CN116620398A - Vehicle control method, device, equipment and storage medium - Google Patents
Vehicle control method, device, equipment and storage medium Download PDFInfo
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- CN116620398A CN116620398A CN202310608017.4A CN202310608017A CN116620398A CN 116620398 A CN116620398 A CN 116620398A CN 202310608017 A CN202310608017 A CN 202310608017A CN 116620398 A CN116620398 A CN 116620398A
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- 238000004458 analytical method Methods 0.000 description 1
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- HOWHQWFXSLOJEF-MGZLOUMQSA-N systemin Chemical compound NCCCC[C@H](N)C(=O)N[C@@H](CCSC)C(=O)N[C@@H](CCC(N)=O)C(=O)N[C@@H]([C@@H](C)O)C(=O)N[C@@H](CC(O)=O)C(=O)OC(=O)[C@@H]1CCCN1C(=O)[C@H]1N(C(=O)[C@H](CC(O)=O)NC(=O)[C@H](CCCN=C(N)N)NC(=O)[C@H](CCCCN)NC(=O)[C@H](CO)NC(=O)[C@H]2N(CCC2)C(=O)[C@H]2N(CCC2)C(=O)[C@H](CCCCN)NC(=O)[C@H](CO)NC(=O)[C@H](CCC(N)=O)NC(=O)[C@@H](NC(=O)[C@H](C)N)C(C)C)CCC1 HOWHQWFXSLOJEF-MGZLOUMQSA-N 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
- B62D11/003—Electric or electronic control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The application provides a vehicle control method, a device, equipment and a storage medium, and relates to the field of automatic control, wherein the method comprises the following steps: acquiring actual steering torque acted on a steering wheel by a driver and theoretical steering torque corresponding to the steering angle information of the steering wheel; when the difference between the actual steering torque and the theoretical steering torque is larger than a preset difference, determining a power-assisted coefficient according to the actual steering torque and the theoretical steering torque, wherein the power-assisted coefficient is used for representing the strength of steering power provided by a power-assisted steering system of the vehicle for the vehicle; determining a steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient; determining a target driving force of the vehicle according to the steering compensation coefficient; the vehicle steering is controlled according to the target driving force of the vehicle. The steering system has the advantages that the vehicle can steer to the angle expected by the driver in time under the condition that the steering assistance of the steering system is lost, the accident caused by untimely steering of the vehicle is reduced, and the driving safety is improved.
Description
Technical Field
The present application relates to the field of automatic control, and in particular, to a vehicle control method, apparatus, device, and storage medium.
Background
The power steering system of a vehicle is one of the important components of a vehicle, and plays an important role in ensuring the running safety of the vehicle.
In general, when a power steering system of a vehicle fails, so that the power steering system cannot provide part or all of steering assistance for steering of the vehicle, the vehicle can steer the wheels by using the rotation of the steering wheel based on a mechanical structure between the steering wheel and the wheels, thereby achieving the effect of steering of the vehicle.
However, in some situations requiring abrupt rotation of the vehicle, it is easy to occur that the steering wheel cannot be turned to a desired angle in time, resulting in lower driving safety.
Disclosure of Invention
The application provides a vehicle control method, a device, equipment and a storage medium, which are used for solving the technical problem of low driving safety when a power steering system of a vehicle breaks down.
In a first aspect, the present application provides a vehicle control method, the method comprising: acquiring actual steering torque acted on a steering wheel by a driver and theoretical steering torque corresponding to the steering angle information of the steering wheel;
when the difference between the actual steering torque and the theoretical steering torque is larger than a preset difference, determining a power-assisted coefficient according to the actual steering torque and the theoretical steering torque, wherein the power-assisted coefficient is used for representing the strength of steering power provided by a power-assisted steering system of the vehicle for the vehicle;
Determining a steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient;
determining a target driving force of the vehicle according to the steering compensation coefficient;
the vehicle steering is controlled according to the target driving force of the vehicle.
In one possible implementation, determining the assist coefficient from the actual steering torque and the theoretical steering torque includes:
and determining the power-assisted coefficient according to a corresponding relation curve of a preset difference value between the actual steering torque and the theoretical steering torque and the power-assisted coefficient and a difference value between the actual steering torque and the theoretical steering torque.
In one possible implementation, the method further includes:
acquiring the voltage of a power steering system of the vehicle;
and when the voltage is lower than a preset voltage value, determining the boosting coefficient according to a preset voltage and boosting coefficient corresponding table and the voltage.
In one possible implementation, determining the target driving force of the vehicle according to the steering compensation coefficient includes:
and distributing front axle driving force and/or rear axle driving force of the vehicle according to the steering compensation coefficient to obtain target driving force of the vehicle, wherein the target driving force comprises left front wheel target driving force and right front wheel target driving force, and/or left rear wheel target driving force and right rear wheel target driving force.
In one possible implementation, determining the target driving force of the vehicle according to the steering compensation coefficient includes:
determining a desired yaw rate of the vehicle based on the steering compensation coefficient;
and distributing the front axle driving force and/or the rear axle driving force of the vehicle according to the expected yaw rate to obtain the target driving force of the vehicle.
In one possible implementation, determining the desired yaw rate of the vehicle from the steering compensation coefficient includes:
and acquiring the corner information of the steering wheel, and determining the expected yaw rate of the vehicle according to the corner information and the steering compensation coefficient.
In one possible implementation, controlling steering of a vehicle according to a target driving force of the vehicle includes:
determining a target driving torque of the vehicle according to the target driving force of the vehicle;
the target drive torque is sent to the multi-motor unit so that the multi-motor unit controls the vehicle steering according to the target drive torque.
In a second aspect, the present application provides a vehicle control apparatus including an acquisition module, a first determination module, a second determination module, a third determination module, and a control module, wherein,
the acquisition module is used for acquiring the actual steering torque acted on the steering wheel by the driver and the theoretical steering torque corresponding to the steering angle information of the steering wheel;
The first determining module is used for determining a power-assisted coefficient according to the actual steering torque and the theoretical steering torque when the difference value between the actual steering torque and the theoretical steering torque is larger than a preset difference value, wherein the power-assisted coefficient is used for representing the strength of steering power provided by a power-assisted steering system of the vehicle for the vehicle;
the second determining module is used for determining the steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient;
a third determination module for determining a target driving force of the vehicle according to the steering compensation coefficient;
and the control module is used for controlling the steering of the vehicle according to the target driving force of the vehicle.
In one possible implementation manner, the first determining module is specifically configured to:
and determining the power-assisted coefficient according to a corresponding relation curve of a preset difference value between the actual steering torque and the theoretical steering torque and the power-assisted coefficient and a difference value between the actual steering torque and the theoretical steering torque.
In one possible implementation, the apparatus further includes:
a first acquisition module for acquiring a voltage of a power steering system of the vehicle;
and the fourth determining module is used for determining the boosting coefficient according to a preset voltage and boosting coefficient corresponding table and the voltage when the voltage is lower than a preset voltage value.
In one possible implementation manner, the third determining module is specifically configured to:
and distributing front axle driving force and/or rear axle driving force of the vehicle according to the steering compensation coefficient to obtain target driving force of the vehicle, wherein the target driving force comprises left front wheel target driving force and right front wheel target driving force, and/or left rear wheel target driving force and right rear wheel target driving force.
In one possible implementation manner, the third determining module is specifically configured to:
determining a desired yaw rate of the vehicle based on the steering compensation coefficient;
and distributing the front axle driving force and/or the rear axle driving force of the vehicle according to the expected yaw rate to obtain the target driving force of the vehicle.
In one possible implementation manner, the third determining module is specifically configured to: and acquiring the corner information of the steering wheel, and determining the expected yaw rate of the vehicle according to the corner information and the steering compensation coefficient.
In one possible implementation, the control module is specifically configured to:
determining a target driving torque of the vehicle according to the target driving force of the vehicle;
the target drive torque is sent to the multi-motor unit so that the multi-motor unit controls the vehicle steering according to the target drive torque.
In a third aspect, the present application provides an electronic device comprising: a processor and a memory; the memory stores computer-executable instructions; the processor executes computer-executable instructions stored in the memory, causing the processor to perform the vehicle control method as described in the first aspect or any one of the possible implementations of the first aspect.
In a fourth aspect, the present application provides a computer readable storage medium having stored therein computer executable instructions for implementing a vehicle control method as described in the first aspect or any one of the possible implementations of the first aspect when the computer executable instructions are executed by a processor.
In a fifth aspect, the application provides a computer program product comprising a computer program which, when executed by a processor, implements a vehicle control method as described in the first aspect or any one of the possible implementations of the first aspect.
In a sixth aspect, the present application provides a chip on which a computer program is stored which, when executed by the chip, implements a vehicle control method as described in the first aspect or any one of the possible implementations of the first aspect.
In one possible implementation, the chip is a chip in a chip module.
In the embodiment of the application, the actual steering torque acted on the steering wheel by a driver and the theoretical steering torque corresponding to the steering angle information of the steering wheel are obtained; when the difference between the actual steering torque and the theoretical steering torque is larger than a preset difference, determining a power-assisted coefficient according to the actual steering torque and the theoretical steering torque, wherein the power-assisted coefficient is used for representing the strength of steering power provided by a power-assisted steering system of the vehicle for the vehicle; determining a steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient; determining a target driving force of the vehicle according to the steering compensation coefficient; the vehicle steering is controlled according to the target driving force of the vehicle. When the steering assistance system of the vehicle is weakened, the corresponding steering compensation coefficient is determined based on the assistance coefficient when the steering assistance is weakened, and the driving force of the wheels is controlled based on the steering compensation coefficient to acquire additional steering capacity, so that the vehicle can be steered to the angle expected by a driver in time under the condition that the steering assistance part or the whole steering assistance of the steering system is lost, the accident caused by untimely steering of the vehicle is reduced, and the driving safety is improved.
Drawings
FIG. 1 is a schematic diagram of a vehicle control system architecture according to an embodiment of the present application;
fig. 2 is a schematic flow chart of a vehicle control method according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a correspondence relationship between a steering compensation coefficient and a power assisting coefficient according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a graph of a correspondence between a difference between actual steering torque and theoretical steering torque and a power assist coefficient according to an embodiment of the present application;
fig. 5a is a schematic diagram of a target driving force when a vehicle turns right according to an embodiment of the present application;
FIG. 5b is a schematic diagram of a target braking force when a vehicle turns right according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of a vehicle control device according to an embodiment of the present application;
fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the technical solutions in the embodiments of the present application will be clearly and completely described in the following in conjunction with the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the embodiments of the present application, the words "first", "second", etc. are used to distinguish between the same item or similar items that have substantially the same function and effect. For example, the first chip and the second chip are merely for distinguishing different chips, and the order of the different chips is not limited. It will be appreciated by those of skill in the art that the words "first," "second," and the like do not limit the amount and order of execution, and that the words "first," "second," and the like do not necessarily differ.
It should be noted that, in the embodiments of the present application, words such as "exemplary" or "such as" are used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.
In the embodiments of the present application, "at least one" means one or more, and "a plurality" means two or more. "and/or", describes an association relationship of an association object, and indicates that there may be three relationships, for example, a and/or B, and may indicate: a alone, a and B together, and B alone, wherein a, B may be singular or plural. The character "/" generally indicates that the context-dependent object is an "or" relationship. "at least one of" or the like means any combination of these items, including any combination of single item(s) or plural items(s). For example, at least one (one) of a, b, or c may represent: a, b, c, a-b, a-c, b-c, or a-b-c, wherein a, b, c may be single or plural.
It should be noted that, the user information (including but not limited to user equipment information, user personal information, etc.) and the data (including but not limited to data for analysis, stored data, presented data, etc.) related to the present application are information and data authorized by the user or fully authorized by each party, and the collection, use and processing of the related data need to comply with the related laws and regulations and standards of the related country and region, and provide corresponding operation entries for the user to select authorization or rejection.
It should be understood that, although the steps in the flowcharts in the embodiments of the present application are shown in order as indicated by the arrows, these steps are not necessarily performed in order as indicated by the arrows. The steps are not strictly limited in order and may be performed in other orders, unless explicitly stated herein. Moreover, at least a portion of the steps in the figures may include at least one sub-step or at least one stage, which are not necessarily performed at the same time, but may be performed at different times, the order of their execution not necessarily occurring in turn, but may be performed alternately or alternately with other steps or at least a portion of other steps or stages.
With the development of intelligent automobile technology, an automobile power steering system (which may also be referred to as a steering system) is widely used, which is one of important components of an automobile and plays an important role in ensuring the running safety of the automobile.
The power steering system of the automobile can comprise a mechanical steering system, a mechanical hydraulic power steering system, an electronic power steering system, a steer-by-wire system and other types of steering systems.
In general, a vehicle can be steered based on steering assist provided by a power steering system when the vehicle is steered, and at this time, a driver can easily turn a steering wheel of the vehicle. When the power-assisted steering system of the vehicle fails, and the power-assisted steering system can not provide partial or complete steering assistance for the steering of the vehicle, the vehicle can drive the wheels to steer by utilizing the rotation of the steering wheel based on the mechanical structure between the steering wheel and the wheels, so that the steering effect of the vehicle is achieved.
However, when the steering assistance part or the whole of the power steering system is lost, the steering wheel is driven to steer by using the rotation of the steering wheel, so that the steering wheel is required to be rotated by a driver when applying larger steering force to the steering wheel, and the steering wheel is slow in rotation speed at the moment, so that the steering of the vehicle is slow, and under the condition that the vehicle is required to make a sharp turn, the situation that the steering wheel cannot be rotated to a desired angle in time easily occurs, and the vehicle cannot be steered to the angle desired by the driver in time, so that the driving safety is reduced.
In view of the above, the embodiment of the application provides a vehicle control method, which controls the driving force of wheels to obtain additional steering capability when a steering power assisting system of a vehicle fails, so that the vehicle can steer to an angle expected by a driver in time under the condition that the steering power assisting system of the steering system is partially or completely lost, the unexpected situation caused by untimely steering of the vehicle is reduced, and the vehicle control method is beneficial to improving the driving safety.
Exemplary, fig. 1 shows a schematic diagram of a vehicle control system architecture according to an embodiment of the present application. As shown in fig. 1, the architecture may include a rotation angle sensor 101, a torque sensor 102, a main controller 103, and a multi-motor unit 104, wherein the multi-motor unit 104 may include a left front wheel motor 1041 and a right front wheel motor 1042, and/or a left rear wheel motor 1043 and a right rear wheel motor 1044.
It will be appreciated that the architecture illustrated by the embodiments of the present application is not intended to constitute a particular limitation on the architecture of the vehicle control system. In other possible embodiments of the present application, the architecture may include more or less components than those illustrated, or may combine certain components, split certain components, or different component arrangements, which may be specifically determined according to the actual application scenario, without limitation. The components shown in fig. 1 may be implemented in hardware, software, or a combination of software and hardware.
In a specific implementation, the rotation angle sensor 101 may be used to measure rotation angle information of a steering wheel of a vehicle.
The torque sensor 102 may be used to measure the actual steering torque applied by the driver to the steering wheel of the vehicle.
The main controller 103 may acquire an actual steering torque applied to the steering wheel by the driver and a theoretical steering torque corresponding to the steering angle information of the steering wheel; when the difference between the actual steering torque and the theoretical steering torque is larger than a preset difference, determining a power-assisted coefficient according to the actual steering torque and the theoretical steering torque, wherein the power-assisted coefficient is used for representing the strength of steering power provided by a power-assisted steering system of the vehicle for the vehicle; determining a steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient; determining a target driving force of the vehicle according to the steering compensation coefficient; the vehicle steering is controlled according to the target driving force of the vehicle.
In the embodiment of the present application, the main controller 103 may be a controller in a module or a system such as an automobile engine control module (engine control module, ECM), an electronic power steering system (electric power steering, EPS), an electronic stability program system (electronic stability program, ESP), and the like.
The multiple motor unit 104 may control the vehicle steering based on the target driving torque corresponding to the target driving force. The left front wheel motor 1041, the right front wheel motor 1042, the left rear wheel motor 1043, and the right rear wheel motor 1044 in the multiple motor unit 104 may be, for example, wheel side motors or wheel hub motors.
In addition, the architecture and the service scenario described in the embodiments of the present application are for more clearly describing the technical solution provided in the embodiments of the present application, and do not constitute a limitation on the technical solution provided in the embodiments of the present application, and those skilled in the art can know that, with the evolution of the architecture and the appearance of a new service scenario, the technical solution provided in the embodiments of the present application is equally applicable to similar technical problems.
The technical scheme shown in the application is described in detail by specific examples. It should be noted that the following embodiments may exist independently or may be combined with each other, and for the same or similar content, the description will not be repeated in different embodiments.
Fig. 2 is a schematic flow chart of a vehicle control method according to an embodiment of the present application. The execution body of the embodiment of the present application may be the main controller 103 in fig. 1, and the specific execution body may be determined according to an actual application scenario. As shown in fig. 2, the method may include:
S201: and acquiring the actual steering torque acted on the steering wheel by the driver and the theoretical steering torque corresponding to the steering angle information of the steering wheel.
The main controller of the vehicle obtains the actual steering torque of the driver acting on the steering wheel in real time or periodically through a torque sensor in the power-assisted steering system, obtains the corner information of the steering wheel through a steering wheel corner sensor, and calculates the theoretical steering torque corresponding to the corner information of the steering wheel, wherein the corner information comprises the corner size and the corner direction.
S202: and when the difference between the actual steering torque and the theoretical steering torque is larger than the preset difference, determining a power assisting coefficient according to the actual steering torque and the theoretical steering torque, wherein the power assisting coefficient is used for representing the strength of steering assistance provided by a power assisting steering system of the vehicle for the vehicle.
The lower the power-assisted coefficient, the weaker the power-assisted steering system is, and the stronger the power-assisted steering system is, the stronger the power-assisted steering system is. The power assisting coefficient is greater than or equal to 0 and less than or equal to 1.
When the steering assistance provided by the power assisted steering system of the vehicle is normal, the driver can easily rotate the steering wheel, so that the vehicle is steered to an angle corresponding to the turning angle of the steering wheel. For example, when the steering wheel is rotated to a certain angle, the actual steering torque applied by the driver to the steering wheel is equal to the theoretical steering torque calculated by the main controller according to the angle, or the difference between the actual steering torque and the theoretical steering torque is in a normal range, and the actual steering torque in the normal range can lead the vehicle to be steered to the angle desired by the driver in time. At this time, the assist coefficient may be 1.
When the difference between the actual steering torque and the theoretical steering torque obtained by the main controller is larger than a preset difference, the main controller judges that the steering assistance of the power steering system is weakened, and determines an assistance coefficient according to the difference between the actual steering torque and the theoretical steering torque, so that the vehicle steering can be assisted based on the assistance coefficient. For example, when the assist factor is low, more drive torque is distributed to the outside wheels and less drive torque is distributed to the inside vehicle to assist in steering the vehicle. The implementation of assisting the steering of the vehicle based on the assist coefficient will be described in detail in the following steps, and will not be described here.
S203: and determining the steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient.
In a possible implementation, a corresponding relation curve of a steering compensation coefficient and a power-assisted coefficient may be preset in a main controller of the vehicle, and after the power-assisted coefficient of the power-assisted steering system is obtained, the main controller determines the steering compensation coefficient corresponding to the power-assisted coefficient of the power-assisted steering system through a table lookup method, an interpolation method or a proportional amplification method based on the corresponding relation curve of the steering compensation coefficient and the power-assisted coefficient.
Fig. 3 is a schematic diagram of a correspondence relationship between a steering compensation coefficient and a boost coefficient according to an embodiment of the present application. As shown in fig. 3, the steering compensation coefficient is greater than or equal to 0 and less than or equal to 0.5, and when the assist coefficient is greater than the preset assist coefficient (turning point in fig. 3), the smaller the assist coefficient, the greater the steering compensation coefficient, to provide greater steering ability to the vehicle in which the steering assist portion is lost; when the assist coefficient is less than or equal to the preset assist coefficient, the steering compensation coefficient is 0.5 to provide the maximum steering capability to the vehicle where the steering assist is entirely lost.
S204: the target driving force of the vehicle is determined based on the steering compensation coefficient.
The target driving force may include a left front wheel target driving force and a right front wheel target driving force, and/or a left rear wheel target driving force and a right rear wheel target driving force. For example, when the vehicle is four-wheel drive, the target driving forces may include a left front wheel target driving force, a right front wheel target driving force, a left rear wheel target driving force, and a right rear wheel target driving force; when the vehicle is front axle driven, the target driving force may include a left front wheel target driving force and a right front wheel target driving force; when the vehicle is rear axle driven, the target driving force may include a left rear wheel target driving force and a right rear wheel target driving force.
In one possible implementation, the target driving force of the vehicle is obtained by distributing the front axle driving force and/or the rear axle driving force by the steering compensation coefficient.
In another possible implementation, the yaw rate of the vehicle is calculated by the steering compensation coefficient, and the target driving force of the vehicle is obtained by distributing the front axle driving force and/or the rear axle driving force by the yaw rate.
S205: the vehicle steering is controlled according to the target driving force of the vehicle.
In a possible implementation, the main controller transmits the target driving force or the target driving torque obtained from the target driving force to the multiple motor unit, causing the multiple motor unit to perform steering of the vehicle.
In the embodiment of the application, the actual steering torque acted on the steering wheel by a driver and the theoretical steering torque corresponding to the steering angle information of the steering wheel are obtained; when the difference between the actual steering torque and the theoretical steering torque is larger than a preset difference, determining a power-assisted coefficient according to the actual steering torque and the theoretical steering torque, wherein the power-assisted coefficient is used for representing the strength of steering power provided by a power-assisted steering system of the vehicle for the vehicle; determining a steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient; determining a target driving force of the vehicle according to the steering compensation coefficient; the vehicle steering is controlled according to the target driving force of the vehicle. When the steering assistance system of the vehicle is weakened, the corresponding steering compensation coefficient is determined based on the assistance coefficient when the steering assistance is weakened, and the driving force of the wheels is controlled based on the steering compensation coefficient to acquire additional steering capacity, so that the vehicle can be steered to the angle expected by a driver in time under the condition that the steering assistance part or the whole steering assistance of the steering system is lost, the accident caused by untimely steering of the vehicle is reduced, and the driving safety is improved.
Optionally, in a possible implementation, on the basis of the corresponding embodiment of fig. 2, the step of determining the assist coefficient according to the actual steering torque and the theoretical steering torque may include: and determining the power-assisted coefficient according to a corresponding relation curve of a preset difference value between the actual steering torque and the theoretical steering torque and the power-assisted coefficient and a difference value between the actual steering torque and the theoretical steering torque.
In a possible implementation, the main controller may store a preset corresponding relation curve between the difference between the actual steering torque and the theoretical steering torque and the power-assisted coefficient, and when the difference between the actual steering torque applied to the steering wheel by the driver and the theoretical steering torque calculated through the steering angle information of the steering wheel is greater than the preset difference, the main controller determines the power-assisted coefficient of the power-assisted steering system through a table lookup interpolation method based on the difference and the preset corresponding relation curve between the difference between the actual steering torque and the theoretical steering torque and the power-assisted coefficient.
Fig. 4 is a schematic diagram of a correspondence relationship between a difference between an actual steering torque and a theoretical steering torque and a power assisting coefficient according to an embodiment of the present application. As shown in fig. 4, when the actual steering torque exceeds the theoretical steering torque by a certain range, or the difference between the actual steering torque and the theoretical steering torque is larger than the preset difference (turning point in fig. 4), it is determined that the steering assist force provided by the power steering system is reduced, and the larger the difference between the actual steering torque and the theoretical steering torque is, the smaller the assist coefficient is. In order to increase the redundancy of vehicle steering, the preset difference is greater than 0, and the specific value of the preset difference may be set according to the actual scene, which is not particularly limited in the embodiment of the present application. When the difference between the actual steering torque and the theoretical steering torque is smaller than or equal to the preset difference, the power assisting coefficient is 1.
The power assist coefficient of 0 may indicate that the power steering system is completely free of steering assist, and the power assist coefficient of 1 may indicate that the power steering system provides full steering assist, for example, assuming that a preset difference is 5Nm (newton metre, nm), the power assist coefficient is determined to be 1 when the difference between the actual steering torque and the theoretical steering torque is 5Nm, and the power assist coefficient is still 1 when the difference between the actual steering torque and the theoretical steering torque is less than or equal to the preset difference, for example, 4 Nm.
In the embodiment of the application, the power-assisted coefficient of the power-assisted steering system, namely the weakening degree of the steering power of the power-assisted steering system, is determined based on the corresponding relation curve of the difference value of the preset actual steering torque and the theoretical steering torque and the power-assisted coefficient, so that the steering of the vehicle can be assisted in a targeted manner based on the weakening degree of the steering power of the power-assisted steering system, and the control accuracy of the steering angle of the vehicle is effectively improved.
In one possible implementation, the method may further include: acquiring the voltage of a power steering system of the vehicle; and when the voltage is lower than a preset voltage value, determining the boosting coefficient according to a preset voltage and boosting coefficient corresponding table and the voltage.
In a possible implementation, the main controller may determine the assist coefficient according to a preset table of the failure type and the failure level of the power steering system and the assist coefficient. The fault types can include failure of a power-assisted motor winding, voltage reduction of a power-assisted steering system and the like; each fault type may include one or more fault classes, for example, a fault class corresponding to when a main road and an auxiliary road of the power-assisted motor fail, different from a fault class corresponding to when the main road or the auxiliary road of the power-assisted motor fails, and different voltage values after the voltage of the power-assisted steering system is reduced correspond to different fault classes.
The main controller of the vehicle can monitor the voltage of the power-assisted steering system in real time, and when the voltage of the power-assisted steering system is monitored to be lower than a preset voltage value, the power-assisted steering system is judged to be faulty, and the power-assisted coefficient is determined according to a preset voltage-power-assisted coefficient correspondence table and the voltage of the power-assisted steering system. When the vehicle is steering, the main controller assists the vehicle steering based on the assist coefficient to provide additional steering capability to the vehicle in the event that some or all of the steering assist of the power steering system is lost.
The preset voltage value may include a plurality of voltage values, for example, the preset voltage value includes a first voltage value and a second voltage value, and the first voltage value is greater than the second voltage value, and when the voltage of the power steering system is less than the first voltage value and greater than or equal to the second voltage value, the first power assisting coefficient is determined to be the power assisting coefficient of the power steering system; and when the voltage of the power-assisted steering system is smaller than a second voltage value, determining the second power-assisted coefficient as the power-assisted coefficient of the power-assisted steering system. The first assist coefficient is greater than the second assist coefficient, i.e., the lower the voltage of the power steering system, the smaller the assist coefficient, and the weaker the steering assist provided by the power steering system.
The main controller may monitor the power, the current, etc. of the power-assisted motor in the power-assisted steering system in real time to determine whether the main winding and/or the auxiliary winding of the power-assisted motor fail.
When the main path winding and/or the auxiliary path winding of the power-assisted motor fail, the power-assisted motor is judged to fail, and the power-assisted motor fails to cause the loss of part or all of the steering power. The corresponding relation table of the failure and the assistance coefficient of the assistance motor can be preset in the main controller of the vehicle, for example, when the main winding or the auxiliary winding of the double-winding assistance motor fails, the corresponding assistance coefficient is 0.7, and when the main winding and the auxiliary winding fail, the corresponding assistance coefficient is 0. The power-assisting coefficient specifically corresponding to the power-assisting motor fault can be calibrated according to an actual scene, and the embodiment of the application is not particularly limited. When the vehicle is steered, the main controller assists the vehicle to steer based on the power assist coefficient corresponding to the power assist motor fault, so as to provide additional steering capability for the vehicle in the case that the steering power of the power assist steering system is partially or completely lost.
In the embodiment of the application, a power-assisted steering system or a power-assisted motor of a vehicle may fail when the vehicle is running straight or the vehicle is steering, so that the power-assisted steering system or the power-assisted motor of the vehicle is partially or completely lost. If the power steering system of the vehicle fails when the vehicle does not start steering, the main controller can determine the power assist coefficient according to a preset failure type and a corresponding table of the failure level and the power assist coefficient of the power steering system. The main controller stores the determined power-assisted coefficient, when the vehicle starts to turn, the main controller can adopt the power-assisted coefficient to control the driving force of wheels so as to assist the vehicle to turn, and in the turning process, if the fault type and the fault level of the power-assisted steering system are not changed, the main controller can always adopt the power-assisted coefficient in the turning process.
The actual steering torque applied by the driver to the steering wheel can more intuitively determine how much the steering wheel rotates in the steering process, and the power-assisted coefficient determined based on the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the angular velocity of the steering wheel can also more closely represent the strength of the steering power provided by the power-assisted steering system, so that the power-assisted coefficient determined according to the preset corresponding table of the fault type and the fault level of the power-assisted steering system and the power-assisted coefficient can be combined with the power-assisted coefficient determined based on the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the angular velocity of the steering wheel.
For example, if the power steering system or the power-assisted motor of the vehicle malfunctions when the vehicle does not start steering or the driver does not have steering intention, the main controller may determine and store the power-assisted coefficient according to a preset correspondence table of the type of malfunction and the level of malfunction of the power steering system and the power-assisted coefficient, and when the driver starts steering or before the main controller determines the power-assisted coefficient according to the theoretical steering torque corresponding to the actual steering torque applied to the steering wheel by the driver and the angular velocity of the steering wheel, the main controller may assist the vehicle steering based on the stored power-assisted coefficient, and after the main controller determines the power-assisted coefficient according to the theoretical steering torque corresponding to the actual steering torque applied to the steering wheel by the driver and the angular velocity of the steering wheel, the main controller may assist the vehicle steering using the power-assisted coefficient. The time delay which can occur when the power assisting coefficient is determined according to the actual steering torque acted on the steering wheel by the driver and the theoretical steering torque corresponding to the angular speed of the steering wheel after the vehicle starts to steer is compensated, and the vehicle can steer to the angle expected by the driver in time.
Optionally, in order to make the power-assisted coefficient adopted by the main controller more closely represent the strength of the steering power provided by the power-assisted steering system, if a fault occurs in the steering process of the vehicle, the main controller may assist the steering of the vehicle according to the power-assisted coefficient determined by the actual steering torque acted on the steering wheel by the driver and the theoretical steering torque corresponding to the angular speed of the steering wheel.
In the embodiment of the application, after the vehicle steering is finished, the main controller can save the power-assisted coefficient adopted when the steering is finished for the next vehicle steering, and if the fault type or the fault level of the power-assisted steering system of the vehicle changes during the next vehicle steering, the saved power-assisted coefficient can be updated in real time based on the fault change.
In one possible implementation manner, the step S204 may include: and distributing the front axle driving force and/or the rear axle driving force of the vehicle according to the steering compensation coefficient to obtain the target driving force of the vehicle.
The target driving forces may include a left front wheel target driving force and a right front wheel target driving force of the vehicle, and/or a left rear wheel target driving force and a right rear wheel target driving force.
In a possible implementation, the main controller distributes the front axle driving force based on the steering compensation coefficient to obtain the corrected left front wheel target driving force and right front wheel target driving force, and distributes the rear axle driving force based on the steering compensation coefficient to obtain the corrected left rear wheel target driving force and right rear wheel target driving force.
It is to be understood that, when the vehicle accelerates, the target driving force of the vehicle is determined based on the steering compensation coefficient; when the vehicle is decelerating, the target braking force of the vehicle is determined based on the steering compensation coefficient.
For example, please refer to fig. 5a. Fig. 5a illustrates a schematic diagram of a target driving force when a vehicle turns right according to an embodiment of the present application. As shown in FIG. 5a, during acceleration, F x1 For the right front wheel target driving force, F x2 For the target driving force of the left front wheel, F x3 For right rear wheel target driving force, F x4 For the target driving force of the left rear wheel, delta 1 Steering angle delta for right front wheel 2 Is the left front wheel steering angle. When the vehicle turns right, the front axle driving force and the rear axle driving force of the vehicle are distributed according to the steering compensation coefficient so that the left front wheel target driving force and the left rear wheel target driving force are larger, and the right front wheel target driving force and the right rear wheel target driving force are smaller, so that the vehicle obtains larger steering capacity, and the vehicle is arranged at the steering power assisting part of the power assisted steering systemIn case of partial or total loss, the steering can be timely conducted to the angle desired by the driver.
Similarly, if the vehicle turns left, the front axle driving force and the rear axle driving force of the vehicle are distributed according to the steering compensation coefficient so that the right front wheel target driving force and the right rear wheel target driving force are larger, and the left front wheel target driving force and the left rear wheel target driving force are smaller, so that the vehicle obtains a larger steering capability.
By way of example, and still taking four-wheel drive as an example, fig. 5b shows a schematic diagram of a target braking force when a vehicle turns right according to an embodiment of the present application. As shown in FIG. 5b, F is reduced during deceleration x1 For the target braking force of the left front wheel, F x2 For the right front wheel target braking force, F x3 For the target braking force of the left rear wheel, F x4 Target braking force for right rear wheel, delta 1 For the left front wheel steering angle, delta 2 Is the steering angle of the right front wheel. When the vehicle turns right, the front axle braking force and the rear axle braking force of the vehicle are distributed according to the steering compensation coefficient so that the right front wheel target braking force and the right rear wheel target braking force are larger, and the left front wheel target braking force and the left rear wheel target braking force are smaller, so that the vehicle obtains larger steering capacity.
Similarly, if the vehicle turns left, the front axle braking force and the rear axle braking force of the vehicle are distributed according to the steering compensation coefficient so that the left front wheel target braking force and the left rear wheel target braking force are larger, and the right front wheel target braking force and the right rear wheel target braking force are smaller, so that the vehicle obtains larger steering capability.
The front axle driving force and/or the rear axle driving force can be calculated according to the opening degree of an accelerator pedal of the vehicle; the front axle braking force and/or the rear axle braking force may be calculated from the opening degree of the brake pedal of the vehicle.
The steering compensation coefficient is greater than or equal to 0 and less than or equal to a preset coefficient, and the preset coefficient can be set according to functional safety decomposition, whole vehicle attribute requirements and the like, which is not particularly limited in the embodiment of the application.
For example, the preset coefficient may be 0.5, taking four-wheel drive, and the vehicle turns right as an example, the target driving force satisfies the formula:
F x1 ＝(0.5-N)*F f
F x2 ＝(0.5+N)*F f
F x3 ＝(0.5-N)*F r
F x4 ＝(0.5+N)*F r
wherein F is x1 For the right front wheel target driving force, F x2 For the target driving force of the left front wheel, F x3 For right rear wheel target driving force, F x4 For the target driving force of the left rear wheel, F f F is the front axle driving force r For rear axle driving force, N is a steering compensation coefficient.
In the embodiment of the application, the front axle driving force and/or the rear axle driving force is distributed through the steering compensation coefficient, so that the target driving force of the outer wheel is increased when the vehicle turns, and the target driving force of the inner wheel is reduced, so that the vehicle can obtain larger steering capacity on the basis of the existing hardware, and the vehicle can turn to the angle expected by the driver in time under the condition that the steering assistance part or the whole of the power assisted steering system is lost on the basis of saving the cost.
In one possible implementation manner, the step S204 may include: determining a desired yaw rate of the vehicle based on the steering compensation coefficient; and distributing the front axle driving force and/or the rear axle driving force of the vehicle according to the expected yaw rate to obtain the target driving force of the vehicle.
In a possible implementation, the vehicle main controller may determine the desired yaw rate of the vehicle based on the theoretical yaw rate corresponding to the steering compensation coefficient and the steering wheel angle, and allocate the front axle driving force and/or the rear axle driving force of the vehicle according to the desired yaw rate to obtain the target driving force of the vehicle, that is, change the magnitudes of the left front wheel target driving force and the right front wheel target driving force according to the desired yaw rate on the premise that the sum of the left front wheel target driving force and the right front wheel target driving force is the front axle driving force, and/or change the magnitudes of the left rear wheel target driving force and the right rear wheel target driving force according to the desired yaw rate on the premise that the sum of the left rear wheel target driving force and the right rear wheel target driving force is the rear axle driving force.
Illustratively, taking a four-wheel drive vehicle as an example, the target driving force satisfies the formula:
F x1 +F x2 ＝F f
F x3 +F x4 ＝F r
/>
wherein F is f F is the front axle driving force or the front axle braking force of the vehicle during acceleration f F at the time of deceleration as the front axle driving force f Braking force for the front axle; f (F) r F is the rear axle driving force or the rear axle braking force of the vehicle during acceleration r F at the time of deceleration for rear axle driving force r Braking force for the rear axle; m is M Z Is yaw torque due to the difference in four-wheel longitudinal driving force/braking force; Is the desired yaw rate; i is the rotational inertia of the whole vehicle; b is the wheel track of the vehicle; l (L) f Is the distance between the center of mass of the vehicle and the front axle of the vehicle.
Based on the above formula, a target driving force formula is obtained:
wherein F is f Driving force for a front axle of the vehicle; f (F) r Is the rear axle driving force of the vehicle; f (F) x1 Target driving force for the right front wheel; f (F) x2 Target driving force for the left front wheel; f (F) x3 Target driving force for the right rear wheel; f (F) x4 Target driving force for the left rear wheel; delta 1 The steering angle of the right front wheel; delta 2 The steering angle of the left front wheel; m is M Z Is yaw torque due to the difference in four-wheel longitudinal driving force/braking force;is the desired yaw rate; i is the rotational inertia of the whole vehicle; b is the wheel track of the vehicle; a is the contribution degree of the rear axle driving force distribution to the expected yaw rate; 1-a is the contribution degree of the front axle driving force allocation to the desired yaw rate; l (L) f Is the distance between the center of mass of the vehicle and the front axle of the vehicle.
In the embodiment of the application, the front axle driving force and/or the rear axle driving force is distributed through the expected yaw rate, so that the target driving force of the outer wheel is increased when the vehicle turns, and the target driving force of the inner wheel is reduced, so that the vehicle can obtain larger turning capacity on the basis of the existing hardware, and the vehicle can turn to the angle expected by the driver in time under the condition that the turning assistance part or the whole of the power assisted steering system is lost on the basis of saving the cost.
In one possible implementation, the determining the desired yaw rate of the vehicle according to the steering compensation coefficient may include: and acquiring the corner information of the steering wheel, and determining the expected yaw rate of the vehicle according to the corner information and the steering compensation coefficient.
The steering wheel angle information comprises the angle of rotation and the angle of rotation.
In a possible implementation, when the vehicle turns, the main controller calculates and obtains a theoretical yaw rate corresponding to the corner information based on a dynamic model of the whole vehicle according to the corner information of the steering wheel, and then determines the expected yaw rate of the vehicle according to the theoretical yaw rate and the steering compensation coefficient. The step of calculating the theoretical yaw rate according to the steering wheel angle information based on the dynamics model of the whole vehicle is the prior art, and is not described herein.
Illustratively, the desired yaw rate satisfies the formula:
wherein,,for the desired yaw rate, +.>For the theoretical yaw rate, N is the steering compensation coefficient.
According to the embodiment of the application, the expected yaw rate of the vehicle is determined through the corner information of the steering wheel and the steering compensation coefficient, so that the vehicle is assisted to steer based on the expected yaw rate, and the vehicle can steer to the angle expected by the driver in time under the condition that the steering assistance of the power assisted steering system is partially or completely lost.
In one possible implementation manner, the step S305 may include: determining a target driving torque of the vehicle according to the target driving force of the vehicle; the target drive torque is sent to the multi-motor unit so that the multi-motor unit controls the vehicle steering according to the target drive torque.
For example, the target driving torque of the vehicle is determined according to the target driving force of the vehicle, and the target driving torque satisfies the formula:
T x1 ＝F x1 *R
T x2 ＝F x2 *R
T x3 ＝F x3 *R
T x4 ＝F x4 *R
wherein T is x1 Is rightFront wheel target drive torque, T x2 For the target driving torque of the left front wheel, T x3 For right rear wheel target driving torque, T x4 The target driving torque for the left rear wheel, R is the radius of the wheel.
The main control unit may transmit the target driving torque to the multi-motor unit such that the left front wheel motor, the right front wheel motor, the left rear wheel motor, and the right rear wheel motor in the multi-motor unit control the steering of the vehicle according to the corresponding target driving torque. Because the target driving force of the outer wheel is larger than the existing middle outer wheel driving force when the vehicle turns, the target driving force of the inner wheel is smaller than the existing middle inner wheel driving force, and therefore the target driving torque corresponding to the outer wheel motor in the left front wheel motor, the right front wheel motor, the left rear wheel motor and the right rear wheel motor is also larger, the target driving torque corresponding to the inner wheel motor is smaller, the vehicle has a torque rotating along the Z axis of the whole vehicle to control the vehicle to turn, the vehicle can obtain larger steering capability under the condition that the steering power of the power-assisted steering system is lost, and accordingly the vehicle can be timely turned to the angle expected by a driver, the unexpected situation caused by untimely steering of the vehicle is reduced, and the driving safety is improved.
Fig. 6 is a schematic structural diagram of a vehicle control device according to an embodiment of the present application, and as shown in fig. 6, the vehicle control device 60 includes: an acquisition module 601, a first determination module 602, a second determination module 603, a third determination module 604, and a control module 605, wherein,
the obtaining module 601 is configured to obtain an actual steering torque applied to the steering wheel by a driver and a theoretical steering torque corresponding to the steering angle information of the steering wheel;
a first determining module 602, configured to determine a power-assist coefficient according to the actual steering torque and the theoretical steering torque when the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference, where the power-assist coefficient is used to characterize the strength of steering power provided by a power-assisted steering system of the vehicle to the vehicle;
a second determining module 603, configured to determine a steering compensation coefficient of the vehicle according to a preset corresponding relationship curve between the steering compensation coefficient and the assist coefficient;
a third determination module 604 for determining a target driving force of the vehicle based on the steering compensation coefficient;
a control module 605 for controlling the steering of the vehicle according to the target driving force of the vehicle.
In one possible implementation, the first determining module 602 is specifically configured to:
And determining the power-assisted coefficient according to a corresponding relation curve of a preset difference value between the actual steering torque and the theoretical steering torque and the power-assisted coefficient and a difference value between the actual steering torque and the theoretical steering torque.
In one possible implementation, the apparatus 60 further includes:
a first acquisition module for acquiring a voltage of a power steering system of the vehicle;
and the fourth determining module is used for determining the boosting coefficient according to a preset voltage and boosting coefficient corresponding table and the voltage when the voltage is lower than a preset voltage value.
In one possible implementation manner, the third determining module 604 is specifically configured to:
and distributing front axle driving force and/or rear axle driving force of the vehicle according to the steering compensation coefficient to obtain target driving force of the vehicle, wherein the target driving force comprises left front wheel target driving force and right front wheel target driving force, and/or left rear wheel target driving force and right rear wheel target driving force.
In one possible implementation manner, the third determining module 604 is specifically configured to:
determining a desired yaw rate of the vehicle based on the steering compensation coefficient;
and distributing the front axle driving force and/or the rear axle driving force of the vehicle according to the expected yaw rate to obtain the target driving force of the vehicle.
In one possible implementation manner, the third determining module 604 is specifically configured to: and acquiring the corner information of the steering wheel, and determining the expected yaw rate of the vehicle according to the corner information and the steering compensation coefficient.
In one possible implementation, the control module 605 is specifically configured to:
determining a target driving torque of the vehicle according to the target driving force of the vehicle;
the target drive torque is sent to the multi-motor unit so that the multi-motor unit controls the vehicle steering according to the target drive torque.
The vehicle control device 60 provided in the embodiment of the present application may execute the technical scheme shown in the above-mentioned vehicle control method embodiment, and its implementation principle and beneficial effects are similar, and will not be described in detail.
Fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application. Referring to fig. 7, the electronic device 70 includes: memory 701, processor 702, communication means 703 and bus 704. The memory 701, the processor 702, and the communication section 703 are connected to each other by a bus 704.
Memory 701 stores computer-executable instructions;
the processor 702 executes computer-executable instructions stored in the memory 701, causing the processor 702 to execute the vehicle control method described above;
Communications component 703 may be adapted to, but not limited to, a transceiver device such as a transceiver to enable communications between electronic device 70 and other devices or communications networks;
a bus 704 may include a path that communicates information between various components of the electronic device 70 (e.g., memory 701, processor 702, communication components 703).
The electronic device 70 may be a chip, a module, an integrated development environment (integrated development environment, IDE), or the like.
The electronic device shown in the embodiment of fig. 7 may execute the technical solution shown in the embodiment of the vehicle control method, and its implementation principle and beneficial effects are similar, and will not be described herein again.
The embodiment of the application also provides a computer readable storage medium, wherein computer executable instructions are stored in the computer readable storage medium, and when the computer executable instructions are executed by a processor, the computer readable storage medium is used for realizing the vehicle control method.
The embodiment of the application also provides a computer program product, which comprises a computer program, and the computer program can realize the vehicle control method when being executed by a processor.
The computer readable storage medium and the computer program product of the embodiments of the present application may execute the above-mentioned vehicle control method, and specific implementation processes and beneficial effects thereof are referred to above and are not described herein.
All or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a readable memory. The program, when executed, performs steps including the method embodiments described above; and the aforementioned memory (storage medium) includes: read-only memory (ROM), random-access memory (random access memory, RAM), flash memory, hard disk, solid state disk, magnetic tape, floppy disk (floppy disk), optical disk (optical disk), and any combination thereof.
Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It is to be understood that the application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (10)
1. A vehicle control method characterized by comprising:
acquiring actual steering torque acted on a steering wheel by a driver and theoretical steering torque corresponding to the steering angle information of the steering wheel;
when the difference value between the actual steering torque and the theoretical steering torque is larger than a preset difference value, determining a power-assisted coefficient according to the actual steering torque and the theoretical steering torque, wherein the power-assisted coefficient is used for representing the strength of steering power provided by a power-assisted steering system of the vehicle for the vehicle;
determining a steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient;
determining a target driving force of the vehicle according to the steering compensation coefficient;
the vehicle steering is controlled according to the target driving force of the vehicle.
2. The method of claim 1, wherein said determining a boost coefficient from said actual steering torque and said theoretical steering torque comprises:
and determining the power-assisted coefficient according to a corresponding relation curve of a preset difference value between actual steering torque and theoretical steering torque and the power-assisted coefficient and a difference value between the actual steering torque and the theoretical steering torque.
3. The method according to claim 1, wherein the method further comprises:
acquiring a voltage of a power steering system of the vehicle;
and when the voltage is lower than a preset voltage value, determining the boosting coefficient according to a preset voltage and boosting coefficient correspondence table and the voltage.
4. A method according to any one of claims 1 to 3, wherein the determining the target driving force of the vehicle according to the steering compensation coefficient includes:
and distributing the front axle driving force and/or the rear axle driving force of the vehicle according to the steering compensation coefficient to obtain target driving force of the vehicle, wherein the target driving force comprises a left front wheel target driving force and a right front wheel target driving force, and/or a left rear wheel target driving force and a right rear wheel target driving force.
5. The method according to claim 4, characterized in that the determining the target driving force of the vehicle according to the steering compensation coefficient includes:
determining a desired yaw rate of the vehicle based on the steering compensation coefficient;
and distributing front axle driving force and/or rear axle driving force of the vehicle according to the expected yaw rate to obtain target driving force of the vehicle.
6. The method of claim 5, wherein the determining the desired yaw rate of the vehicle from the steering compensation coefficient comprises:
and acquiring the corner information of the steering wheel, and determining the expected yaw rate of the vehicle according to the corner information and the steering compensation coefficient.
7. A method according to any one of claims 1 to 3, wherein the controlling the vehicle steering in accordance with the target driving force of the vehicle includes:
determining a target driving torque of the vehicle according to a target driving force of the vehicle;
the target driving torque is transmitted to a multi-motor unit so that the multi-motor unit controls the vehicle to steer according to the target driving torque.
8. A vehicle control device is characterized by comprising an acquisition module, a first determination module, a second determination module, a third determination module and a control module, wherein,
the acquisition module is used for acquiring the actual steering torque acted on the steering wheel by the driver and the theoretical steering torque corresponding to the steering angle information of the steering wheel;
the first determining module is used for determining a power assisting coefficient according to the actual steering torque and the theoretical steering torque when the difference between the actual steering torque and the theoretical steering torque is larger than a preset difference, wherein the power assisting coefficient is used for representing the strength of steering power provided by a power assisting steering system of the vehicle for the vehicle;
The second determining module is used for determining the steering compensation coefficient of the vehicle according to a preset corresponding relation curve of the steering compensation coefficient and the assistance coefficient;
the third determining module is used for determining a target driving force of the vehicle according to the steering compensation coefficient;
the control module is used for controlling the steering of the vehicle according to the target driving force of the vehicle.
9. An electronic device, comprising: a processor, a memory;
the memory stores computer-executable instructions; the processor executing computer-executable instructions stored in the memory, causing the processor to perform the method of any one of claims 1 to 7.
10. A computer readable storage medium having stored therein computer executable instructions for implementing the method of any of claims 1 to 7 when the computer executable instructions are executed by a processor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310608017.4A CN116620398A (en) | 2023-05-26 | 2023-05-26 | Vehicle control method, device, equipment and storage medium |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310608017.4A CN116620398A (en) | 2023-05-26 | 2023-05-26 | Vehicle control method, device, equipment and storage medium |
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| Publication Number | Publication Date |
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| CN116620398A true CN116620398A (en) | 2023-08-22 |
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ID=87620948
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|---|---|---|---|
| CN202310608017.4A Pending CN116620398A (en) | 2023-05-26 | 2023-05-26 | Vehicle control method, device, equipment and storage medium |
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| Country | Link |
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| CN (1) | CN116620398A (en) |
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2023
- 2023-05-26 CN CN202310608017.4A patent/CN116620398A/en active Pending
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