CN113715902A

CN113715902A - Vehicle control method and device

Info

Publication number: CN113715902A
Application number: CN202010453705.4A
Authority: CN
Inventors: 袁志博; 李波; 白艳飞; 冷晓东; 邵帅
Original assignee: Beijing Electric Vehicle Co Ltd
Current assignee: Beijing Electric Vehicle Co Ltd
Priority date: 2020-05-26
Filing date: 2020-05-26
Publication date: 2021-11-30
Anticipated expiration: 2040-05-26
Also published as: CN113715902B

Abstract

The invention provides a vehicle control method and a vehicle control device, which are applied to an electric power steering system controller, wherein the method comprises the following steps: acquiring a first direction of a required torque and the required torque sent by a lane keeping assist system controller and a second direction of an actual control torque and the actual control torque, wherein the first direction is opposite to the second direction, and the actual control torque is related to the force currently acting on a steering wheel; determining a third direction of the output torque and the output torque according to the required torque and the first direction as well as the actual control torque and the second direction; and controlling the motor of the electric power steering system to output according to the output torque and the third direction. The motor of the electronic power-assisted steering system is controlled to output according to the output torque, so that the vehicle can return to the current driving lane, the traffic accident caused by the deviation of the vehicle under the condition that the user does not actively change lanes is avoided, and the safety of the driver is improved.

Description

Vehicle control method and device

Technical Field

The invention relates to the field of automobiles, in particular to a vehicle control method and device.

Background

Generally, when a user wants to control the steering of the vehicle, the user turns the steering signal in advance. If the user does not turn the steering signal and the vehicle is offset from the current lane, it can be considered that the vehicle is offset, rather than the user actively changing lanes. In this case, it is very dangerous, and particularly during high-speed driving, traffic accidents are liable to occur.

Therefore, how to keep the vehicle running in the current lane when the vehicle deviates and further improve the safety of the driver is a problem to be considered.

Disclosure of Invention

The invention aims to provide a vehicle control method and a vehicle control device, which are used for solving the problem that in the prior art, when a user does not actively change a lane and the vehicle deviates in a current driving lane, the vehicle cannot keep driving in the current driving lane.

In order to achieve the above object, the present invention provides a control method of a vehicle, applied to an electric power steering system controller, the method including:

acquiring a first direction of a required torque and the required torque sent by a lane keeping assist system controller and a second direction of an actual control torque and the actual control torque, wherein the first direction is opposite to the second direction, and the actual control torque is related to a force currently acting on a steering wheel;

determining an output torque and a third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction;

and controlling a motor of the electric power steering system to output according to the output torque and the third direction.

Optionally, before determining an output torque and a third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction, the method further comprises:

determining whether the required torque is within a preset torque range;

if the required torque is determined to be within the preset range, keeping the required torque unchanged;

if the required torque is determined not to be in the preset torque range, updating the required torque to be the maximum value in the preset torque range when the required torque is larger than the maximum value in the preset torque range, and updating the required torque to be the minimum value in the preset torque range when the required torque is smaller than the minimum value in the preset torque range.

Optionally, determining an output torque and a third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction comprises:

and taking an absolute value of a difference between the required torque and the actual control torque as the output torque, wherein the third direction is the same as the first direction.

Optionally, the method further comprises:

the method comprises the steps of obtaining state information of an electric power steering system controller, and determining that the electric power steering system controller is available according to the state information.

Optionally, acquiring state information of itself includes:

the method comprises the steps of obtaining whether the electric power steering system controller has a fault and/or obtaining whether the electric power steering system controller is in an initialization stage.

Another embodiment of the present invention provides a control apparatus for a vehicle, applied to an electric power steering system controller, the apparatus including:

an obtaining module, configured to obtain a first direction of a required torque and the required torque sent by a lane keeping assist system controller, and a second direction of an actual control torque and the actual control torque, wherein the first direction is opposite to the second direction, and the actual control torque is related to a force currently acting on a steering wheel;

a determination module configured to determine an output torque and a third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction;

and the control module is used for controlling a motor of the electric power steering system to output according to the output torque and the third direction.

Optionally, the determining module is further configured to, before determining the output torque and the third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction:

determining whether the required torque is within a preset torque range;

Optionally, the determining module, when determining the output torque and the third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction, is specifically configured to:

Optionally, the obtaining module is further configured to:

Optionally, when acquiring the state information of the acquiring module, the acquiring module is specifically configured to:

Still another embodiment of the invention provides a vehicle including the control apparatus of the vehicle described above.

Still another embodiment of the present invention provides a control apparatus of a vehicle, including: a memory, a processor and a program stored on the memory and executable by the processor, which when executed by the processor implements a control method of a vehicle as described above.

The technical scheme of the invention has the following beneficial effects:

the motor of the electronic power steering system is controlled to output according to the output torque, and the third direction is opposite to the second direction, namely the vehicle is controlled to move in the direction opposite to the current vehicle, so that the vehicle can return to the current driving lane, and the vehicle can continuously keep driving in the current driving lane. The traffic accident caused by the deviation of the vehicle under the condition that the user does not actively change the lane, especially in the process of high-speed driving, is avoided, and the safety of the driver is improved.

Drawings

FIG. 1 is a schematic flow chart illustrating a method for controlling a vehicle according to the present invention;

FIG. 2 is a schematic flow chart of another vehicle control method provided by the present invention;

FIG. 3 is a schematic view of the communication interaction between the electric power steering system controller and the lane keeping assist system controller;

fig. 4 is a block diagram of a control device of a vehicle according to the present invention.

Detailed Description

In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided only to help the full understanding of the embodiments of the present invention. Thus, it will be apparent to those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the invention. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.

It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

In various embodiments of the present invention, it should be understood that the sequence numbers of the following processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

It should be understood that the term "and/or" herein is merely one type of association relationship that describes an associated object, meaning that three relationships may exist, e.g., a and/or B may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.

In the embodiments provided herein, it should be understood that "B corresponding to a" means that B is associated with a from which B can be determined. It should also be understood that determining B from a does not mean determining B from a alone, but may be determined from a and/or other information.

Referring to fig. 1, an embodiment of the present invention provides a control method for a vehicle, which is applied to an Electric Power Steering (EPS) controller, and the method includes the following steps:

s101: a method for controlling a vehicle includes acquiring a required torque and a first direction of the required torque sent by a Lane Keeping Assist System (LKAS) controller and acquiring an actual control torque and a second direction of the actual control torque, wherein the actual control torque is related to a force currently acting on a steering wheel.

When the LKAS is started, the LKAS controller may acquire the width of the current driving lane of the vehicle and the distance between the vehicle and the lane line through a sensing device, such as a camera, and may calculate the driving track of the vehicle. When the LKAS controller does not receive a turn signal and determines that a driving trajectory of the vehicle is offset, the LKAS may send a requested torque and a first direction of the requested torque and a second direction of an actual control torque and the actual control torque to the EPS controller.

The EPS controller may obtain a current actual control torque, where the actual control torque is related to a force currently acting on a steering wheel, and optionally, may also understand that the actual control torque is equal to a force currently acting on the steering wheel to offset a vehicle, and then the EPS controller may obtain a torque acting on the steering wheel to offset the vehicle and determine a direction in which the vehicle is offset according to the second direction, and may obtain a torque acting in a direction opposite to the direction in which the vehicle is offset by obtaining the required torque and the first direction, where the first direction is opposite to the second direction.

S102: determining an output torque and a third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction.

Specifically, the third direction of the output torque and the output torque is determined according to the required torque and the first direction and the actual control torque and the second direction, and may be an absolute value of a difference between the required torque and the actual control torque as the actual control torque, and the third direction is the same as the first direction. For example, the required torque may be 4Nm, the actual control torque may be 2Nm, the first direction indicates a rightward shift, indicated by "+", the second direction indicates a leftward shift, indicated by "-", and the output torque may be calculated as 2Nm from the absolute value of the difference between the required torque and the actual control torque, because the third direction is the same as the first direction, and the third direction may also be indicated by "+". The first direction and the required torque may then be denoted by +4Nm, -2Nm, the second direction and the actual control torque, and the third direction and the output torque by +2 Nm. For example, it is also possible that the required torque is 8Nm, the actual control torque is 4Nm, the first direction indicates a leftward shift, which is denoted by "-", the second direction indicates a rightward shift, which is denoted by "+", and the output torque is calculated to be 4Nm from the absolute value of the difference between the required torque and the actual control torque, because the third direction is the same as the first direction, which may also be denoted by "-".

S103: and controlling a motor of the electric power steering system to output according to the output torque and the third direction.

The EPS controller outputs according to the output torque by controlling a motor of the EPS, and the third direction is opposite to the second direction, namely the vehicle is controlled to move in the direction opposite to the current vehicle, so that the vehicle can return to the current driving lane, and the vehicle can continuously keep driving in the current driving lane. The traffic accident caused by the deviation of the vehicle under the condition that the user does not actively change the lane, especially in the process of high-speed driving, is avoided, and the safety of the driver is improved.

For example, the EPS controller may further determine whether the required torque is within a preset torque range before determining the output torque and the third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction; if the required torque is determined to be within the preset range, keeping the required torque unchanged; if the required torque is determined not to be in the preset torque range, updating the required torque to be the maximum value in the preset torque range when the required torque is larger than the maximum value in the preset torque range, and updating the required torque to be the minimum value in the preset torque range when the required torque is smaller than the minimum value in the preset torque range.

For example, the preset torque range may be (+5Nm, +10Nm), that is, the minimum value of the torque range is +5Nm and the maximum value is +10Nm, and when the required torque is less than +5Nm, that is, the required torque is less than the minimum value in the preset torque range, the required torque is updated to the minimum value in the preset torque range. When the required torque is greater than +10Nm, that is, the required torque is greater than a maximum value within a preset torque range, the required torque is updated to the maximum value within the preset torque range. When the required torque is +8Nm, within the preset torque range, the required torque is +8Nm, which remains unchanged. Of course, the preset torque range may be (-2Nm, +12Nm), and the minimum value and the maximum value of the preset torque range may be calibrated according to actual needs. Through presetting the torque range, can restrict the maximum value and the minimum value of demand moment of torsion to guarantee the security of vehicle, avoid the vehicle to return the speed of going the lane at present too fast or slow, also can lead to the emergence of incident.

For example, the EPS controller may further obtain status information of itself, and determine that itself is available according to the status information.

When the EPS controller acquires the required torque sent by the LKAS controller and the first direction of the required torque, and the actual control torque and the second direction of the actual control torque, the EPS controller can acquire state information of the EPS controller, and further detect the EPS controller.

Further, the EPS controller acquires the state information of itself, which may be whether there is a fault and/or whether itself is in an initialization stage. When the EPS controller determines that the EPS controller has completed the initialization stage and does not have a fault, the EPS controller can determine that the EPS controller is available, and further can determine the output torque, determine the third direction, and control the EPS motor to output and other operations according to the output torque and the third direction. The EPS controller determines that the EPS controller is unavailable when the EPS controller has a fault, so that the EPS controller can send fault information to the LKAS controller, and the LKAS controller can send a command request to the EPS controller again when receiving the fault information sent by the EPS controller. And moreover, the EPS controller can also send fault information to the vehicle control unit, and then the vehicle control unit can control an indicator lamp which represents the EPS fault on an instrument panel to be turned on, so that a user is reminded of overhauling. If the EPS controller is in an initialization stage, the EPS controller also determines that the EPS controller is unavailable, and sends information that the EPS controller is in the initialization stage and is unavailable to the LKAS controller, and the LKAS controller can send a command request to the EPS controller again when receiving the unavailable information sent by the EPS controller.

Next, referring to fig. 2, a process in which the EPS controller controls the motor output of the EPS will be further described.

Step 201: the LKAS controller sends the requested torque to the EPS controller.

Alternatively, it can be understood that the EPS controller obtains a control request command sent by the LKAS controller, where the required torque and the first direction may be referred to as a requested torque, that is, the requested torque includes a magnitude and a direction.

Step 202: the EPS controller determines its own available state.

When receiving a request command sent by LKAS, the EPS controller detects the self condition:

a. if the EPS controller is in an internal initialization stage, the EPS controller feeds back that the EPS controller is unavailable to the LKAS controller;

b. if the EPS controller is in the states of controller failure, power failure, sensor failure or communication failure and the like, the EPS controller feeds back the failure;

c. if the EPS controller detects no problem, the EPS controller feeds back the availability of the EPS controller to the LKAS controller;

and if the EPS controller can feed back the states of the a and the b, the EPS controller feeds back 'no' to the LKAS controller, and the LKAS controller carries out command request again. If the EPS controller can use the state feedback c state, the EPS controller feeds back "yes", and directly proceeds to step 203.

Step 203: the EPS controller determines the requested torque of the LKAS controller.

Alternatively, the EPS controller may determine whether the requested torque for LKAS is within a predetermined range, for example, a maximum torque value of X Nm and a minimum torque value of Y Nm, and limit the requested torque magnitude by limiting a maximum X Nm and a minimum Y Nm of the requested torque magnitude for LKAS controller to ensure vehicle safety. If the LKAS controller requested torque magnitude exceeds the maximum torque value X Nm or is below the minimum torque value Y Nm, then execution will be in terms of the maximum torque value X Nm or the minimum torque value Y Nm, i.e., the requested torque will be updated to the maximum torque value X Nm or the minimum torque value Y Nm, and the maximum torque value X Nm and the minimum torque value Y Nm may be calibrated. For example, the maximum torque value may be 5Nm and the minimum torque value may be 2Nm, or the maximum torque value may be 3Nm and the minimum torque value may be-3 Nm.

Step 204: the EPS controller superimposes torque.

The EPS controller is capable of calculating a sum Z Nm of the superimposed torques from the LKAS controller requested torque P Nm and the base function driver torque request Q Nm, alternatively P, Z, Q may each represent an integer, the actual control torque and the second direction may be referred to as a base function driver torque request, and the output torque and the third direction may be referred to as a superimposed torque sum. Alternatively, the requested torque may be superimposed with a basic function driver torque request, such as a requested torque of-5 Nm, a basic function driver torque request of +3Nm, and a superimposed torque of-2 Nm, such as a requested torque of 6Nm, and a basic function driver torque request of-5 Nm, such that a superimposed torque of +1 Nm. That is, the first direction and the second direction may be denoted by "+" or "-" respectively. Likewise, "+" or "-" of the sum of the superimposed torques may also indicate the direction of the sum of the superimposed torques, i.e., the third direction.

Step 205: and controlling the motor of the EPS to output.

And the EPS controller controls the motor to output according to the sum of the superposed torques, so that the vehicle turns left and right.

Alternatively, for example, the left rotation may be a positive value and the right rotation may be a negative value, and for example, the left rotation may be a negative value and the right rotation may be a positive value.

For another example, the basic function driver required torque is-2 Nm, it can be considered that the vehicle is deviated to the left side of the current driving lane, the requested torque is +3Nm, it can be considered that LKAS requests the EPS controller to control the motor to output +3Nm, and then the vehicle is controlled to turn right, because the EPS controller needs to superpose the basic function driver required torque and the requested torque, the final sum of the superposed torques is +1Nm, that is, the EPS controller controls the motor to output +1Nm, and then the vehicle is controlled to turn right, and finally the vehicle is enabled to return to the current driving lane. For another example, if the basic function driver demand torque is +2Nm and the request torque is +3Nm, it is considered that the current vehicle is offset to the left, and the driver actively adjusts the steering wheel to return the vehicle to the lane in which the vehicle is currently traveling, but the speed or the width of the adjustment is small. At this time, the requested torque is in the same direction as the basic function driver requested torque, that is, the first direction is the same as the second direction, and it is possible to assist the driver to quickly return the vehicle to the lane in which the vehicle is currently traveling.

Optionally, when the LKAS controller detects that the vehicle is not offset, but the distance between the vehicle and the lane line on one side of the current driving lane reaches a preset distance value, the LKAS controller may send a requested torque to the EPS, and then the EPS controller controls the motor to output, so that finally, the distances between the vehicle and the lane lines on both sides of the current driving lane exceed the preset distance value, that is, the vehicle keeps driving in the middle of the lane, and the driving safety of the driver is improved.

Further, the EPS controller is responsive to the LKAS controller, satisfying the following conditions:

1. failure does not exist inside EPS: the controller has no fault, the sensor has no fault, and the communication has no fault;

2. the LKAS controller judges that the LKAS controller has no fault;

3. judging that the vehicle speed is more than 60 km/h;

4. judging that the vehicle speed is below 130 km/h;

5. the gear signal is determined to be in the D gear (forward gear) or the S gear (sport gear).

Alternatively, referring to fig. 3, the EPS controller and the LKAS controller may interact, and specifically, the LKAS steering torque request and the LKAS lateral control request bit are used as inputs of the EPS controller, and the EPS controller outputs information such as an EPS available state, an EPS lateral activation state, a steering angle sensor state, a driver torque valid bit, a pinion steering angle valid bit, a steering wheel steering angle, a maximum safety limit torque, a minimum safety limit torque, a steering wheel rotation speed, and the like, according to the inputs. And the EPS controller can feed the output information back to the LKAS controller, so that the LKAS controller can make a decision.

Referring to fig. 4, another embodiment of the present invention provides a control apparatus for a vehicle, applied to an electric power steering controller, including:

an obtaining module 401, configured to obtain a required torque and a first direction of the required torque sent by a lane keeping assist system controller, and an actual control torque and a second direction of the actual control torque, wherein the first direction is opposite to the second direction, and the actual control torque is related to a force currently acting on a steering wheel;

a determining module 402 for determining an output torque and a third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction;

and a control module 403, configured to control a motor of the electric power steering system to output according to the output torque and the third direction.

Optionally, the determining module 402 is further configured to, before determining the output torque and the third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction: determining whether the required torque is within a preset torque range; if the required torque is determined to be within the preset range, keeping the required torque unchanged; if the required torque is determined not to be in the preset torque range, updating the required torque to be the maximum value in the preset torque range when the required torque is larger than the maximum value in the preset torque range, and updating the required torque to be the minimum value in the preset torque range when the required torque is smaller than the minimum value in the preset torque range.

Optionally, the determining module 402, when determining the output torque and the third direction of the output torque according to the required torque and the first direction and the actual control torque and the second direction, is specifically configured to: and taking an absolute value of a difference between the required torque and the actual control torque as the output torque, wherein the third direction is the same as the first direction.

Optionally, the obtaining module 401 is further configured to: the method comprises the steps of obtaining state information of an electric power steering system controller, and determining that the electric power steering system controller is available according to the state information.

Optionally, when acquiring the state information of the acquiring module 401, the acquiring module is specifically configured to: the method comprises the steps of obtaining whether the electric power steering system controller has a fault and/or obtaining whether the electric power steering system controller is in an initialization stage.

Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed.

It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion.

While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the appended claims.

Claims

1. A control method of a vehicle, applied to an electric power steering system controller, the method comprising:

2. The method of claim 1, wherein prior to determining an output torque and a third direction of the output torque based on the requested torque and the first direction and the actual control torque and the second direction, the method further comprises:

determining whether the required torque is within a preset torque range;

3. The method of claim 1, wherein determining a third direction of output torque and output torque based on the requested torque and the first direction and the actual controlled torque and the second direction comprises:

4. The method of claim 1, further comprising:

5. The method of claim 4, wherein obtaining the state information of the mobile device comprises:

6. A control apparatus of a vehicle, applied to an electric power steering system controller, the apparatus comprising:

7. The apparatus of claim 6, wherein the determination module, prior to determining an output torque and a third direction of the output torque based on the requested torque and the first direction and the actual control torque and the second direction, is further configured to:

determining whether the required torque is within a preset torque range;

8. The apparatus of claim 6, wherein the determination module, when determining the output torque and the third direction of the output torque based on the requested torque and the first direction and the actual control torque and the second direction, is specifically configured to:

9. The apparatus of claim 6, wherein the obtaining module is further configured to:

10. The apparatus according to claim 9, wherein the obtaining module, when obtaining the state information of the obtaining module, is specifically configured to:

11. A vehicle characterized by comprising the control apparatus of the vehicle according to any one of claims 6 to 10.

12. A control apparatus of a vehicle, characterized by comprising: memory, a processor and a program stored on the memory and executable by the processor, which when executed by the processor implements a control method of a vehicle as claimed in any one of claims 1 to 5.