspondingly limited, as are the upper and lower limits of the magnitude and rate of change of the steering angle output by the steering system. In this embodiment, the range of values ​​for the yaw torque output by the power system and the range of values ​​for the rate of change of the steering angle output by the steering system are determined by the physical performance constraints of the first vehicle. This allows the yaw torque output by the power system to be effectively executed by the motor of the power system, and the steering angle output by the steering system to be effectively executed by the motor of the steering system, so as to respond to the target steering performance requirements, meet the driving system's requirements for emergency steering, and complete the emergency steering task.

[0033] In one possible implementation, the aforementioned control of the powertrain to output a first yaw moment and the control of the steering system to output a first steering angle based on the second steering parameters can be achieved, but is not limited to, the following: inputting the second steering parameters, the first steering trajectory, and the current motion state of the first vehicle into a prediction model; and based on the output of the prediction model, controlling the powertrain to output the first yaw moment and the control of the steering system to output the first steering angle. The prediction model is used to predict the steering trajectory of the first vehicle.

[0034] In this embodiment, the second steering parameters, the first steering trajectory, and the current motion state of the first vehicle can be used as inputs to the prediction model. Based on the output of the prediction model, the powertrain outputs a first yaw moment, and the steering system outputs a first steering angle. Since the prediction model can predict the steering trajectory of the first vehicle, the output of the prediction model can be used to control the powertrain to output a more precise first yaw moment and the steering system to output a more precise first steering angle. This allows the first steering angle, combined with the first yaw moment, to act on the first vehicle so that it can steer along the first steering trajectory, thus meeting the vehicle's requirements for target steering performance.

[0035] Optionally, the output of the prediction model may include a yaw moment command and a steering angle command, wherein the yaw moment command is used to instruct the powertrain to output a first yaw moment, and the steering angle command is used to instruct the steering system to output a first steering angle.

[0036] In one possible implementation, the aforementioned power system includes a drive system and a braking system, and the first yaw moment includes a driving yaw moment and a braking yaw moment.

[0037] In this embodiment, the drive system can be controlled to output a drive yaw torque and the braking system can be controlled to output a braking yaw torque simultaneously. This allows the drive yaw torque and the braking yaw torque to act on the first vehicle, providing the first vehicle with stable and sufficient steering capability. This enables the first vehicle to steer along the first steering trajectory indicated by the first steering command, responding to the target steering performance requirements, meeting the driving system's requirements for emergency steering, and completing the emergency steering task.

[0038] Secondly, embodiments of this application provide a vehicle control device, which includes a unit for performing the method as described in any of the first aspects.

[0039] In one possible design, the device includes:

[0040] The processing unit is used to acquire a first steering command, which instructs the first vehicle to steer along a first steering trajectory.

[0041] The processing unit is also used to control the power system to output a first yaw moment based on the state of the steering system, the first yaw moment acting on the first vehicle to steer along a first steering trajectory.

[0042] In one possible implementation, the device further includes a communication unit.

[0043] The processing unit is specifically used to obtain the first steering command through the communication unit.

[0044] Regarding the processing unit and communication unit described in the second aspect and any possible implementation, the steps performed thereon can be referred to the corresponding implementations in the first aspect.

[0045] For the technical effects of the second aspect and any possible implementation, please refer to the description of the technical effects corresponding to the first aspect and the corresponding implementation.

[0046] Optionally, in the vehicle control device described in the second aspect above and any possible embodiment:

[0047] In one implementation, the vehicle control device is a vehicle control equipment. When the vehicle control device is a vehicle control equipment, the communication unit can be a transceiver or an input / output interface; the processing unit can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0048] In another implementation, the vehicle control device is a chip (system) or circuit used in vehicle control equipment. When the vehicle control device is a chip (system) or circuit used in vehicle control equipment, the communication unit can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; the processing unit can be at least one processor, processing circuit, or logic circuit.

[0049] Thirdly, embodiments of this application provide a vehicle control device including a processor. The processor is coupled to a memory and can be used to execute instructions in the memory to implement the methods described in the first aspect and any of the possible implementations. Optionally, the vehicle control device further includes a memory. Optionally, the vehicle control device further includes a communication interface, and the processor is coupled to the communication interface.

[0050] Fourthly, embodiments of this application provide a chip, including: logic circuitry and a communication interface. The communication interface is used to receive or send information; the logic circuitry is used to receive or send information through the communication interface, causing the chip to execute the methods described in the first aspect and any of the possible implementations.

[0051] Fifthly, embodiments of this application provide a computer-readable storage medium for storing a computer program (also referred to as code or instructions); when the computer program is run on a computer, the methods described in the first aspect and any possible implementation are implemented.

[0052] Sixthly, embodiments of this application provide a computer program product, the computer program product comprising: a computer program (also referred to as code or instructions); and, when the computer program is run, causing a computer to perform the methods described in the first aspect and any possible implementation thereof.

[0053] In a seventh aspect, embodiments of this application provide a terminal, the terminal including at least one vehicle control device as described in the second aspect, or the vehicle control device as described in the third aspect, or the chip as described in the fourth aspect.

[0054] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0055] Optionally, the terminal is used to implement the method described in the first aspect and any possible implementation.

[0056] Furthermore, in the process of performing the method described in the first aspect and any possible implementation above, the processes related to sending and / or receiving information in the above methods can be understood as the process of the processor outputting information, and / or the process of the processor receiving input information. When outputting information, the processor can output the information to a transceiver (or communication interface, or transmitting module) so that the transceiver can transmit it. After the information is output by the processor, it may need to undergo other processing before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or transmitting module) receives the information and inputs it to the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before being input to the processor.

[0057] Based on the above principles, for example, the information sent mentioned in the aforementioned method can be understood as information output by the processor. Similarly, the information received can be understood as information received by the processor from input.

[0058] Optionally, unless otherwise specified, or unless they contradict their actual function or internal logic in the relevant description, the operations of the processor, such as transmitting, sending, and receiving, can be more generally understood as processor output and receiving, input, and other operations.

[0059] Optionally, in performing the methods described in the first aspect and any possible implementation above, the processor may be a processor specifically designed to perform these methods, or it may be a processor that performs these methods by executing computer instructions stored in memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on different chips. This application does not limit the type of memory or the arrangement of the memory and processor.

[0060] In one possible implementation, at least one of the aforementioned memories is located outside the device.

[0061] In yet another possible implementation, at least one of the aforementioned memories is located within the device.

[0062] In another possible implementation, a portion of the memory of the at least one memory is located inside the device, while another portion is located outside the device.

[0063] In this application, the processor and memory may also be integrated into a single device, that is, the processor and memory can be integrated together. Attached Figure Description

[0064] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0065] Figure 1 is a schematic diagram of the architecture of a vehicle steering system provided in an embodiment of this application;

[0066] Figure 2 is a schematic diagram of another vehicle steering system architecture provided in an embodiment of this application;

[0067] Figure 3 is a schematic diagram of the architecture of another vehicle steering system provided in an embodiment of this application;

[0068] Figure 4 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0069] Figure 5 is a flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0070] Figure 6 is a schematic diagram of a turning scenario provided in an embodiment of this application;

[0071] Figure 7 is a schematic diagram of another turning scenario provided by an embodiment of this application;

[0072] Figure 8 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0073] Figure 9 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application;

[0074] Figure 10 is a schematic diagram of the structure of a chip provided in an embodiment of this application. Detailed Implementation

[0075] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0076] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. 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 includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0077] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0078] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0079] It should be noted that, in this application, "instruction" can include direct instruction, indirect instruction, explicit instruction, and implicit instruction. When describing a certain instruction information for the purpose of instructing A, it can be understood that the instruction information carries A, directly instructs A, or indirectly instructs A.

[0080] In this application, the information indicated by the instruction information is called the information to be instructed. In specific implementations, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is a correlation between the other information and the information to be instructed. It can also indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing instruction overhead to some extent. The information to be instructed can be sent as a whole or divided into multiple sub-information units, and the sending period and / or timing of these sub-information units can be the same or different. This application does not limit the specific sending method. The sending period and / or timing of these sub-information units can be predefined, for example, according to a protocol, or configured by the transmitting device by sending configuration information to the receiving device.

[0081] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0082] This application provides a vehicle control method and related apparatus, applied in the field of vehicle control technology, such as vehicle steering control in scenarios where the steering system malfunctions or provides insufficient steering performance. To better understand the technical solution of this application, the relevant terms and concepts that may be involved in the embodiments of this application are introduced below.

[0083] Steering System: The vehicle's steering system is used to change or maintain the vehicle's direction of travel. It mainly consists of three parts: the steering control mechanism, the steering gear, and the steering transmission mechanism. The steering control mechanism includes the steering wheel (optional), steering shaft, etc.; the steering gear comes in various types, such as rack and pinion, recirculating ball, etc., and its function is to increase the force transmitted from the steering wheel to the steering knuckle and change the direction of force transmission; the steering transmission mechanism generally consists of steering rocker arms, steering tie rods, steering knuckle arms, etc., transmitting the force and motion output from the steering gear to the steering wheels, causing the steering wheels to deflect to achieve vehicle steering. When the driver turns the steering wheel, the force is transmitted through the steering shaft to the steering gear. After the steering gear amplifies the torque, it is then transmitted through the steering transmission mechanism to the steering wheels, causing the steering wheels to deflect around the kingpin, thereby changing the vehicle's direction of travel.

[0084] In a hydraulic power steering system, the engine drives the oil pump to pressurize the hydraulic oil and deliver it to the steering control valve. When the driver turns the steering wheel, the steering control valve controls the flow of hydraulic oil to different chambers of the steering cylinder according to the direction and angle of the steering wheel's rotation, thereby generating an auxiliary force to drive the steering wheels to turn.

[0085] In an electric power steering system, steering sensors detect signals such as the steering wheel's rotation angle, rotation speed, and torque, and transmit these signals to the electronic control unit (ECU). Based on the received signals, the ECU calculates the required amount and direction of assistance, and then controls the electric motor to output the corresponding torque to assist the driver in turning the steering wheel.

[0086] With the continuous development of vehicle technology, the safety and reliability of the vehicle's steering system have become an important safety guarantee during vehicle operation.

[0087] For details, please refer to Figure 1, which is a schematic diagram of the architecture of a vehicle steering system provided in an embodiment of this application.

[0088] As shown in Figure 1, under normal operating conditions (i.e., when the vehicle's steering system is working normally and can provide sufficient steering performance), when the driving system makes a target steering request, the mobile data center (MDC) controller controls the electric power steering (EPS) system to adjust the output of the steering actuator (such as the steering motor) to control the vehicle's steering motion and ensure that the intelligent driving vehicle travels along the predetermined lateral trajectory.

[0089] However, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle is prone to losing steering control, thus failing to travel along the intended lateral trajectory, causing vehicle safety issues, and requiring the vehicle to exit intelligent driving mode, affecting the intelligent driving experience.

[0090] In view of this, embodiments of this application provide an architecture for a vehicle steering system, and propose a vehicle control method based on the architecture of the vehicle steering system. This method is applied to the field of vehicle control technology, such as vehicle steering control in scenarios where the steering system fails or provides insufficient steering performance. When the steering system fails or cannot provide sufficient steering performance, the vehicle's steering motion control capability can be guaranteed, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and improving the intelligent driving experience.

[0091] The vehicle steering system and vehicle control method provided in this application will now be described in detail with reference to the accompanying drawings.

[0092] Please refer to Figure 2, which is a schematic diagram of the architecture of another vehicle steering system provided in an embodiment of this application.

[0093] As shown in Figure 2, when the vehicle's steering system malfunctions, the steering control command sent by the MDC controller to the EPS system cannot take effect when the driving system requests a target steering. This could be because the EPS system cannot successfully receive the steering control command from the MDC controller, or because the EPS system cannot effectively control the steering actuator output after receiving the steering control command from the MDC controller, thus losing the ability to control the vehicle's motion and failing to meet the target steering requirement.

[0094] At this time, the MDC controller can control the power system to output yaw torque to the vehicle, providing the vehicle with stable and sufficient steering ability, thereby meeting the target steering requirements of the driving system.

[0095] Optionally, the MDC controller can control the drive motor controller in the powertrain system to output a drive yaw torque that acts on one side of the vehicle's wheels (e.g., the left wheel), providing the vehicle with stable and sufficient ability to turn to the opposite side (e.g., right turn), thereby meeting the target steering requirements of the driving system.

[0096] Optionally, the MDC controller can control the brake motor controller in the powertrain to output a braking yaw torque to one side of the vehicle's wheels (e.g., the right wheel), providing the vehicle with stable and sufficient steering capability to that side (e.g., right turn), thereby meeting the target steering requirements of the driving system.

[0097] Optionally, the MDC controller can simultaneously control the drive motor controller in the powertrain system to output drive yaw torque and control the brake motor controller in the powertrain system to output brake yaw torque, so that the drive yaw torque and brake yaw torque work together on both sides of the vehicle's wheels (for example, the drive yaw torque acts on the left wheel of the vehicle and the brake yaw torque acts on the right wheel of the vehicle), providing the vehicle with stable and sufficient steering (such as right turn) capability, thereby meeting the target steering requirements of the driving system.

[0098] Therefore, when the steering system fails, the steering control scheme provided by the vehicle steering system architecture in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and improving the intelligent driving experience.

[0099] Please refer to Figure 3, which is a schematic diagram of the architecture of another vehicle steering system provided in an embodiment of this application.

[0100] As shown in Figure 3, when the vehicle's steering system is working normally but cannot provide sufficient steering performance, when the driving system makes a target steering request, the MDC controller cannot provide sufficient steering performance by controlling the output of the EPS system alone, thus failing to meet the target steering request.

[0101] At this time, the MDC controller can also control the yaw moment output by the power system. The steering angle output by the EPS system and the yaw moment output by the power system work together on the vehicle to provide stable and sufficient steering ability, thereby meeting the target steering requirements of the driving system.

[0102] Optionally, the MDC controller can control the drive motor controller in the powertrain system to output a drive yaw torque that acts on one side of the vehicle's wheels (e.g., the left wheel), providing the vehicle with stable and sufficient ability to turn to the opposite side (e.g., right turn), thereby meeting the target steering requirements of the driving system.

[0103] Optionally, the MDC controller can control the brake motor controller in the powertrain to output a braking yaw torque to one side of the vehicle's wheels (e.g., the right wheel), providing the vehicle with stable and sufficient steering capability to that side (e.g., right turn), thereby meeting the target steering requirements of the driving system.

[0104] Optionally, the MDC controller can simultaneously control the drive motor controller in the powertrain system to output drive yaw torque and control the brake motor controller in the powertrain system to output brake yaw torque, so that the drive yaw torque and brake yaw torque work together on both sides of the vehicle's wheels (for example, the drive yaw torque acts on the left wheel of the vehicle and the brake yaw torque acts on the right wheel of the vehicle), providing the vehicle with stable and sufficient steering (such as right turn) capability, thereby meeting the target steering requirements of the driving system.

[0105] Therefore, when the steering system is working normally but cannot provide sufficient steering performance, the steering control scheme provided by the vehicle steering system architecture in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to drive along a predetermined lateral trajectory, ensuring vehicle driving safety, and improving the intelligent driving experience.

[0106] Please refer to Figure 4, which is a flowchart illustrating a vehicle control method provided in an embodiment of this application. This vehicle control method is applied in the field of vehicle control technology, including but not limited to vehicle steering control in scenarios where the steering system malfunctions or provides insufficient steering performance.

[0107] Specifically, the vehicle control method is applied to a first vehicle, which includes a steering system and a powertrain system, and the vehicle control method includes, but is not limited to, the following steps:

[0108] S401: The vehicle control unit receives the first steering command.

[0109] It is understood that the vehicle control device in this application embodiment may be a device equipped with a processor / chip that can execute computer execution instructions, or it may be a processor / chip that can execute computer execution instructions. Optionally, the vehicle control device may be an electronic device, a processor / chip within an electronic device, or the MDC controller shown in Figures 1 to 3 above, used to execute the vehicle control method in this application embodiment, so that when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle's steering motion control capability can be guaranteed, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and improving the intelligent driving experience.

[0110] Optionally, the vehicle control device and vehicle control method in the embodiments of this application can be applied to, but are not limited to, vehicle systems. The vehicle equipped with the vehicle system is an intelligent driving vehicle and can be replaced by a terminal device. The terminal device can be, but is not limited to, vehicles such as commercial vehicles, passenger cars, trains, industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc. The embodiments of this application do not specifically limit this.

[0111] The aforementioned first steering command is used to instruct the first vehicle to steer along a first steering trajectory.

[0112] S402: The vehicle control unit, based on the state of the steering system, controls the powertrain to output at least a first yaw moment.

[0113] The first yaw moment acts on the first vehicle to steer along the first steering trajectory.

[0114] Optionally, the aforementioned power system includes a drive system and a braking system, and the first yaw moment includes a drive yaw moment and a braking yaw moment.

[0115] For example, taking the steering system architecture shown in Figures 2 and 3 above as an example, controlling the power system to output the first yaw torque can be done in several ways, including but not limited to the following:

[0116] Method 1:

[0117] The drive system (drive motor controller) in the powertrain controls the output of the drive yaw torque, which acts on one side of the vehicle's wheels (e.g., the left wheel), providing the vehicle with stable and sufficient ability to turn to the opposite side (e.g., to turn right), thereby meeting the target steering requirements of the driving system.

[0118] Method 2:

[0119] The braking system (brake motor controller) in the powertrain outputs a braking yaw torque that acts on one side of the vehicle's wheels (e.g., the right wheel), providing the vehicle with stable and sufficient steering capability to that side (e.g., turning right), thereby meeting the target steering requirements of the driving system.

[0120] Method 3:

[0121] Simultaneously, the drive system (drive motor controller) in the powertrain is controlled to output drive yaw torque, and the braking system (brake motor controller) in the powertrain is controlled to output braking yaw torque. This allows the drive yaw torque and braking yaw torque to work together on both sides of the vehicle's wheels (for example, the drive yaw torque acts on the left wheel of the vehicle, and the braking yaw torque acts on the right wheel of the vehicle), providing the vehicle with stable and sufficient steering (for example, turning right) capability, thereby meeting the target steering requirements of the driving system.

[0122] It is understood that, through the vehicle control method in the embodiments of this application, the power system can be controlled to output a first yaw moment based on the state of the steering system, so that the first yaw moment acts on the first vehicle, which can provide the first vehicle with stable and sufficient steering ability, thereby enabling the first vehicle to turn in accordance with the first steering trajectory indicated by the first steering command, responding to the target steering performance requirements, meeting the driving system's requirements for emergency steering of the vehicle, and completing the emergency steering task.

[0123] Therefore, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle steering control scheme provided in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, while also reducing the user's takeover rate and improving the intelligent driving experience.

[0124] In one possible embodiment, step S402 described above can be implemented by including but not limited to the following steps:

[0125] The vehicle control unit determines steering parameters based on the state of the steering system.

[0126] The vehicle control unit controls the powertrain to output at least a first yaw moment based on the steering parameters.

[0127] The steering parameters include any one or more of the following: the range of values ​​for the yaw moment output by the power system, the range of values ​​for the rate of change of the yaw moment output by the power system, the range of values ​​for the steering angle output by the steering system, and the range of values ​​for the rate of change of the steering angle output by the steering system.

[0128] Optionally, the steering angle output by the steering system may refer to the steering angle of the vehicle's steering wheel, the steering angle of the vehicle's front wheels, or the steering angle of the vehicle's rear wheels. This application embodiment does not limit this.

[0129] Optionally, the first vehicle used in the vehicle control method in this application embodiment may be a vehicle with a steering wheel in the cabin or a vehicle without a steering wheel in the cabin. This application embodiment does not impose any restrictions on this.

[0130] It is understandable that by using steering parameters determined based on the state of the steering system, at least the first yaw moment output by the powertrain can be controlled. Since the steering parameters include the range of values ​​for the magnitude and rate of change of the yaw moment output by the powertrain, the first yaw moment output by the powertrain can be controlled relatively precisely based on these steering parameters. This allows the first yaw moment to act on the first vehicle so that it can steer along a first steering trajectory, thus meeting the vehicle's requirements for the target steering performance.

[0131] Optionally, the above-mentioned control of the powertrain output of at least a first yaw moment based on steering parameters can be achieved through steps including but not limited to the following:

[0132] The steering parameters, the first steering trajectory, and the current motion state of the first vehicle are input into the prediction model. Based on the output of the prediction model, the power system is controlled to output at least the first yaw moment.

[0133] The prediction model is used to predict the turning trajectory of the first vehicle.

[0134] Optionally, the predictive model can be trained based on model predictive control (MPC). MPC can be based on the vehicle's dynamics model and optimize the control input by predicting the system's behavior over a future period of time to achieve the desired performance indicators.

[0135] For example, during vehicle turning, MPC can predict the vehicle's trajectory over a future period of time (such as within a few seconds) based on the current vehicle status and the vehicle's turning intention, and adjust the control variables to make the vehicle travel along the desired trajectory.

[0136] Therefore, the prediction model obtained based on MPC training can make the first yaw torque output by the power system more accurate, thus meeting the vehicle's requirements for target steering performance.

[0137] Optionally, the output of the prediction model may include yaw moment commands and / or steering angle commands.

[0138] Among them, the yaw moment command is used to instruct the power system to output the first yaw moment, and the steering angle command is used to instruct the steering system to output the first steering angle.

[0139] It is understood that, in this embodiment of the application, steering parameters, a first steering trajectory, and the current motion state of the first vehicle can be used as inputs to the prediction model, and the output of the prediction model can be used to control the power system to output a first yaw moment. Since the prediction model can predict the steering trajectory of the first vehicle, the output of the prediction model can be used to control the power system to output a more precise first yaw moment, so that the first yaw moment acts on the first vehicle to steer along the first steering trajectory, thereby meeting the vehicle's requirements for target steering performance.

[0140] In one possible embodiment, the above-mentioned control of the power system to output a first yaw torque based on the state of the steering system can be described in the following ways.

[0141] Scenario 1:

[0142] In the event of steering system failure, the control power system outputs the first yaw moment.

[0143] Alternatively, this case can be specifically referred to in the architecture of the steering control system shown in Figure 2 above.

[0144] Understandably, in the event of steering system failure, the control power system outputs a first yaw moment, which acts on the first vehicle, providing stable and sufficient steering capability. This allows the first vehicle to steer along the first steering trajectory indicated by the first steering command, responding to the target steering performance requirements, meeting the driving system's emergency steering needs, and completing the emergency steering task.

[0145] Therefore, when the steering system fails, the vehicle steering control scheme provided in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to drive along a predetermined lateral trajectory, ensuring vehicle driving safety, and at the same time reducing the user's takeover rate of the vehicle and improving the intelligent driving experience.

[0146] Optionally, in case one, controlling the power system to output a first yaw moment can be achieved through steps including but not limited to the following:

[0147] In the event of steering system failure, determine the first steering parameter.

[0148] Based on the first steering parameters, the power system is controlled to output the first yaw moment.

[0149] The first steering parameter includes any one or more of the following: the steering angle output by the steering system is the actual measured value, the rate of change of the steering angle output by the steering system is 0, the range of values ​​for the yaw moment output by the power system, and the range of values ​​for the rate of change of the yaw moment output by the power system.

[0150] It is understandable that the first yaw moment output by the powertrain is controlled by the first steering parameter determined based on the steering system failure. Since the first steering parameter includes the range of values ​​for the magnitude and rate of change of the yaw moment output by the powertrain, the powertrain can be controlled to output a more precise first yaw moment based on this first steering parameter, so that the first yaw moment can act on the first vehicle to steer along a first steering trajectory, thus meeting the vehicle's requirements for target steering performance.

[0151] Optionally, the steering angle output by the steering system included in the first steering parameter is the actual measured value with a rate of change of 0. This can be understood as the steering system being ineffective at this time, and no effective steering angle is output to control it.

[0152] Optionally, the range of values ​​for the yaw moment output by the power system and the range of values ​​for the rate of change included in the first steering parameter are determined by the physical performance constraints of the first vehicle.

[0153] Understandably, due to the limitations of the vehicle's mechanical and physical properties, the upper and lower limits of the magnitude and rate of change of the yaw torque output by the powertrain will also be correspondingly restricted. However, the range of values ​​for the yaw torque output by the powertrain and the range of its rate of change are determined by the physical constraints of the first vehicle. This allows the yaw torque output by the powertrain to be effectively executed by the powertrain's motor, responding to the target steering performance requirements, meeting the driving system's needs for emergency steering, and completing the emergency steering task.

[0154] Optionally, in case one, the powertrain outputs a first yaw moment based on the first steering parameters, which can be achieved through steps including but not limited to the following:

[0155] The first steering parameters, the first steering trajectory, and the current motion state of the first vehicle are input into the prediction model. Based on the output of the prediction model, the power system is controlled to output the first yaw moment.

[0156] The prediction model is used to predict the turning trajectory of the first vehicle.

[0157] Optionally, the output of the prediction model may include a yaw moment command, which is used to instruct the power system to output a first yaw moment.

[0158] Optionally, the predictive model can be trained based on model predictive control (MPC). MPC, based on the vehicle's dynamics model, predicts the system's behavior over a future period and optimizes the control input to achieve the desired performance indicators. Therefore, a predictive model trained based on MPC can make the first yaw moment output by the powertrain more accurate, meeting the vehicle's requirements for target steering performance.

[0159] It is understood that, in the embodiments of this application, the first steering parameters, the first steering trajectory, and the current motion state of the first vehicle can be used as inputs to the prediction model, and the output of the prediction model can be used to control the power system to output a first yaw moment. Since the prediction model can predict the steering trajectory of the first vehicle, the output of the prediction model can be used to control the power system to output a more accurate first yaw moment, so that the first yaw moment acts on the first vehicle to steer along the first steering trajectory, thereby meeting the vehicle's requirements for target steering performance.

[0160] Optionally, in scenario one, the above vehicle control method may also include, but is not limited to, the following steps:

[0161] Report steering system malfunction information.

[0162] It is understood that, through the embodiments of this application, the fault information of the steering system can also be reported in a timely manner in the event of steering system failure, so as to remind the user of vehicle safety.

[0163] Scenario 2:

[0164] When the steering system is working normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, the power system is controlled to output a first yaw moment, and the steering system is controlled to output a first steering angle.

[0165] Alternatively, this second scenario can be specifically referred to in Figure 3 above, which shows the architecture of the steering control system.

[0166] Understandably, when the steering system is working normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, the power system outputs a first yaw moment, and the steering system outputs a first steering angle. This allows the first steering angle, in conjunction with the first yaw moment, to act on the first vehicle, providing stable and sufficient steering capability. This enables the first vehicle to steer along the first steering trajectory indicated by the first steering command, responding to the target steering performance requirements, meeting the driving system's needs for emergency steering, and completing the emergency steering task.

[0167] Therefore, when the steering system is working normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, the vehicle steering control scheme provided in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to drive along a predetermined lateral trajectory, ensuring vehicle driving safety, and at the same time reducing the user's takeover rate of the vehicle and improving the intelligent driving experience.

[0168] Optionally, in case two, controlling the powertrain to output a first yaw moment and controlling the steering system to output a first steering angle can be achieved through steps including but not limited to the following:

[0169] The second steering parameters are determined when the steering system is working properly and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system.

[0170] Based on the second steering parameters, the power system is controlled to output a first yaw moment, and the steering system is controlled to output a first steering angle.

[0171] The second steering parameter includes any one or more of the following: the range of values ​​for the yaw moment output by the power system, the range of values ​​for the rate of change of the yaw moment output by the power system, the range of values ​​for the steering angle output by the steering system, and the range of values ​​for the rate of change of the steering angle output by the steering system.

[0172] Understandably, a second steering parameter, determined based on a state where the steering system is operating normally but cannot provide sufficient steering performance, is used to control the powertrain output of a first yaw moment and the steering system output of a first steering angle. Since the second steering parameter includes the range of values ​​for the magnitude and rate of change of the yaw moment output by the powertrain, and the range of values ​​for the magnitude and rate of change of the steering angle output by the steering system, the powertrain output of a more precise first yaw moment and the steering system output of a more precise first steering angle can be controlled based on this second steering parameter. This allows the first steering angle, combined with the first yaw moment, to act on the first vehicle, enabling it to steer along a first steering trajectory and meeting the vehicle's target steering performance requirements.

[0173] Optionally, the range of values ​​for the yaw moment output by the power system and the range of values ​​for the rate of change included in the second steering parameter are determined by the physical performance constraints of the first vehicle.

[0174] It is understandable that, due to the limitations of the vehicle's mechanical and physical properties, the upper and lower limits of the magnitude and rate of change of the yaw torque output by the power system will also be limited accordingly. In the embodiments of this application, the range of values ​​for the yaw torque output by the power system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle. This allows the yaw torque output by the power system to be effectively executed by the motor of the power system to respond to the target steering performance requirements, meet the driving system's requirements for emergency steering, and complete the emergency steering task.

[0175] Optionally, the range of values ​​for the steering angle and the range of values ​​for the rate of change of the steering system output included in the second steering parameter are determined by the physical performance constraints of the first vehicle.

[0176] It is understandable that, due to the limitations of the vehicle's mechanical and physical properties, the upper and lower limits of the magnitude and rate of change of the steering angle output by the steering system will also be limited accordingly. In this embodiment, the range of values ​​for the steering angle and the range of values ​​for the rate of change of the steering system output are determined by the physical performance constraints of the first vehicle, which allows the steering angle output by the steering system to be effectively executed by the motor of the steering system to respond to the target steering performance requirements, meet the driving system's requirements for emergency steering of the vehicle, and complete the emergency steering task.

[0177] Optionally, in case two, controlling the powertrain to output a first yaw moment and the steering system to output a first steering angle based on the second steering parameters can be achieved through steps including but not limited to the following:

[0178] The second steering parameters, the first steering trajectory, and the current motion state of the first vehicle are input into the prediction model. Based on the output of the prediction model, the power system is controlled to output the first yaw moment, and the steering system is controlled to output the first steering angle.

[0179] The prediction model is used to predict the turning trajectory of the first vehicle.

[0180] Optionally, the output of the prediction model may include a yaw moment command and a steering angle command, wherein the yaw moment command is used to instruct the powertrain to output a first yaw moment, and the steering angle command is used to instruct the steering system to output a first steering angle.

[0181] Optionally, the predictive model can be trained based on model predictive control (MPC). MPC, based on the vehicle's dynamics model, predicts the system's behavior over a future period and optimizes the control input to achieve the desired performance indicators. Therefore, the predictive model trained based on MPC can make the first yaw moment output by the powertrain system more accurate, and the first steering angle output by the steering system more accurate, thus meeting the vehicle's requirements for target steering performance.

[0182] Understandably, the second steering parameters, the first steering trajectory, and the current motion state of the first vehicle can be used as inputs to the prediction model. Based on the output of the prediction model, the powertrain can be controlled to output a first yaw moment, and the steering system can be controlled to output a first steering angle. Since the prediction model can predict the steering trajectory of the first vehicle, its output can be used to control the powertrain to output a more precise first yaw moment and the steering system to output a more precise first steering angle. This allows the first steering angle, combined with the first yaw moment, to act on the first vehicle so that it can steer along the first steering trajectory, meeting the vehicle's target steering performance requirements.

[0183] Please refer to Figure 5, which is a flowchart illustrating another vehicle control method provided in an embodiment of this application. This vehicle control method is applied in the field of vehicle technology, including but not limited to vehicle steering control in scenarios where the steering system malfunctions or provides insufficient steering performance.

[0184] It is understood that the steps in the embodiments of this application can be regarded as reasonable modifications or supplements to the embodiments in FIG4 above; or, it is understood that the vehicle control method in the embodiments of this application can also be regarded as an embodiment that can be executed independently, and this application does not limit it.

[0185] It is understood that the vehicle control device involved in the vehicle control method provided in this application embodiment can refer to the relevant description of the vehicle control device involved in the vehicle control method shown in Figure 4 above, and will not be repeated here.

[0186] As shown in Figure 5, the vehicle control method includes, but is not limited to, the following steps:

[0187] S501: The vehicle control unit determines the lateral motion control amount based on the state of the steering system.

[0188] Optionally, differential yaw moment steering may be employed when the steering system fails.

[0189] At this time, the lateral motion control quantity is the differential yaw moment.

[0190] Optionally, when the steering system is working normally and the steering capability required for the planned steering trajectory exceeds the steering capability provided by the steering system, a combined steering angle and differential yaw moment steering method is used.

[0191] At this point, the lateral motion control quantities are the steering angle and the differential yaw moment.

[0192] Optionally, when the steering system is working normally and the steering capability required for the planned steering trajectory does not exceed the steering capability provided by the steering system, steering angle steering is used.

[0193] At this point, the lateral motion control quantity is the steering angle.

[0194] S502: The vehicle control unit adjusts the state variables and / or control variables of the MPC based on the lateral motion control quantity.

[0195] Among them, the state variables of MPC include, but are not limited to, differential yaw moment Mz and steering angle δ, and the control variables of MPC include, but are not limited to, the rate of change of differential yaw moment dMz and the rate of change of steering angle dδ.

[0196] Optionally, when the lateral motion control quantity is the differential yaw moment, the upper and lower limits of the steering angle δ are the measured values ​​of the steering angle of the steering wheel or wheel, the upper and lower limits of the rate of change of the steering angle dδ are zero, and the upper and lower limits of the differential yaw moment Mz and the rate of change of the differential yaw moment dMz are determined according to the physical performance constraints of the vehicle.

[0197] Optionally, when the lateral motion control quantities are steering angle and differential yaw moment, the upper and lower limits of adjusting the steering angle δ and the rate of change of the steering angle dδ are determined according to the vehicle's physical performance constraints, and the upper and lower limits of adjusting the differential yaw moment Mz and the rate of change of the differential yaw moment dMz are also determined according to the vehicle's physical performance constraints.

[0198] Optionally, when the lateral motion control quantity is the steering angle, the upper and lower limits of the differential yaw moment Mz and the rate of change of the differential yaw moment dMz are adjusted to zero, and the upper and lower limits of the steering angle δ and the rate of change of the steering angle dδ are determined according to the physical performance constraints of the vehicle.

[0199] S503: The vehicle control unit obtains steering angle commands and yaw moment commands based on the state variables and / or control variables of the MPC.

[0200] Based on the determination of lateral motion control quantities and MPC state variables and / or control variables, and taking into account the planned steering trajectory following accuracy, comfort and safety indicators, motion control is achieved based on MPC to obtain steering angle commands and yaw moment commands.

[0201] S504: The vehicle control unit issues steering angle and yaw moment commands.

[0202] The vehicle control unit sends steering angle commands to the steering system, controlling the steering system to output the corresponding steering angle, and sends yaw moment commands to the power system, controlling the power system to output the corresponding yaw moment.

[0203] Through the embodiments of this application, a yaw moment can be applied to the vehicle, providing the vehicle with stable and sufficient steering capability, thereby enabling the vehicle to turn along a planned steering trajectory, responding to target steering performance requirements, meeting the driving system's requirements for emergency steering, and completing emergency steering tasks.

[0204] Therefore, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle steering control scheme provided in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, while also reducing the user's takeover rate and improving the intelligent driving experience.

[0205] Please refer to Figure 6, which is a schematic diagram of a turning scenario provided in an embodiment of this application.

[0206] Figure 6(a) shows that in the event of steering system failure, the power system outputs differential yaw moment, which acts on the vehicle to provide stable and sufficient steering capability. This allows the vehicle to achieve the planned steering trajectory, respond to the target steering performance requirements, meet the driving system's emergency steering needs, and complete the emergency steering task.

[0207] Alternatively, the architecture of the steering control system shown in Figure 2 above can be referred to.

[0208] Optionally, the drive motor controller in the power system can be controlled to output a drive yaw torque that acts on the left wheel of the vehicle, providing the vehicle with stable and sufficient right-turning capability, thereby meeting the target steering requirements of the driving system.

[0209] Optionally, the brake motor controller in the power system can be controlled to output a braking yaw torque that acts on the right wheel of the vehicle, providing the vehicle with stable and sufficient right-turning capability, thereby meeting the target steering requirements of the driving system.

[0210] Optionally, the drive motor controller in the power system can be controlled to output a drive yaw torque acting on the left wheel of the vehicle, and the brake motor controller in the power system can be controlled to output a brake yaw torque acting on the right wheel of the vehicle. This allows the drive yaw torque and the brake yaw torque to work together on both wheels of the vehicle, providing the vehicle with stable and sufficient right-turning capability, thereby meeting the target steering requirements of the driving system.

[0211] Therefore, when the steering system fails, the steering control scheme provided in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to drive along a predetermined lateral trajectory, ensuring vehicle driving safety, while also reducing the user's takeover rate and improving the intelligent driving experience.

[0212] Figure 6(b) illustrates that when the steering system is operating normally and the steering capability required for the planned steering trajectory exceeds the steering capability provided by the steering system, the power system outputs a differential yaw moment, and the steering system outputs a rightward steering angle. This allows the steering angle and differential yaw moment to work together on the vehicle, providing stable and sufficient steering capability. This enables the vehicle to steer along the planned steering trajectory, respond to the target steering performance requirements, meet the driving system's emergency steering needs, and complete the emergency steering task.

[0213] Alternatively, the architecture of the steering control system shown in Figure 3 above can be referred to.

[0214] Optionally, the possible implementation methods for controlling the output differential yaw moment of the power system can be found in the relevant description in Figure 6(a) above, and will not be repeated here.

[0215] Therefore, when the steering system is working normally and the steering capability required for the planned steering trajectory exceeds the steering capability provided by the steering system, the vehicle steering control scheme provided in this application embodiment can ensure the vehicle's steering motion control capability, enabling the vehicle to drive along a predetermined lateral trajectory, ensuring vehicle driving safety, and at the same time reducing the user's takeover rate of the vehicle and improving the intelligent driving experience.

[0216] Please refer to Figure 7, which is a schematic diagram of another turning scenario provided by an embodiment of this application.

[0217] As shown in Figure 7, in the event of steering system failure, or in the event of normal steering system operation but the steering capability required for the planned steering trajectory exceeds the steering capability provided by the steering system, when the driving system of vehicle A requests a target steering demand to change lanes according to the planned steering trajectory 1, the vehicle steering control scheme provided in this application can control vehicle A to first turn left and then right within a short distance, thereby enabling vehicle A to quickly change lanes according to the planned steering trajectory 1 and meet the target steering demand.

[0218] Therefore, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle steering control scheme provided in this application can ensure the vehicle's steering motion control capability, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, while also reducing the user's takeover rate and improving the intelligent driving experience.

[0219] The methods of the embodiments of this application have been described in detail above. The following provides an apparatus for implementing any one of the methods in the embodiments of this application. For example, an apparatus is provided that includes a unit (or means) for implementing the steps performed by the device in any of the above methods.

[0220] Please refer to Figure 8, which is a structural schematic diagram of a vehicle control device provided in an embodiment of this application.

[0221] As shown in Figure 8, the vehicle control device 80 may include a communication unit 801 and a processing unit 802. The communication unit 801 and the processing unit 802 may be software, hardware, or a combination of both.

[0222] The communication unit 801 can implement sending and / or receiving functions, and can also be described as a transceiver unit. The communication unit 801 can also be a unit integrating an acquisition unit and a sending unit, wherein the acquisition unit is used to implement the receiving function, and the sending unit is used to implement the sending function. Optionally, the communication unit 801 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0223] In one possible design, the vehicle control device 80 may correspond to the vehicle control device in the method embodiments shown in Figures 4 and 5 above. For example, the vehicle control device 80 may be an electronic device or a chip within an electronic device. The vehicle control device 80 may include units for performing the operations performed by the vehicle control device in the method embodiments shown in Figures 4 and 5 above, and each unit in the vehicle control device 80 is respectively for implementing the operations performed by the vehicle control device in the method embodiments shown in Figures 4 and 5 above. The descriptions of each unit are as follows:

[0224] The processing unit 802 is used to acquire a first steering command, which instructs the first vehicle to steer along a first steering trajectory.

[0225] The processing unit 802 is also used to control the power system to output a first yaw moment based on the state of the steering system, the first yaw moment acting on the first vehicle to steer along a first steering trajectory.

[0226] In one possible implementation, the device further includes a communication unit 801.

[0227] The processing unit 802 is specifically used to obtain the first steering command through the communication unit 801.

[0228] Regarding the communication unit 801 and processing unit 802 described in this design, the steps they perform can be referred to the implementation methods corresponding to the vehicle control device in the method embodiments shown in Figures 4 and 5 above.

[0229] Regarding the technical effects of the implementation methods performed by the communication unit 801 and the processing unit 802 described in this design, please refer to the description of the technical effects corresponding to the method embodiments shown in Figures 4 and 5 above.

[0230] According to embodiments of this application, the various units in the device shown in FIG8 can be individually or entirely merged into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effect of the embodiments of this application. The above units are based on logical function division. In practical applications, the function of one unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the electronic device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0231] It should be noted that the implementation of each unit can also refer to the corresponding descriptions of the method embodiments shown in Figures 4 and 5 above.

[0232] In the vehicle control device 80 described in Figure 8, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle's steering motion control capability can be guaranteed, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and improving the intelligent driving experience.

[0233] If the vehicle control device 80 mentioned above can be an electronic device, please refer to the structural schematic diagram of the electronic device shown in Figure 9.

[0234] It should be understood that the electronic device 90 shown in FIG9 is only an example. The electronic device in the embodiments of this application may also include other components, or include components that have similar functions to the various components in FIG9, or may not include all the components in FIG9.

[0235] The electronic device 90 includes a transceiver interface 901 and at least one processor 902.

[0236] The electronic device 90 can correspond to a vehicle control device. A transceiver interface 901 is used for transmitting and receiving signals, and at least one processor 902 executes program instructions, causing the electronic device 90 to implement the corresponding flow of the method executed by the corresponding device in the above method embodiments.

[0237] In one possible design, the electronic device 90 may correspond to the vehicle control device in the method embodiments shown in Figures 4 and 5 above. For example, the electronic device 90 may be the vehicle control device itself, or it may be a chip within the vehicle control device. The electronic device 90 may include components for performing the operations performed by the vehicle control device in the above method embodiments, and each component in the electronic device 90 is specifically designed to implement the operations performed by the vehicle control device in the above method embodiments. Specifically, it may be as follows:

[0238] The processor 902 is used to acquire a first steering command, which instructs the first vehicle to steer along a first steering trajectory.

[0239] The processor 902 is also used to control the power system to output a first yaw moment based on the state of the steering system, the first yaw moment acting on the first vehicle to steer in a first steering trajectory.

[0240] In one possible implementation, the device further includes a transceiver interface 901.

[0241] The processor 902 is specifically used to obtain the first turning instruction through the transceiver interface 901.

[0242] Regarding the transceiver interface 901 and at least one processor 902 described in this design, the steps they perform can be referred to the implementation methods corresponding to the vehicle control device in the method embodiments shown in Figures 4 and 5 above.

[0243] For the technical effects of the implementation methods performed by the transceiver interface 901 and at least one processor 902 described in this design, please refer to the description of the technical effects corresponding to the method embodiments shown in Figures 4 and 5 above.

[0244] In the electronic device 90 described in Figure 9, when the steering system malfunctions or fails to provide sufficient steering performance, the vehicle's steering motion control capability can be guaranteed, enabling the vehicle to travel along a predetermined lateral trajectory, ensuring vehicle driving safety, and improving the intelligent driving experience.

[0245] For cases where the vehicle control device 80 described above can be a chip or a chip system, please refer to the structural schematic diagram of the chip shown in Figure 10.

[0246] As shown in Figure 10, chip 100 includes processor 1001 and interface 1002. The number of processors 1001 can be one or more, and the number of interfaces 1002 can be multiple. It should be noted that the functions of processor 1001 and interface 1002 can be implemented through hardware design, software design, or a combination of both; no restrictions are placed here.

[0247] Optionally, the chip 100 may also include a memory 1003 for storing necessary program instructions and data.

[0248] In this application, processor 1001 can be used to call the implementation program of the vehicle control method provided in one or more embodiments of this application in a vehicle control device from memory 1003, and execute the instructions included in the program. Interface 1002 can be used to output the execution result of processor 1001. In this application, interface 1002 can be specifically used to output various messages or information of processor 1001.

[0249] For the vehicle control method provided by one or more embodiments of this application, please refer to the embodiments shown in Figures 4 and 5 above, which will not be repeated here.

[0250] The processor in this application embodiment can be a central processing unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0251] The memory in this application embodiment is used to provide storage space, in which data such as operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0252] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run on one or more processors, it can implement the methods shown in Figures 4 and 5.

[0253] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer program product, which includes a computer program. When the computer program runs on a processor, it can implement the methods shown in Figures 4 and 5.

[0254] This application also provides a terminal, which includes at least one vehicle control device 80, or electronic device 90, or chip 100.

[0255] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0256] Optionally, the terminal is used to implement the methods shown in Figures 4 and 5 above.

[0257] This application also provides a processing apparatus, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0258] It should be understood that the above-described processing device can be a chip. The units in the various device embodiments and the electronic devices in the method embodiments correspond completely, with corresponding modules or units executing corresponding steps. For example, the communication unit (transceiver) executes the receiving or sending steps in the method embodiments, while other steps besides sending and receiving can be executed by the processing unit (processor). The specific functions of each unit can be found in the corresponding method embodiments. There can be one or more processors.

[0259] It is understood that in the embodiments of this application, the electronic device may perform some or all of the steps in the embodiments of this application. These steps or operations are merely examples, and the embodiments of this application may also perform other operations or variations thereof. Furthermore, the steps may be performed in different orders as presented in the embodiments of this application, and it is not necessarily necessary to perform all the operations in the embodiments of this application.

[0260] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0261] 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 network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0262] In addition, 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.

[0263] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the contributing part, or a portion 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 USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0264] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, Applied to a first vehicle, the first vehicle including a steering system and a power system; The vehicle control method includes: Obtain a first steering command, the first steering command being used to instruct the first vehicle to turn along a first steering trajectory; Based on the state of the steering system, at least the power system is controlled to output a first yaw moment, which acts on the first vehicle to steer along the first steering trajectory.

2. The vehicle control method according to claim 1, characterized in that, Based on the state of the steering system, controlling the powertrain to output at least a first yaw moment includes: Based on the state of the steering system, steering parameters are determined, including any one or more of the following: the range of values ​​for the yaw moment output by the power system, the range of values ​​for the rate of change of the yaw moment output by the power system, the range of values ​​for the steering angle output by the steering system, and the range of values ​​for the rate of change of the steering angle output by the steering system. Based on the steering parameters, at least the powertrain outputs the first yaw moment.

3. The vehicle control method according to claim 2, characterized in that, The step of controlling the powertrain to output the first yaw moment based on the steering parameters includes: The steering parameters, the first steering trajectory, and the current motion state of the first vehicle are input into the prediction model. Based on the output of the prediction model, the power system is controlled to output the first yaw moment. The prediction model is used to predict the steering trajectory of the first vehicle.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that, Based on the state of the steering system, controlling the powertrain to output at least a first yaw moment includes: In the event of steering system failure, the power system is controlled to output the first yaw torque.

5. The vehicle control method according to claim 4, characterized in that, In the event of steering system failure, controlling the power system to output the first yaw moment includes: In the event of steering system failure, a first steering parameter is determined, which includes one or more of the following: the steering angle output by the steering system is an actual measured value, the rate of change of the steering angle output by the steering system is 0, the range of values ​​for the yaw moment output by the power system, and the range of values ​​for the rate of change of the yaw moment output by the power system. Based on the first steering parameter, the power system is controlled to output the first yaw moment.

6. The vehicle control system according to claim 5, characterized in that, The range of values ​​for the yaw moment output by the power system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle.

7. The vehicle control method according to claim 5 or 6, characterized in that, The step of controlling the powertrain to output the first yaw moment based on the first steering parameter includes: The first steering parameter, the first steering trajectory, and the current motion state of the first vehicle are input into the prediction model. Based on the output of the prediction model, the power system is controlled to output the first yaw moment. The prediction model is used to predict the steering trajectory of the first vehicle.

8. The vehicle control method according to any one of claims 4 to 7, characterized in that, The vehicle control method further includes: Report the fault information of the steering system.

9. The vehicle control method according to any one of claims 1 to 3, characterized in that, Based on the state of the steering system, controlling the powertrain to output at least a first yaw moment includes: When the steering system is working normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, the power system is controlled to output the first yaw moment, and the steering system is controlled to output the first steering angle. The first yaw moment acts on the first vehicle to steer along the first steering trajectory, including: the first steering angle is used to combine the first yaw moment with the first vehicle to steer along the first steering trajectory.

10. The vehicle control method according to claim 9, characterized in that, When the steering system is operating normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, controlling the power system to output the first yaw moment and controlling the steering system to output the first steering angle includes: When the steering system is working normally and the steering capability required for the first steering trajectory exceeds the steering capability provided by the steering system, a second steering parameter is determined. The second steering parameter includes any one or more of the following: the range of values ​​for the yaw moment output by the power system, the range of values ​​for the rate of change of the yaw moment output by the power system, the range of values ​​for the steering angle output by the steering system, and the range of values ​​for the rate of change of the steering angle output by the steering system. Based on the second steering parameter, the power system is controlled to output the first yaw moment, and the steering system is controlled to output the first steering angle.

11. The vehicle control method according to claim 10, characterized in that, The range of values ​​for the yaw moment output by the power system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle. Similarly, the range of values ​​for the steering angle output by the steering system and the range of values ​​for the rate of change are determined by the physical performance constraints of the first vehicle.

12. The vehicle control method according to claim 10 or 11, characterized in that, The step of controlling the powertrain to output the first yaw moment and controlling the steering system to output the first steering angle based on the second steering parameter includes: The second steering parameter, the first steering trajectory, and the current motion state of the first vehicle are input into the prediction model. Based on the output of the prediction model, the power system is controlled to output the first yaw moment, and the steering system is controlled to output the first steering angle. The prediction model is used to predict the steering trajectory of the first vehicle.

13. The vehicle control method according to any one of claims 1 to 12, characterized in that, The power system includes a drive system and a braking system, and the first yaw moment includes a driving yaw moment and a braking yaw moment.

14. A vehicle control device, characterized in that, Includes units for performing the method as described in any one of claims 1 to 13.

15. A vehicle control device, characterized in that, Includes a processor for performing the method as described in any one of claims 1 to 13.

16. A chip, characterized in that, It includes logic circuits and interfaces, wherein the logic circuits and the interfaces are coupled; The interface is used for inputting and / or outputting information, and the logic circuit is used for performing the method as described in any one of claims 1 to 13.

17. A terminal, characterized in that, Includes the vehicle control device as described in claim 14, or the vehicle control device as described in claim 15, or the chip as described in claim 16.

18. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, which, when executed, performs the method as described in any one of claims 1 to 13.

19. A computer program product, characterized in that, The computer program product includes a computer program, which, when executed, performs the method as described in any one of claims 1 to 13.

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