CN117184215A

CN117184215A - Vehicle control method and device, storage medium and vehicle

Info

Publication number: CN117184215A
Application number: CN202210614947.6A
Authority: CN
Inventors: 李振伟; 李�根; 赵伟冰; 于钦强; 李明鑫
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-05-31
Filing date: 2022-05-31
Publication date: 2023-12-08

Abstract

The present disclosure relates to a vehicle control method, a device, a storage medium, and a vehicle. The method comprises the following steps: acquiring the speed of the vehicle and the hand torque received by a steering wheel; obtaining a target power-assisted characteristic curve corresponding to the vehicle speed from a plurality of power-assisted characteristic curves calibrated in advance, wherein a line segment corresponding to a first hand moment section in the power-assisted characteristic curve is a straight line segment, a line segment corresponding to a second hand moment section in the power-assisted characteristic curve is a curve segment with an upward opening, the maximum value of the first hand moment section is equal to or smaller than the minimum value of the second hand moment section, and the power-assisted characteristic curve represents the mapping relation between hand moment and power moment; determining a target assist torque according to the hand torque and the target assist characteristic curve; and adjusting the assisting moment of the steering wheel to the target assisting moment. The present disclosure can better coordinate steering portability at low speeds and road feel at high speeds.

Description

Vehicle control method and device, storage medium and vehicle

Technical Field

The disclosure relates to the technical field of vehicles, and in particular relates to a vehicle control method, a vehicle control device, a storage medium and a vehicle.

Background

An electric power steering system (Electric Power Steering, EPS) is a power steering system that directly relies on an electric motor to provide assist torque, and is mainly composed of a torque sensor, a vehicle speed sensor, an electric motor, a reduction mechanism, an electronic control unit (Electronic Control Unit, ECU), and the like.

The torque sensor is connected with the steering shaft, when the steering shaft rotates, the torque sensor changes the relative rotation angular displacement generated by the input shaft and the output shaft under the action of the torsion bar into an electric signal and transmits the electric signal to the ECU, and the ECU determines the rotation direction of the motor and the magnitude of the power-assisted current according to the signals of the vehicle speed sensor and the torque sensor, so that the power-assisted steering is controlled in real time.

In an electric power steering system, a power assisting characteristic curve is a key for a vehicle to execute electric power assisting, but the current power assisting characteristic curve is single and cannot meet the requirements of users.

Disclosure of Invention

To overcome the problems in the related art, the present disclosure provides a vehicle control method, apparatus, storage medium, and vehicle.

According to a first aspect of an embodiment of the present disclosure, there is provided a vehicle control method including:

acquiring the speed of the vehicle and the hand torque received by a steering wheel;

Obtaining a target power-assisted characteristic curve corresponding to the vehicle speed from a plurality of power-assisted characteristic curves calibrated in advance, wherein a line segment corresponding to a first hand moment section in the power-assisted characteristic curve is a straight line segment, a line segment corresponding to a second hand moment section in the power-assisted characteristic curve is a curve segment with an upward opening, the maximum value of the first hand moment section is equal to or smaller than the minimum value of the second hand moment section, and the power-assisted characteristic curve represents the mapping relation between hand moment and power moment;

determining a target assist torque according to the hand torque and the target assist characteristic curve;

and adjusting the assisting moment of the steering wheel to the target assisting moment.

Optionally, the method further comprises:

for each of a plurality of preset vehicle speeds, acquiring a plurality of hand moments measured by the vehicle at a plurality of steering angles under the vehicle speed, wherein the hand moments are in one-to-one correspondence with the steering angles;

determining the first hand torque section according to the hand torques corresponding to the steering angles smaller than the designated steering angle in the hand torques;

and determining the second hand torque interval according to the hand torque corresponding to the steering angle which is larger than or equal to the designated steering angle in the hand torques.

Optionally, the method further comprises:

for each of a plurality of preset vehicle speeds, acquiring the maximum auxiliary torque and the maximum hand torque of the vehicle under the vehicle speed;

determining a linear slope of the linear segment according to the maximum assist moment and the maximum hand moment;

and determining an expression of the straight line segment based on the slope of the straight line and the minimum and maximum values of the first hand moment interval.

Optionally, the determining the slope of the straight line segment according to the maximum torque and the maximum hand torque includes:

calculating the quotient of the maximum torque and the maximum hand torque to obtain a reference slope;

and correcting the reference slope through a preset correction value to obtain the linear slope, wherein the linear slope is smaller than the reference slope.

Optionally, the correcting the reference slope through a preset correction value to obtain the linear slope includes:

calculating the sum of the preset correction value and the maximum hand torque to obtain corrected maximum hand torque;

and calculating the quotient of the maximum torque and the corrected maximum hand torque to obtain the slope of the straight line.

Optionally, the method further comprises:

Calculating a difference value between the maximum value of the second hand moment interval and the minimum value of the first hand moment interval, and determining half of the difference value as a target abscissa;

determining a reference ordinate according to the target abscissa, the maximum value of the second hand moment interval, the minimum value of the first hand moment interval and the maximum power moment of the vehicle;

correcting the reference ordinate to obtain a target ordinate, wherein the value of the target ordinate is smaller than that of the reference ordinate;

determining a target coordinate according to the target abscissa and the target ordinate;

and determining the expression of the curve segment according to the maximum assisting moment, the maximum hand moment and the target coordinates.

Optionally, the determining the expression of the curve segment according to the maximum assisting moment, the maximum hand moment and the target coordinates includes:

taking the maximum power moment as a first ordinate and the maximum hand moment as a first abscissa to obtain a first coordinate;

taking the minimum value of the first hand moment interval as a second abscissa and 0 as a second ordinate to obtain a second coordinate;

Bringing the first coordinate, the second coordinate and the target coordinate into a preset curve formula, and calculating parameters of the curve formula;

and determining the expression of the curve segment based on the parameters and the preset curve formula.

According to a second aspect of the embodiments of the present disclosure, there is provided a vehicle control apparatus including:

an information acquisition module configured to acquire a vehicle speed of the vehicle and a hand torque received by a steering wheel;

the power assisting system comprises a target power assisting characteristic curve determining module, a power assisting characteristic curve determining module and a power assisting characteristic curve determining module, wherein the target power assisting characteristic curve corresponding to the vehicle speed is obtained from a plurality of power assisting characteristic curves calibrated in advance, a line segment corresponding to a first hand moment interval in the power assisting characteristic curve is a straight line segment, a line segment corresponding to a second hand moment interval in the power assisting characteristic curve is a curve segment with an upward opening, the maximum value of the first hand moment interval is equal to or smaller than the minimum value of the second hand moment interval, and the power assisting characteristic curve represents the mapping relation between hand moment and assisting moment;

a target assist torque determination module configured to determine a target assist torque based on the hand torque and the target assist characteristic;

A control module configured to adjust a torque assist of the steering wheel to the target torque assist.

According to a third aspect of embodiments of the present disclosure, there is provided a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of the first aspect.

According to a fourth aspect of embodiments of the present disclosure, there is provided a vehicle comprising:

a memory having a computer program stored thereon;

a processor for executing the computer program in the memory to implement the steps of the method of the first aspect.

The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects: acquiring the speed of the vehicle and the hand torque received by a steering wheel; obtaining a target power-assisted characteristic curve corresponding to the vehicle speed from a plurality of power-assisted characteristic curves calibrated in advance, wherein a line segment corresponding to a first hand moment section in the power-assisted characteristic curve is a straight line segment, a line segment corresponding to a second hand moment section in the power-assisted characteristic curve is a curve segment with an upward opening, the maximum value of the first hand moment section is equal to or smaller than the minimum value of the second hand moment section, and the power-assisted characteristic curve represents the mapping relation between hand moment and power moment; determining a target assist torque according to the hand torque and the target assist characteristic curve; and adjusting the assisting moment of the steering wheel to the target assisting moment. That is, according to the assist characteristic curve, the vehicle can perform sectional control by adopting a linear assist curve combined with a curve type assist curve, when the vehicle detects that the current hand torque is in a first hand torque section with relatively smaller hand torque, the vehicle indicates that the vehicle performs small-angle steering, and at the moment, the linear assist characteristic curve is adopted, so that the vehicle is simple to control, small in data quantity and good in instantaneity and following performance; when the vehicle detects that the current hand torque is in the second hand torque section with relatively larger hand torque, the steering at a large angle is illustrated, and the curve (namely the curve with larger slope) with the upward opening is adopted at the moment, so that the electric power assisting is increased more rapidly, and the better road feel is ensured during high-speed driving.

Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:

fig. 1 is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

Fig. 2 is a schematic diagram of an EPS assist characteristic of the segment control according to the embodiment shown in fig. 1.

Fig. 3 is a schematic diagram showing a target assist characteristic curve for a vehicle speed of 40Km/h according to the embodiment of fig. 1.

Fig. 4 is a flowchart illustrating a vehicle control method according to another exemplary embodiment.

Fig. 5 is a schematic diagram illustrating correction of the slope of a straight line according to the embodiment of fig. 4.

Fig. 6 is a schematic diagram illustrating correction of the reference ordinate according to the embodiment of fig. 4.

Fig. 7 is a schematic diagram illustrating an implementation of the control method according to the embodiment of fig. 4.

Fig. 8 is a block diagram showing a vehicle control apparatus according to an exemplary embodiment.

FIG. 9 is a functional block diagram of a vehicle, shown in an exemplary embodiment.

Detailed Description

Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.

It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.

In the increasingly competitive automobile market, automobile products with Electric Power Steering (EPS) are more competitive in the market, and are a necessary choice for unmanned and intelligent automobile steering system development. The power-assisted control mode is the most basic control method of the EPS, and the main function of the mode is that a driver obtains good road feel and hand feeling, and reasonable power-assisted characteristics have important influences on the driving portability, road feel, safety and alignment characteristics of the vehicle.

In the assist control mode, the design of the assist characteristic is a main design goal of the control strategy. Firstly, a group of specific ideal characteristic curves are obtained through theoretical analysis, then, the ECU determines the current of the booster motor through a certain algorithm according to sensor signals such as the speed, the torque and the like so as to obtain proper booster torque, and a certain ideal booster characteristic curve is tracked, so that the characteristic curve of the EPS can be adjusted through software. The power assist characteristic should be designed to better coordinate the steering portability versus road feel and ensure that the driver is given as consistent as possible steering characteristics as compared to manual steering without abrupt changes. The steering portability is a basic requirement of a steering system, and after meeting the basic condition, the driver must pay attention to that the power assistance provided by the steering system cannot be too large, otherwise the steering system is too light to enable the driver to lose the information from the road surface, namely lose the road feel, and the driver cannot judge the change of the running state of the automobile.

Therefore, the portability and the road feel of driving are a pair of contradictions, and the two requirements must be considered simultaneously when designing the power assisting characteristic curve, so that the relationship between the two requirements is coordinated.

However, in the related art, the boost characteristic curve is designed relatively singly, and it is often impossible for colleagues to meet the two requirements, so that the user experience is poor.

In view of the foregoing, the present embodiment provides a vehicle control method, apparatus, storage medium, and vehicle capable of better coordinating steering portability at low speeds and road feel at high speeds.

Fig. 1 is a flowchart showing a vehicle control method according to an exemplary embodiment, which may be used in a vehicle, and in particular, an ECU applied in the vehicle, as shown in fig. 1, and may include the steps of:

in step S11, the vehicle speed and the hand torque received by the steering wheel are acquired.

In some embodiments, the vehicle may resolve the current vehicle speed through the CAN network of the whole vehicle and receive the current hand torque collected from the TAS sensor through the ECU.

In step S12, a target assist characteristic corresponding to the vehicle speed is obtained from a plurality of assist characteristic curves calibrated in advance, a line segment corresponding to a first hand moment section in the assist characteristic curves is a straight line segment, a line segment corresponding to a second hand moment section in the assist characteristic curves is a curve segment with an upward opening, a maximum value of the first hand moment section is equal to or smaller than a minimum value of the second hand moment section, and the assist characteristic curves represent a mapping relationship between hand moment and assist moment.

In some embodiments, a plurality of pre-calibrated assist characteristics are pre-stored in the vehicle, for example, the plurality of pre-calibrated assist characteristics (i.e., the segment-controlled EPS assist characteristics) may be as shown in fig. 2. In FIG. 2, the abscissa in the coordinate system where the plurality of assist characteristic curves are located representsHand moment T _d I.e. the steering torque exerted by the driver on the steering wheel; the ordinate represents the assist torque T, i.e. the assist torque provided by the motor. Each of the plurality of assist characteristic curves corresponds to a vehicle speed, that is, the assist characteristic curves used by the vehicle at different vehicle speeds are different.

As an example, for example, the current vehicle speed is 40Km/h, a assist characteristic corresponding to v=40 Km/h may be selected from a plurality of assist characteristics preset as a target assist characteristic, where the target assist characteristic may include substantially a first hand torque section (T _d0 To T _dk ) Corresponding straight line segment, second hand moment section (T _dk To T _dmax ) Corresponding curve segments, etc. As can be seen from fig. 3, the slope of the curve segment is greater than that of the straight line segment, and the slope is greater and greater as the hand torque is increased.

It will be appreciated that since the inherent damping, friction and moment of inertia of the steering system and the random disturbance information of the road surface are transmitted to the steering wheel, the steering wheel generates small vibrations, which affect the driving comfort, the starting point of the assist characteristic curve is not from the origin, and a dead zone threshold T is usually set _d0 The assist characteristic curve is set from the coordinates (T _d0 0) starts. That is, when the hand torque is in the range of (0, 0) to (T _d0 0) and the vehicle cannot respond to the hand moment.

It will be appreciated that the curve upwardly opening may be in particular an arc upwardly opening, the slope of which curve increases progressively with increasing abscissa (hand moment).

It will be appreciated that for a vehicle, the greater the hand torque applied by the user to the steering wheel, the greater the steering angle of the vehicle. Therefore, the steering at a small angle can be realized through the target power-assisted characteristic curve, the linear power-assisted characteristic curve is adopted, the control is simple, the data volume is small, and the instantaneity and the following performance are good; when the steering is performed at a large angle, the electric power assisting device can be increased more rapidly by adopting a curve type power assisting characteristic curve with a larger slope, so that good road feel can be ensured during high-speed driving.

In step S13, a target assist torque is determined based on the hand torque and the target assist characteristic.

In some embodiments, since the target assist characteristic represents a mapping relationship between the hand torque and the assist torque at the current vehicle speed, the corresponding assist torque may be determined from the target assist characteristic according to the hand torque as the target assist torque.

In step S14, the assist torque of the steering wheel is adjusted to the target assist torque.

In some embodiments, the ECU of the vehicle may control the vehicle to adjust the assist torque of the steering wheel to a target assist torque.

It can be seen that, in the present embodiment, by acquiring the vehicle speed of the vehicle and the hand torque received by the steering wheel; obtaining a target assistance characteristic curve corresponding to the vehicle speed from a plurality of assistance characteristic curves calibrated in advance, wherein a line segment corresponding to a first hand moment section in the assistance characteristic curve is a straight line segment, a line segment corresponding to a second hand moment section in the assistance characteristic curve is a curve segment with an upward opening, the maximum value of the first hand moment section is equal to or smaller than the minimum value of the second hand moment section, and the assistance characteristic curve represents a mapping relation between hand moment and assistance moment; determining a target assist torque according to the hand torque and the target assist characteristic curve; and adjusting the assist torque of the steering wheel to the target assist torque. That is, according to the assist characteristic curve, the vehicle can perform sectional control by adopting a linear assist curve combined with a curve type assist curve, when the vehicle detects that the current hand torque is in a first hand torque section with relatively smaller hand torque, the vehicle indicates that the vehicle performs small-angle steering, and at the moment, the linear assist characteristic curve is adopted, so that the vehicle is simple to control, small in data quantity and good in instantaneity and following performance; when the vehicle detects that the current hand torque is in the second hand torque section with relatively larger hand torque, the steering at a large angle is illustrated, and the curve (namely the curve with larger slope) with the upward opening is adopted at the moment, so that the electric power assisting is increased more rapidly, and the better road feel is ensured during high-speed driving.

Fig. 4 is a flowchart showing a vehicle control method according to another exemplary embodiment, which is used in a vehicle, and which is specifically applicable to an ECU in the vehicle, as shown in fig. 4, and which may include the steps of:

in step S21, the vehicle speed and the hand torque received by the steering wheel are acquired.

The specific embodiment of step S21 can refer to step S11, and thus will not be described herein.

In step S22, for each of a plurality of preset vehicle speeds, a plurality of hand moments measured by the vehicle at a plurality of steering angles at the vehicle speed are acquired, and the plurality of hand moments are in one-to-one correspondence with the plurality of steering angles.

In some embodiments, the vehicle may be tested in advance to test hand moments at different steering angles at different vehicle speeds, and the measured hand moments may be as shown in table 1, for example:

TABLE 1

In step S23, the first hand torque section is determined based on the hand torques corresponding to the steering angles smaller than the predetermined steering angle among the plurality of hand torques.

In some embodiments, for the same vehicle speed, the steering angles at the vehicle speed may be arranged in order from small to large, and since the hand torque and the steering angle are approximately positively correlated, the ordering of the steering angles may also be used as the ordering of the hand torques at the vehicle speed from small to large, and then the hand torque corresponding to the steering angle smaller than the specified steering angle may be divided into the first hand torque section.

Illustratively, for example, the steering angles include a steering angle a, a steering angle b, a steering angle c, … … in order from small to large, and if the designated steering angle is a steering angle δ, the steering angle b is smaller than the steering angle δ, the steering angle c is larger than the steering angle δ, and the vehicle speed is a vehicle speed 2, the hand torque 2a corresponding to the steering angle a, the hand torque 2b corresponding to the steering angle b, and the hand torque arranged in front of the hand torque 2a may be divided into the first hand torque section.

Similarly, other vehicle speeds can also determine the first hand moment section in the corresponding assistance characteristic curve through the embodiment.

In step S24, the second hand torque section is determined based on the hand torque corresponding to the steering angle that is greater than or equal to the predetermined steering angle, out of the plurality of hand torques.

With the above example, the hand moment 2c corresponding to the steering angle c and the hand moment arranged after the hand moment 2c can be divided into the second hand moment section.

Similarly, other vehicle speeds can also determine the second hand torque section in the corresponding assistance characteristic curve through the embodiment.

Alternatively, only the hand torque corresponding to the vehicle at the designated steering angle may be tested, and the hand torque may be determined as the demarcation hand torque, then the hand torque less than or equal to the demarcation hand torque and greater than the dead zone threshold may be determined as the first hand torque interval, and the hand torque greater than the demarcation hand torque and less than or equal to the maximum hand torque of the vehicle may be determined as the second hand torque interval.

In some embodiments, the method further includes step S25, determining a straight line segment corresponding to the first hand torque interval in the assist characteristic curve, where step S25 may include:

in step S251, a maximum assist torque and a maximum hand torque of the vehicle at each of a plurality of preset vehicle speeds are acquired.

As one way, the hand torque and the assist torque may be tested in advance for each of a plurality of vehicle speeds, for example, for a vehicle speed of 40Km/h, and the maximum hand torque and the maximum assist torque desired by the user may be tested.

Alternatively, the maximum hand moment may be an ideal maximum hand moment measured by a single user, or may be a maximum hand moment suitable for the general public after big data analysis is performed on the maximum hand moments measured by a plurality of users. For example, if the range of the desired hand torque of the user is measured to be [4,7] Nm, the maximum hand torque is 7Nm.

For example, the maximum assist torque may be obtained by: calculating the hand torque T of the driver according to the multiplication of the radius R of the steering wheel of the vehicle and the ideal tangential force F of the driver acting on the steering wheel _h . Taking into account the dead zone limit T _d0 The range of actual torque applied to the steering wheel by the driver [ T ] can be determined _d0 ，T _dmax ]. According to an empirical formulaCalculating steering resistance moment T _f Wherein: f is the sliding friction coefficient between the tire and the road surface, and is generally 0.7 according to an empirical value; wherein G is ₁ Is the front axle load (N); p is the tire pressure (MPa). Calculating the total torque which needs to be provided on the steering wheel +.>Wherein: t (T) _z Is the total torque provided on the steering wheel; l (L) ₁ Is the length of the steering rocker arm; l (L) ₂ The length of the steering knuckle arm is longer; i.e _w Is the angular transmission ratio of the steering gear; η is diverter efficiency. At total torque T _z Subtracting the maximum hand moment T _dmax The maximum power assisting moment T provided by the required motor can be obtained _max . Similarly, the assisting torque at a certain vehicle speed is equal to the total torque minus the hand torque.

In step S252, a slope of the straight line segment is determined based on the maximum assist torque and the maximum hand torque.

Illustratively, the maximum torque T is obtained in accordance with the above steps _max Maximum hand moment T _dmax Dead zone threshold T _d0 In the case of (a), a maximum hand moment T can be calculated _dmax And dead zone threshold T _d0 Is the difference (T) _dmax -T _d0 ) Then calculate the maximum torque T _max And maximum hand torque T _dmax And dead zone thresholdValue T _d0 Is the difference (T) _dmax -T _d0 ) The quotient between them, get T _max /(T _dmax -T _d0 ) And let T be _max /(T _dmax -T _d0 ) Slope K determined as a straight line segment _i 。

In some embodiments, in step S252, the determining a slope of the straight line segment according to the maximum assist torque and the maximum hand torque may include:

in step S2521, a quotient of the maximum assist torque and the maximum hand torque is calculated to obtain a reference slope.

The specific embodiment of step S2521 may refer to the specific embodiment of step S242, and thus will not be described herein.

In step S2522, the reference slope is corrected by a preset correction value to obtain the linear slope, where the linear slope is smaller than the reference slope.

In some embodiments, in step S2522, the specific embodiment of correcting the reference slope by a preset correction value to obtain the straight line slope may include:

calculating the sum of the preset correction value and the maximum hand torque to obtain a corrected maximum hand torque; and calculating the quotient of the maximum torque and the corrected maximum hand torque to obtain the slope of the straight line.

For example, the preset correction value is M, wherein M > 0, and the corrected maximum hand torque may be T _hmax ＝T _dmax +m, then the slope ki=t of the straight line segment can be calculated from the corrected maximum hand moment _max /(T _hmax -T _d0 )。

For example, as shown in fig. 5, the slope of the straight line before correction is K1, the corresponding line segment is line segment 1 in fig. 5, the slope of the straight line after correction is K2, the corresponding line segment is line segment 2 in fig. 5, and the slope of the straight line after correction K2 is smaller than the slope of the straight line before correction K1.

In other embodiments, the reference slope may be directly reduced by a preset correction value to correct the reference slope, where the preset correction value is greater than 0.

In consideration of the curve corresponding to the second hand torque section in the assist characteristic curve, a curve having a tangential slope larger than a linear slope needs to be adopted, and in this embodiment, a reference slope is obtained by calculating a quotient of the maximum assist torque and the maximum hand torque, and the reference slope is corrected by a preset correction value to obtain the linear slope, where the linear slope is smaller than the reference slope. Therefore, the slope of the straight line can be properly reduced, and the slope of the straight line is ensured to be smaller than the minimum slope of the curve corresponding to the second hand moment section.

In step S253, the straight line segment is determined based on the slope of the straight line and the minimum and maximum values of the first hand torque section.

Along with the above example, the minimum value of the first hand torque interval (i.e., the dead zone threshold T _d0 ) Determining the abscissa of the starting point of the straight line segment to obtain the starting point coordinate (T) _d0 ,0). And according to the slope K _i And the origin coordinates (T) _d0 0), the expression y=k for determining the straight line segment _i (x-T _d0 ). Then, according to the maximum value of the first hand moment section (namely, the hand moment T corresponding to the designated steering angle) _dk ) Determining the abscissa of the end point of the straight line segment, and determining the abscissa T of the end point through the expression of the straight line segment _dk And obtaining the corresponding ordinate to obtain the end point coordinate of the straight line segment. The final expression y=k for the straight line segment can then be determined based on the slope, start point coordinates, and end point coordinates of the straight line segment _i (x-T _d0 )，T _d0 ≤x≤T _dk 。

In some embodiments, the method further includes step S26, determining a curve segment corresponding to the second hand torque interval in the assist characteristic, where step S26 may include:

in step S261, a difference between the maximum value of the second hand torque section and the minimum value of the first hand torque section is calculated, and half of the difference is determined as a target abscissa.

Illustratively, a maximum value T of the second hand torque interval is calculated _dmax And the minimum value T of the first hand moment interval _d0 The difference (T) _dmax -T _d0 ) And (T) _dmax -T _d0 ) And/2, determining the abscissa of the object.

In step S262, a reference ordinate is determined based on the target abscissa, the maximum value of the second hand torque section, the minimum value of the first hand torque section, and the maximum assist torque of the vehicle.

By way of example, the maximum torque T can be used _max Maximum value T of second hand moment interval _dmax Minimum value T of first hand moment interval _d0 Determining the slope T of a reference line _max /(T _dmax -T _d0 ) Then combine the slope of the reference line with the start coordinate (T _d0 0) determining the expression of the reference straight line, bringing the target abscissa into the expression of the reference straight line, and solving the reference ordinate corresponding to the target abscissa.

In step S263, the reference ordinate is corrected to obtain a target ordinate, and the value of the target ordinate is smaller than the value of the reference ordinate.

Illustratively, e.g., reference ordinate is Y ₁ The reference ordinate may be reduced by a predetermined value d to obtain the target ordinate Y ₂ Wherein d is greater than 0, Y ₂ ＝Y ₁ -d。

In step S264, a target coordinate is determined based on the target abscissa and the target ordinate.

In step S255, an expression of the curve segment is determined based on the maximum assist torque, the maximum hand torque, and the target coordinates.

In some embodiments, in step S265, determining the expression of the curve segment according to the maximum assist torque, the maximum hand torque, and the target coordinates may include:

in step S2651, the maximum torque is set as a first ordinate and the maximum torque is set as a first abscissa, thereby obtaining a first coordinate.

Illustratively, according to the maximum torque T _max And maximum hand torque T _dmax Can obtain a first coordinate (T _dmax ，T _max )。

In step S2652, the second coordinate is obtained with the minimum value of the first hand torque section as the second abscissa and 0 as the second ordinate.

Illustratively, according to the minimum value T of the first hand torque interval _d0 Can obtain a second coordinate (T _d0 ,0)。

In step S2653, the first coordinate, the second coordinate, and the target coordinate are brought into a predetermined curve formula, and parameters of the curve formula are calculated.

Along the line using the above example, for example, the preset curve formula is a parabolic formula, in particular y=a _i *x ² +b _i *x ² +c _i (i=0, 1,2,3, …, n), where n is a positive integer and i may be the number of the assist characteristic. Wherein the parameter (hereinafter, may be referred to as coefficient) a in the curve formula _i ，b _i ，c _i Unknown, the coordinates on the brought-in curve are needed to be solved. Therefore, the first coordinate, the second coordinate and the target coordinate can be brought into a preset curve formula, and the coefficient a can be calculated _i ，b _i ，c _i 。

In step S2654, an expression of the curve segment is determined based on the parameters and the preset curve formula.

Along with the above example, the coefficient a is calculated _i ，b _i ，c _i Then, the parabolic formula is correspondingly replaced, and the expression of the curve segment can be determined, wherein in the expression of the curve segment, T _dk ＜x≤T _dmax 。

It will be appreciated that, by making the adjustment on the basis of the reference line, the ordinate of the midpoint of the reference line is reduced, so that an upwardly open curve can be obtained, the slope of which gradually increases with increasing moment (abscissa) even though the resulting curve segment has a concave nature. As an example, as shown in fig. 6, the reference straight line is a line segment 1, and the coordinates of the target obtained by downregulating the ordinate of the center of the reference straight line is used as the coordinates in the curve segment, so that the curve segment (line segment 2 in fig. 6) can be ensured to be open upwards.

In step S27, a target assist characteristic corresponding to the vehicle speed is obtained from a plurality of assist characteristic curves calibrated in advance. The power assisting characteristic curve represents a mapping relationship between hand moment and assisting moment, wherein a line segment corresponding to a first hand moment section in the power assisting characteristic curve is a straight line segment, a line segment corresponding to a second hand moment section in the power assisting characteristic curve is a curve segment with an upward opening, a maximum value of the first hand moment section is equal to or smaller than a minimum value of the second hand moment section, and the power assisting characteristic curve represents the mapping relationship between hand moment and assisting moment.

It will be appreciated that the maximum value of the first hand torque interval is equal to or less than the minimum value of the second hand torque interval, and therefore, the straight line segment and the curved line segment may be continuous or discontinuous. For example, when the maximum value of the first hand torque interval is equal to the minimum value of the second hand torque interval, the end of the straight line segment may be connected to the start of the curved line segment. For example, when the maximum value of the first hand moment interval is smaller than the minimum value of the second hand moment interval, the end of the straight line segment and the start end of the curved line segment may be unconnected, or may be connected through another transition curve, which is not limited herein.

In step S28, a target assist torque is determined based on the hand torque and the target assist characteristic.

In some embodiments, the vehicle may also obtain the steering angle δ through the CAN network, and then match the obtained steering angle δ with the currently obtained hand torque, and if the matching is successful, step S27 is performed.

Alternatively, the correspondence between the plurality of steering angles and the plurality of hand moments may be measured in advance, and if the correspondence between the currently obtained steering angle δ and the currently obtained hand moment is satisfied, it is determined that the steering angle δ and the currently obtained hand moment are successfully matched.

In step S29, the assist torque of the steering wheel is adjusted to the target assist torque.

For example, in practical application, as shown in fig. 7, the basic assistance module of the ECU may receive the hand torque Td and the steering angle δ (i.e. steering wheel angle) sent by the TAS sensor, receive the vehicle speed V obtained by the CAN network analysis, determine a target assistance characteristic curve from a plurality of preset assistance characteristic curves based on the vehicle speed V, and then determine a target assistance torque (also referred to as a target torque) according to the hand torque Td and the steering angle δ, where the specific implementation process of the vehicle control method is shown in fig. 7. The target torque is then input to a motor control module, which outputs a corresponding target current according to the target torque, for example, the target torque may be T, and the motor control module may calculate a target current i=t/K of the assist motor according to a motor formula t=k×i, where K is a torque constant. The target current I is then sent to the actuator motor to control the actuator motor to adjust the assist torque of the vehicle steering wheel to the target assist torque.

Referring to fig. 3 again, the assist characteristic curves can be respectively a non-assist region, an assist region and a constant assist region according to the hand torque. Wherein, no booster zone: hand torque less than the dead zone threshold does not provide assistance. Boost region: dead zone threshold to maximum hand torque, providing a first segment of linear assist and a second segment of curvilinear assist. Constant power region: constant assistance is provided between the maximum hand torque and the saturation torque, and the assistance is stopped when the maximum hand torque is larger than the saturation torque, so that the main purpose is to protect a motor and avoid damaging related driving circuits. It can be seen that the segmentation control based on hand moment is realized through the partition in the mode.

It will be appreciated that fig. 2 is merely a schematic diagram illustrating a power assist characteristic of a user applying a forward (e.g., clockwise) hand torque to a steering wheel, and that when a user applies a reverse (e.g., counterclockwise) hand torque to the steering wheel, the corresponding power assist characteristic is centered about the origin of coordinates (0, 0) in fig. 2 with respect to the corresponding power assist characteristic in the clockwise direction.

Therefore, the vehicle control method provided by the embodiment adopts the linear type power-assisted characteristic curve when steering at a small angle, so that the small data size is ensured, the requirement on the controller is low, and the real-time performance and the following performance are good; when the steering is performed at a large angle, a curve type power-assisted characteristic curve is adopted, so that road feel at a high speed is ensured. Therefore, the advantages of the linear type power-assisted characteristic curve and the curve type power-assisted characteristic curve are fully utilized, the complementary advantages are realized, the steering portability at low speed and the road feel at high speed are better coordinated, and the EPS power-assisted characteristic curve performance is better.

The more specific advantages are as follows:

(1) The linear type combined curve type power-assisted curve is adopted for segment control, smooth transition is achieved in the control process, and the overall performance of the EPS is greatly improved. The linear type power-assisted characteristic curve is selected in a small-angle steering range, so that the control is simple, the data size is small, and the instantaneity and the following performance are good; when the angle is larger, the power assisted by the curve type power assisted characteristic curve with larger slope is increased more rapidly, and the requirement of steering portability is met.

(2) When steering at a small angle, a linear type booster characteristic curve is adopted, the lower the vehicle speed is, the longer the linear section is, the larger the occupied proportion is, the small data volume is ensured, the requirement on a controller is low, and the real-time performance and the following performance are good; when the steering is performed at a large angle, a curve type power-assisted characteristic curve is adopted, the larger the vehicle speed is, the longer the curve section arc line is, the larger the proportion is, and the steering road feel is better.

(3) When the hand torque is at the dead zone boundary (namely the dead zone threshold), the power assisting process can cause abrupt change from none to existence or from existence to nonexistence, a certain impact can be brought to the steering wheel, the driving comfort and smoothness are poor, the slope of a straight line segment can be reduced to a certain extent through sectional control, the abrupt change strength is reduced, the impact brought to the steering wheel near the dead zone boundary is relieved, and the steering stability, smoothness and comfort are improved.

(4) The segmented control better coordinates the defects of poor steering portability, complex curve, large data storage and inconvenient adjustment of the curve type power-assisted characteristic curve, and can reduce the real-time performance of EPS power-assisted following and the poor steering road feel of the linear type power-assisted characteristic curve to a certain extent. Compared with the sectional control strategy in the embodiment, the broken line type power assisting characteristic curve in the related technology is still relatively complex in algorithm, long in calculation time, more in required data and relatively poor in steering portability and road feel. Therefore, the vehicle control method provided by the embodiment has the advantages of practicability, high efficiency and economy.

Fig. 8 is a block diagram of a vehicle control apparatus according to an exemplary embodiment, as shown in fig. 8, the apparatus 80 may include: an information acquisition module 81, a target assist characteristic determination module 82, a target assist torque determination module 83, and a control module 84, wherein:

the information acquisition module 81 is configured to acquire the vehicle speed of the vehicle and the hand torque received by the steering wheel.

The target assist characteristic determining module 82 is configured to obtain a target assist characteristic corresponding to the vehicle speed from a plurality of assist characteristic curves calibrated in advance, wherein a line segment corresponding to a first hand moment section in the assist characteristic curves is a straight line segment, a line segment corresponding to a second hand moment section in the assist characteristic curves is a curve segment with an upward opening, a maximum value of the first hand moment section is equal to or smaller than a minimum value of the second hand moment section, and the assist characteristic curves represent a mapping relationship between hand moment and assist moment.

The target assist torque determination module 83 is configured to determine a target assist torque based on the hand torque and the target assist characteristic.

A control module 84 configured to adjust the steering wheel torque to the target torque.

In some embodiments, the apparatus 80 further comprises:

the measuring module is configured to acquire a plurality of hand moments measured by the vehicle under a plurality of steering angles for each of a plurality of preset vehicle speeds, wherein the hand moments are in one-to-one correspondence with the steering angles;

a first hand torque section determination module configured to determine the first hand torque section from hand torques corresponding to steering angles smaller than a specified steering angle among the plurality of hand torques;

and the second hand torque section module is configured to determine the second hand torque section according to the hand torque corresponding to the steering angle which is larger than or equal to the designated steering angle in the hand torque.

In some embodiments, the apparatus 80 further comprises:

the moment acquisition module is configured to acquire a maximum assisting moment and a maximum hand moment of the vehicle at each of a plurality of preset vehicle speeds.

And a straight line slope determining module configured to determine a straight line slope of the straight line segment based on the maximum assist torque and the maximum hand torque.

And determining the expression of the straight line segment based on the slope of the straight line and the minimum value and the maximum value of the first hand moment interval.

In some embodiments, the line slope determination module is specifically configured to: calculating the quotient of the maximum torque and the maximum hand torque to obtain a reference slope; and correcting the reference slope through a preset correction value to obtain the linear slope, wherein the linear slope is smaller than the reference slope.

In some embodiments, the straight line slope determination module is specifically further configured to: calculating the sum of the preset correction value and the maximum hand torque to obtain a corrected maximum hand torque; and calculating the quotient of the maximum torque and the corrected maximum hand torque to obtain the slope of the straight line.

In some embodiments, the apparatus 80 further comprises:

and the target abscissa determining module is configured to calculate a difference between the maximum value of the second hand moment interval and the minimum value of the first hand moment interval, and determine half of the difference as the target abscissa.

And a reference ordinate determining module configured to determine a reference ordinate based on the target abscissa, the maximum value of the second hand torque section, the minimum value of the first hand torque section, and the maximum assist torque of the vehicle.

And the correction module is configured to correct the reference ordinate to obtain a target ordinate, wherein the value of the target ordinate is smaller than that of the reference ordinate.

And the target coordinate determining module is configured to determine target coordinates according to the target abscissa and the target ordinate.

And an expression determining module of the curve segment, configured to determine an expression of the curve segment according to the maximum assist moment, the maximum hand moment and the target coordinates.

The expression determination module of the curve segment is specifically configured to: taking the maximum moment of assistance as a first ordinate and the maximum moment of hand as a first abscissa to obtain a first coordinate; taking the minimum value of the first hand moment section as a second abscissa and 0 as a second ordinate to obtain a second coordinate; bringing the first coordinate, the second coordinate and the target coordinate into a preset curve formula, and calculating parameters of a parabola; and determining the expression of the curve segment based on the parameters and the preset curve formula.

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

Referring to fig. 9, fig. 9 is a functional block diagram of a vehicle 900 according to an exemplary embodiment. The vehicle 900 may be configured in a fully or partially autonomous mode. For example, the vehicle 900 may obtain environmental information of its surroundings through the perception system 920 and derive an automatic driving strategy based on analysis of the surrounding environmental information to achieve full automatic driving, or present the analysis result to the user to achieve partial automatic driving.

Vehicle 900 may include various subsystems, such as an infotainment system 910, a perception system 920, a decision control system 930, a drive system 940, and a computing platform 950. Alternatively, vehicle 900 may include more or fewer subsystems, and each subsystem may include multiple components. In addition, each of the subsystems and components of vehicle 900 may be interconnected by wire or wirelessly.

In some embodiments, the infotainment system 910 may include a communication system 911, an entertainment system 912, and a navigation system 913.

The communication system 911 may comprise a wireless communication system that may communicate wirelessly with one or more devices, either directly or via a communication network. For example, the wireless communication system may use 3G cellular communication, such as CDMA, EVD0, GSM/GPRS, or 4G cellular communication, such as LTE. Or 5G cellular communication. The wireless communication system may communicate with a wireless local area network (wireless local area network, WLAN) using WiFi. In some embodiments, the wireless communication system may communicate directly with the device using an infrared link, bluetooth, or ZigBee. Other wireless protocols, such as various vehicle communication systems, for example, wireless communication systems may include one or more dedicated short-range communication (dedicated short range communications, DSRC) devices, which may include public and/or private data communications between vehicles and/or roadside stations.

Entertainment system 912 may include a display device, a microphone and an audio, and a user may listen to the broadcast in the vehicle based on the entertainment system, playing music; or the mobile phone is communicated with the vehicle, the screen of the mobile phone is realized on the display equipment, the display equipment can be in a touch control type, and a user can operate through touching the screen.

In some cases, the user's voice signal may be acquired through a microphone and certain controls of the vehicle 900 by the user may be implemented based on analysis of the user's voice signal, such as adjusting the temperature within the vehicle, etc. In other cases, music may be played to the user through sound.

The navigation system 913 may include a map service provided by a map provider to provide navigation of a travel route for the vehicle 900, and the navigation system 913 may be used in conjunction with the global positioning system 921 and the inertial measurement unit 922 of the vehicle. The map service provided by the map provider may be a two-dimensional map or a high-precision map.

The sensing system 920 may include several sensors that sense information about the environment surrounding the vehicle 900. For example, the sensing system 920 may include a global positioning system 921 (which may be a GPS system, or may be a beidou system, or other positioning system), an inertial measurement unit (inertial measurement unit, IMU) 922, a lidar 923, a millimeter wave radar 924, an ultrasonic radar 925, and a camera 926. Sensing system 920 may also include sensors (e.g., in-vehicle air quality monitors, fuel gauges, oil temperature gauges, etc.) of the internal systems of monitored vehicle 900. Sensor data from one or more of these sensors may be used to detect objects and their corresponding characteristics (location, shape, direction, speed, etc.). Such detection and identification is a critical function of the safe operation of the vehicle 900.

The global positioning system 921 is used to estimate the geographic location of the vehicle 900.

The inertial measurement unit 922 is used to sense the pose change of the vehicle 900 based on inertial acceleration. In some embodiments, inertial measurement unit 922 may be a combination of an accelerometer and a gyroscope.

The lidar 923 uses a laser to sense objects in the environment in which the vehicle 900 is located. In some embodiments, lidar 923 may include one or more laser sources, a laser scanner, and one or more detectors, among other system components.

The millimeter wave radar 924 senses objects within the surrounding environment of the vehicle 900 using radio signals. In some embodiments, millimeter-wave radar 924 may be used to sense the speed and/or heading of an object in addition to sensing the object.

The ultrasonic radar 925 may utilize ultrasonic signals to sense objects around the vehicle 900.

The image capturing device 926 is used to capture image information of the surrounding environment of the vehicle 900. The image capturing device 926 may include a monocular camera, a binocular camera, a structured light camera, a panoramic camera, etc., and the image information acquired by the image capturing device 926 may include still images or video stream information.

The decision control system 930 includes a computing system 931 that makes an analysis decision based on information acquired by the perception system 920, and the decision control system 930 further includes a vehicle controller 932 that controls the power system of the vehicle 900, and a steering system 933, a throttle 934, and a braking system 935 for controlling the vehicle 900.

The computing system 931 may operate to process and analyze the various information acquired by the perception system 920 in order to identify targets, objects, and/or features in the surrounding environment of the vehicle 900. The targets may include pedestrians or animals and the objects and/or features may include traffic signals, road boundaries, and obstacles. The computing system 931 may use object recognition algorithms, in-motion restoration structure (Structure from Motion, SFM) algorithms, video tracking, and the like. In some embodiments, the computing system 931 may be used to map the environment, track objects, estimate the speed of objects, and so on. The computing system 931 may analyze the acquired various information and derive a control strategy for the vehicle.

The vehicle controller 932 may be configured to coordinate control of the power battery and the engine 941 of the vehicle to improve the power performance of the vehicle 900.

The steering system 933 is operable to adjust the heading of the vehicle 900. For example, in one embodiment may be a steering wheel system.

Throttle 934 is used to control the operating speed of engine 941 and thus the speed of vehicle 900.

The braking system 935 is used to control the vehicle 900 to slow down. The braking system 935 may use friction to slow the wheels 944. In some embodiments, the braking system 935 may convert kinetic energy of the wheels 944 into electrical current. The braking system 935 may also take other forms to slow the rotational speed of the wheels 944 to control the speed of the vehicle 900.

The drive system 940 may include components that provide powered movement of the vehicle 900. In one embodiment, the drive system 940 may include an engine 941, an energy source 942, a transmission 943, and wheels 944. The engine 941 may be an internal combustion engine, an electric motor, an air compression engine, or other types of engine combinations, such as a hybrid engine of a gasoline engine and an electric motor, or a hybrid engine of an internal combustion engine and an air compression engine. The engine 941 converts the energy source 942 into mechanical energy.

Examples of energy sources 942 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. The energy source 942 may also provide energy to other systems of the vehicle 900.

The driveline 943 may transfer mechanical power from the engine 941 to wheels 944. The driveline 943 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 943 may also include other devices, such as a clutch. Wherein the drive shaft may comprise one or more axles that may be coupled to one or more wheels 944.

Some or all of the functions of the vehicle 900 are controlled by the computing platform 950. The computing platform 950 may include at least one processor 951, the processor 951 may execute instructions 953 stored in a non-transitory computer-readable medium, such as memory 952. In some embodiments, computing platform 950 may also be a plurality of computing devices that control individual components or subsystems of vehicle 900 in a distributed manner.

The processor 951 may be any conventional processor, such as a commercially available CPU. Alternatively, the processor 951 may also include, for example, an image processor (Graphic Process Unit, GPU), a field programmable gate array (FieldProgrammable Gate Array, FPGA), a System On Chip (SOC), an application specific integrated Chip (Application Specific Integrated Circuit, ASIC), or a combination thereof. Although FIG. 9 functionally illustrates a processor, memory, and other elements of a computer in the same block, it will be understood by those of ordinary skill in the art that the processor, computer, or memory may in fact comprise multiple processors, computers, or memories that may or may not be stored within the same physical housing. For example, the memory may be a hard disk drive or other storage medium located in a different housing than the computer. Thus, references to a processor or computer will be understood to include references to a collection of processors or computers or memories that may or may not operate in parallel. Rather than using a single processor to perform the steps described herein, some components, such as the steering component and the retarding component, may each have their own processor that performs only calculations related to the component-specific functions. The computing platform 950 may correspond to the vehicle-mounted computer in the above embodiment.

In the presently disclosed embodiments, the processor 951 may perform the vehicle control methods described above.

In various aspects described herein, the processor 951 may be located remotely from and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle and others are performed by a remote processor, including taking the necessary steps to perform a single maneuver.

In some embodiments, memory 952 may contain instructions 953 (e.g., program logic), the instructions 953 being executable by processor 951 to perform various functions of vehicle 900. The memory 952 may also contain additional instructions, including instructions to send data to, receive data from, interact with, and/or control one or more of the infotainment system 910, the perception system 920, the decision control system 930, the drive system 940.

In addition to instructions 953, memory 952 may also store data such as road maps, route information, vehicle position, direction, speed, and other such vehicle data, as well as other information. Such information may be used by the vehicle 900 and the computing platform 950 during operation of the vehicle 900 in autonomous, semi-autonomous, and/or manual modes.

The computing platform 950 may control functions of the vehicle 900 based on inputs received from various subsystems (e.g., the drive system 940, the perception system 920, and the decision control system 930). For example, computing platform 950 may utilize inputs from decision control system 930 to control steering system 933 to avoid obstacles detected by perception system 920. In some embodiments, computing platform 950 is operable to provide control over many aspects of vehicle 900 and its subsystems.

Alternatively, one or more of these components may be mounted separately from or associated with vehicle 900. For example, the memory 952 may exist partially or completely separate from the vehicle 900. The above components may be communicatively coupled together in a wired and/or wireless manner.

Alternatively, the above components are only an example, and in practical applications, components in the above modules may be added or deleted according to actual needs, and fig. 9 should not be construed as limiting the embodiments of the present disclosure.

An autonomous car traveling on a road, such as the vehicle 900 above, may identify objects within its surrounding environment to determine adjustments to the current speed. The object may be another vehicle, a traffic control device, or another type of object. In some examples, each identified object may be considered independently and based on its respective characteristics, such as its current speed, acceleration, spacing from the vehicle, etc., may be used to determine the speed at which the autonomous car is to adjust.

Alternatively, the vehicle 900 or a sensing and computing device associated with the vehicle 900 (e.g., computing system 931, computing platform 950) may predict behavior of the identified object based on characteristics of the identified object and a state of the surrounding environment (e.g., traffic, rain, ice on a road, etc.). Alternatively, each identified object depends on each other's behavior, so all of the identified objects can also be considered together to predict the behavior of a single identified object. The vehicle 900 is able to adjust its speed based on the predicted behavior of the identified object. In other words, the autonomous car is able to determine what steady state the vehicle will need to adjust to (e.g., accelerate, decelerate, or stop) based on the predicted behavior of the object. In this process, the speed of the vehicle 900 may also be determined in consideration of other factors, such as the lateral position of the vehicle 900 in the road on which it is traveling, the curvature of the road, the proximity of static and dynamic objects, and so forth.

In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device may also provide instructions to modify the steering angle of the vehicle 900 so that the autonomous vehicle follows a given trajectory and/or maintains safe lateral and longitudinal distances from objects in the vicinity of the autonomous vehicle (e.g., vehicles in adjacent lanes on a roadway).

The vehicle 900 may be various types of traveling tools, such as a car, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a recreational vehicle, a train, etc., and embodiments of the present disclosure are not particularly limited.

In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned vehicle control method when being executed by the programmable apparatus.

In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the vehicle control method described above is also provided. For example, the computer readable storage medium may be the memory 952 including program instructions described above that are executable by the processor 951 of the vehicle 900 to perform the vehicle control method described above.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.

In addition, the specific features described in the foregoing embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, the present disclosure does not further describe various possible combinations.

Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.

Claims

1. A vehicle control method characterized by comprising:

2. The method according to claim 1, wherein the method further comprises:

3. The method according to claim 1, wherein the method further comprises:

4. A method according to claim 3, wherein said determining a linear slope of said linear segment based on said maximum assist torque and said maximum hand torque comprises:

5. The method of claim 4, wherein said correcting said reference slope by a preset correction value to obtain said straight line slope comprises:

6. The method according to claim 1, wherein the method further comprises:

7. The method of claim 6, wherein said determining an expression for the curve segment based on the maximum assist torque, the maximum hand torque, and the target coordinates comprises:

8. A vehicle control apparatus characterized by comprising:

9. A non-transitory computer readable storage medium having stored thereon a computer program, characterized in that the program when executed by a processor realizes the steps of the method according to any of claims 1-7.

10. A vehicle, characterized by comprising:

a memory having a computer program stored thereon;

a processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1-7.