Vehicle direction stability control method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle direction stability control method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining a steering wheel angular velocity signal of a vehicle and transverse offset distance information of the vehicle when it is detected that an automatic emergency braking system of the vehicle is triggered and the deceleration of the vehicle is greater than a preset threshold value; calculating a first yaw angle of the vehicle according to the steering wheel angular velocity signal, and calculating a second yaw angle of the vehicle according to the lateral offset distance information; performing fusion calculation on the first yaw angle and the second yaw angle to obtain a target yaw angle of the vehicle; and calculating a target compensation angle of the vehicle according to the target yaw angle, and performing direction correction on the vehicle according to the target compensation angle. The method can ensure that the vehicle can stably decelerate along a straight line under various working conditions, and improves the accuracy, timeliness and robustness of direction stability control in the vehicle braking process.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of intelligent driving, active safety and chassis electronic control of commercial vehicles, and in particular to a vehicle direction stability control method and device, an electronic device and a storage medium. BACKGROUND

[0002] With the rapid development of road transportation industry in China, commercial vehicles (including trucks, buses, etc.) play a vital role in the national economy. However, their large size and mass also lead to higher accident risks, especially rear-end collisions, which often cause serious casualties and huge property losses. In this context, the automatic emergency braking system (AEB) as a core active safety technology has become the cornerstone of ensuring the safety of commercial vehicles.

[0003] The AEB system continuously monitors the road environment in front of the vehicle through on-board sensors (such as radar, camera), and calculates the collision risk with the front obstacles in real time. When it is determined that there is a collision danger and the driver does not react in time, the system will issue a warning first; if the driver still does not take effective measures, the AEB system will intervene and perform emergency braking, thereby avoiding collision or significantly reducing the severity of the accident. A large amount of practical data shows that the AEB system can effectively reduce the incidence of traffic accidents and is a key link in the road to the "zero casualty vision".

[0004] Recognizing the significant safety value of AEB technology, major global automobile markets have introduced mandatory regulations. In China, following the international pace, the mandatory national standard for AEB of commercial vehicles is about to be fully implemented. These regulations (such as the United Nations UNECE R131 standard) have strict requirements for the performance of AEB, one of the key indicators being that under the emergency braking condition with an initial speed of up to 80 kilometers per hour, the vehicle must maintain a stable driving direction and not deviate from the original lane. This requirement aims to ensure that in extreme braking scenarios, the vehicle will not run off due to loss of control and cause secondary collisions, posing a high challenge to the direction stability of the vehicle.

[0005] However, in real-world applications, meeting this regulatory requirement poses a significant challenge. Due to its own characteristics (such as large load variation, long-term high-load operation), the mechanical state of a commercial vehicle is not always ideal. Common "poor vehicle conditions" such as uneven braking force of the braking system, motion interference of the front axle steering suspension due to spring deformation, etc. will generate inherent deviation torque during emergency braking, causing the vehicle to deviate from the lane. The traditional correction method mainly relies on the differential braking of the electronic stability control system (ESC), but its correction ability is limited and may cause vehicle shaking, making it difficult to ensure complete compliance with the straight-line stability requirements of the regulations under severe working conditions.

[0006] Therefore, there is an urgent need for a new vehicle direction stability control method to solve the above problems. SUMMARY

[0007] Therefore, the application provides a vehicle direction stability control method and device, electronic equipment and storage medium, which can ensure that the vehicle can be stably decelerated along a straight line under various working conditions, and improve the accuracy, timeliness and robustness of the direction stability control during vehicle braking.

[0008] The first aspect of the embodiment of the application provides a vehicle direction stability control method, comprising: in the case that an automatic emergency braking system of a vehicle is detected to be triggered and a deceleration of the vehicle is greater than a preset threshold, acquiring a steering wheel angular velocity signal of the vehicle and lateral offset distance information of the vehicle, wherein the lateral offset distance information represents an absolute lateral position change of the vehicle relative to a road; calculating a first yaw angle of the vehicle according to the steering wheel angular velocity signal, and calculating a second yaw angle of the vehicle according to the lateral offset distance information; performing fusion calculation on the first yaw angle and the second yaw angle to obtain a target yaw angle of the vehicle; calculating a target compensation angle of the vehicle according to the target yaw angle, and performing direction correction on the vehicle according to the target compensation angle.

[0009] In a possible implementation, before the fusion calculation on the first yaw angle and the second yaw angle, the method further includes: acquiring driving environment information of the vehicle; determining a first confidence degree of the first yaw angle and a second confidence degree of the second yaw angle according to the driving environment information; and the fusion calculation on the first yaw angle and the second yaw angle includes: performing fusion calculation on the first yaw angle and the second yaw angle according to the first confidence degree and the second confidence degree.

[0010] In a possible implementation, the fusing calculation of the first yaw angle and the second yaw angle according to the first confidence degree and the second confidence degree comprises: in a case where the first confidence degree is greater than the second confidence degree, determining a first weight of the first yaw angle and a second weight of the second yaw angle, wherein the first weight is greater than the second weight; calculating a first product of the first yaw angle and the first weight, and a second product of the second yaw angle and the second weight; taking a sum of the first product and the second product as the target yaw angle; in a case where the first confidence degree is less than the second confidence degree, determining a third weight of the first yaw angle and a fourth weight of the second yaw angle, wherein the third weight is less than the fourth weight; calculating a third product of the first yaw angle and the third weight, and a fourth product of the second yaw angle and the fourth weight; taking a sum of the third product and the fourth product as the target yaw angle.

[0011] In a possible implementation, before the target compensation angle of the vehicle is calculated according to the target yaw angle, the method further comprises: obtaining a current driving speed of the vehicle; determining a proportional coefficient and an integral coefficient corresponding to the driving speed in a preset vehicle speed and coefficient relationship table; and the target compensation angle of the vehicle is calculated according to the target yaw angle, comprising: calculating the target compensation angle according to the following formula: θ_comp=Kp×e+Ki×∫edt; wherein θ_comp is the target compensation angle, e is the target yaw angle, Kp is the proportional coefficient, Ki is the integral coefficient, and ∫edt is an integral of the target yaw angle.

[0012] In a possible implementation, the first yaw angle of the vehicle is calculated according to the steering wheel angular velocity signal, comprising: integrating the steering wheel angular velocity signal to obtain the first yaw angle.

[0013] In a possible implementation, the lateral offset distance information comprises a first distance between the vehicle and a target object and a lateral offset distance of the vehicle relative to the target object; and the second yaw angle of the vehicle is calculated according to the lateral offset distance information, comprising: calculating the second yaw angle according to the first distance and the lateral offset distance.

[0014] In a possible implementation, before the obtaining of the steering wheel angular velocity signal of the vehicle, the method further includes: obtaining a steering wheel rotation angle of the vehicle; in a case where it is detected that the steering wheel rotation angle is greater than a preset rotation angle, performing a direction correction on the vehicle according to the steering wheel rotation angle; and the obtaining of the steering wheel angular velocity signal of the vehicle includes: in a case where it is detected that the steering wheel rotation angle is less than or equal to the preset rotation angle, obtaining the steering wheel angular velocity signal.

[0015] In a second aspect, the embodiments of the present application further provide a vehicle direction stability control device, including: a detection module, a first obtaining module, a second obtaining module, a first calculation module, a second calculation module, a third calculation module, a fourth calculation module, and a control module; the detection module is configured to detect whether an automatic emergency braking system of a vehicle is triggered, and whether a deceleration of the vehicle is greater than a preset threshold; the first obtaining module is configured to obtain a steering wheel angular velocity signal of the vehicle in a case where the detection module detects that the automatic emergency braking system of the vehicle is triggered, and the deceleration of the vehicle is greater than the preset threshold; the second obtaining module is configured to obtain lateral offset distance information of the vehicle, wherein the lateral offset distance information represents an absolute lateral position change of the vehicle relative to a road; the first calculation module is configured to calculate a first yaw angle of the vehicle according to the steering wheel angular velocity signal; the second calculation module is configured to calculate a second yaw angle of the vehicle according to the lateral offset distance information; the third calculation module is configured to perform fusion calculation on the first yaw angle and the second yaw angle to obtain a target yaw angle of the vehicle; the fourth calculation module is configured to calculate a target compensation angle of the vehicle according to the target yaw angle; and the control module is configured to perform a direction correction on the vehicle according to the target compensation angle.

[0016] In a third aspect, the embodiments of the present application further provide an electronic device, including a processor and a memory, the memory is configured to store instructions, and the processor is configured to invoke the instructions in the memory, so that the electronic device performs the vehicle direction stability control method according to the first aspect.

[0017] In a fourth aspect, the embodiments of the present application further provide a computer readable storage medium, which stores computer instructions, and when the computer instructions run on an electronic device, the electronic device performs the vehicle direction stability control method according to the first aspect.

[0018] Compared with the related art, the embodiments of the present application have at least the following advantages: in the case that the automatic emergency braking system of the vehicle is triggered and the deceleration of the vehicle is greater than a preset threshold (i.e. the vehicle is in an emergency braking working condition), the steering wheel angular velocity signal of the vehicle and the lateral offset distance information of the vehicle are acquired. Since the steering wheel angular velocity signal is acquired by the vehicle inertia sensor and the lateral offset distance information is acquired by the front-looking visual radar of the vehicle, the first yaw angle calculated according to the steering wheel angular velocity signal and the second yaw angle calculated according to the lateral offset distance information are fused and calculated to obtain a target yaw angle, which effectively overcomes the limitation of a single sensor and makes the reliability of the target yaw angle higher. The target compensation angle of the vehicle is calculated based on the target yaw angle, and the vehicle is directionally corrected according to the target compensation angle, so that the deviation of the vehicle is suppressed at the initial stage, more forward and smoother deviation suppression can be achieved, the vehicle can be stably decelerated along a straight line in various working conditions, the braking direction stability is greatly improved, and the accuracy, timeliness and robustness of the deviation recognition of the vehicle are significantly improved.

[0019] The technical effects obtained by the above-mentioned second aspect, third aspect and fourth aspect are similar to the technical effects obtained by the corresponding technical means in the first aspect, which will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 A step flowchart of a vehicle direction stability control method provided by an embodiment of the present application; Figure 2 Another step flowchart of a vehicle direction stability control method provided by an embodiment of the present application; Figure 3 A functional module diagram of a vehicle direction stability control device provided by an embodiment of the present application; Figure 4 A structural schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to more clearly understand the above-mentioned purposes, features and advantages of the present application, the present application will be described in detail below in combination with the drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0022] In the following description, many specific details are set forth in order to provide a thorough understanding of the present application. The described embodiments are merely some of the embodiments of the present application, but not all the embodiments.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description herein is for describing particular embodiments only and is not intended to be limiting of the application.

[0024] It is further noted that the terms "comprise", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the presence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0025] "at least one" means one or more, "multiple" means two or more than two. "And / or", which describes the relationship between the associated objects, means that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist together, B exists alone, where A and B can be singular or plural. The terms "first", "second", "third", "fourth" and the like (if any) in the specification and claims of the present application and the drawings are used to distinguish similar objects, and are not used to describe a specific order or sequence.

[0026] In the embodiments of the present application, the words such as "exemplary" or "for example" are used to mean an example, illustration or description. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. On the contrary, the use of "exemplary" or "for example" is intended to present the relevant concept in a specific manner.

[0027] For the convenience of understanding, part of the description of the related concepts of the embodiments of the present application is given as an example for reference.

[0028] Automatic Emergency Braking (AEB) system: an active safety technology for cars that uses sensors such as radar and cameras to monitor the road ahead in real time and automatically apply the brakes when a collision risk is detected, avoiding or mitigating accidents.

[0029] Electronic Hydraulic Power Steering (EHPS) system: an electronic control unit is added to the traditional hydraulic system to adjust the oil supply of the hydraulic pump through electromagnetic valves to achieve on-demand assistance. It needs to rely on the engine to drive the oil pump, and there is a risk of hydraulic oil leakage.

[0030] Electric Power Steering (EPS) system: direct assistance by electric motor, real-time calculation of motor output by torque sensor, speed sensor and ECU, no hydraulic components, more compact structure.

[0031] Please refer to Figure 1 , Figure 1 is the step flow chart of an embodiment of the vehicle direction stability control method provided by the present application. The order of the steps in the flow chart can be changed according to different needs, and some steps can be omitted.

[0032] It should be noted that the vehicle direction stability control method of the embodiments of the present application can be applied to the vehicle driving scene, and the execution subject can be a vehicle direction stability control device, for example, when the vehicle is braked in an emergency during driving, the vehicle direction stability control device can be used to control the stability of the vehicle direction. Of course, the vehicle direction stability control method of the embodiments of the present application can also be applied to other scenes that need to control the stability of the vehicle direction, and the present application does not make specific limitations on this.

[0033] The specific process of the embodiment is shown in Figure 1 , including the following steps: S101, in the case that the automatic emergency braking system of the vehicle is detected to be triggered, and the deceleration of the vehicle is greater than a preset threshold, obtaining the steering wheel angular velocity signal of the vehicle, and the lateral offset distance information of the vehicle.

[0034] Specifically, the lateral offset distance information represents the absolute lateral position change of the vehicle relative to the road.

[0035] In some embodiments, the steering wheel angular velocity signal is obtained by a steering wheel angular velocity sensor of the vehicle, and the lateral offset distance information is obtained by a front-looking visual radar or a front-looking camera of the AEB system of the vehicle. In this way, the existing sensors can be fully utilized to achieve functional value-added through software innovation, so that the vehicle direction stability control method of the embodiments has high cost performance.

[0036] In some embodiments, the size of the preset threshold is not specifically limited and can be set according to actual needs, for example, 6 m / s², 8 m / s², etc.

[0037] S102, calculating the first yaw angle of the vehicle according to the steering wheel angular velocity signal.

[0038] Specifically, the steering wheel angular velocity signal is integrated to obtain the first yaw angle.

[0039] S103, calculating the second yaw angle of the vehicle according to the lateral offset distance information.

[0040] In some embodiments, the lateral offset distance information comprises a first distance between the vehicle and the target object and a lateral offset distance of the vehicle relative to the target object; and the second yaw angle of the vehicle is calculated according to the lateral offset distance information, comprising: calculating the second yaw angle according to the first distance and the lateral offset distance.

[0041] In some embodiments, the target object can be a front vehicle of the vehicle or a lane line, and the embodiments are not limited in terms of the type of the target object.

[0042] For example, when the target object is a front vehicle of the vehicle, the second yaw angle can be calculated by a tangent function after the first distance and the lateral offset distance are obtained.

[0043] S104, fusing and calculating the first yaw angle and the second yaw angle to obtain a target yaw angle of the vehicle.

[0044] In some embodiments, before fusing and calculating the first yaw angle and the second yaw angle, the method further comprises: obtaining driving environment information of the vehicle; determining a first confidence degree of the first yaw angle and a second confidence degree of the second yaw angle according to the driving environment information; and fusing and calculating the first yaw angle and the second yaw angle, comprising: fusing and calculating the first yaw angle and the second yaw angle according to the first confidence degree and the second confidence degree.

[0045] Specifically, in a case where the first confidence degree is greater than the second confidence degree, a first weight of the first yaw angle and a second weight of the second yaw angle are determined, wherein the first weight is greater than the second weight; a first product of the first yaw angle and the first weight and a second product of the second yaw angle and the second weight are calculated; and a sum of the first product and the second product is taken as the target yaw angle; in a case where the first confidence degree is less than the second confidence degree, a third weight of the first yaw angle and a fourth weight of the second yaw angle are determined, wherein the third weight is less than the fourth weight; a third product of the first yaw angle and the third weight and a fourth product of the second yaw angle and the fourth weight are calculated; and a sum of the third product and the fourth product is taken as the target yaw angle.

[0046] It is worth noting that the first yaw angle is calculated according to a steering wheel angular velocity signal, i.e. an inertial signal, the second yaw angle is calculated according to the lateral offset distance information, i.e. a visual signal, the inertial signal responds quickly but has an integral drift risk, and the visual signal is an absolute measurement without cumulative error but may fail in poor perception conditions.

[0047] Therefore, the confidence of the visual signal is determined based on factors such as weather, lane line clarity, target tracking stability, etc.; the confidence of the inertial signal is usually high by default, but is reduced when the sensor fails or the signal is abnormal. When the visual signal is reliable, it is given a high weight, and its absolute measurement value is used to correct the drift of the inertial integration; when the confidence of the visual signal is low (such as heavy rain, no lane line), it is automatically switched to mainly using the inertial signal, and a larger dead zone or more conservative control parameters can be introduced to ensure the basic functions and safety of the system.

[0048] For ease of understanding, how the target yaw angle is calculated in the embodiment is specifically described as follows: 1. Assuming that the driving environment information of the vehicle indicates good weather, the first confidence is less than the second confidence, the third weight is set to 0.3, and the fourth weight is set to 0.7.

[0049] 2. The steering wheel angular velocity sensor detects the steering wheel angular velocity signal, and integrates the steering wheel angular velocity signal to obtain a first yaw angle of -0.7° (vehicle left deviation); the front-view camera simultaneously calculates that the lateral deviation of the vehicle relative to the lane center is increasing, which is equivalent to a second yaw angle of -0.9°.

[0050] 3. The target yaw angle is calculated by weighted average as follows: target yaw angle = 0.7(-0.9°) + 0.3(-0.7°) = -0.84°.

[0051] S105, calculating a target compensation angle of the vehicle according to the target yaw angle.

[0052] In some embodiments, before the target compensation angle of the vehicle is calculated according to the target yaw angle, the following steps are further included: obtaining a current driving speed of the vehicle; determining a proportional coefficient and an integral coefficient corresponding to the driving speed in a preset vehicle speed and coefficient relationship table; and calculating the target compensation angle of the vehicle according to the target yaw angle, including: calculating the target compensation angle according to the following formula: θ_comp = Kp × e + Ki × ∫edt; wherein θ_comp is the target compensation angle, e is the target yaw angle, Kp is the proportional coefficient, Ki is the integral coefficient, and ∫edt is the integral of the target yaw angle.

[0053] Specifically, the target compensation angle is calculated by using a proportional-integral controller in the embodiment, the proportional coefficient control provides a fast response to suppress the deviation trend, and the integral coefficient control eliminates the steady-state error to achieve accurate straight-line keeping.

[0054] In some embodiments, the parameters Kp and Ki of the proportional-integral controller are not fixed values, but are adaptively adjusted according to the real-time vehicle speed, ensuring control smoothness and effectiveness in all working conditions from low speed to high speed. It is worth noting that, by combining the weight adaptation of the first yaw angle and the second yaw angle and the speed adaptation of the proportional coefficient and the integral coefficient, the vehicle direction stability control method can maintain excellent performance in complex environments and at all vehicle speeds, improving the all-condition adaptive ability of the vehicle direction stability control method.

[0055] S106, correcting the direction of the vehicle according to the target compensation angle.

[0056] In some embodiments, the EHPS / EPS system receives the target compensation angle instruction and accurately drives the steering mechanism to perform the compensation action.

[0057] In some embodiments, when the EHPS / EPS system drives the steering mechanism to perform the compensation action, the active return function of the EHPS / EPS is temporarily suppressed to avoid system consumption and ensure the effective application of the compensation torque.

[0058] In some embodiments, the change in vehicle posture is fed back to the EHPS / EPS system through sensors to form a closed-loop control until the deviation is completely suppressed.

[0059] Compared with related technologies, the embodiments of the present application have at least the following advantages: in the case that the automatic emergency braking system of the vehicle is triggered and the deceleration of the vehicle is greater than a preset threshold (i.e. in the emergency braking working condition of the vehicle), the steering wheel angular velocity signal of the vehicle and the lateral deviation distance information of the vehicle are obtained. Since the steering wheel angular velocity signal is obtained through the vehicle inertia sensor and the lateral deviation distance information is obtained through the front-looking visual radar of the vehicle, by fusing and calculating the first yaw angle calculated according to the steering wheel angular velocity signal and the second yaw angle calculated according to the lateral deviation distance information, the target yaw angle is obtained, which effectively overcomes the limitations of a single sensor and makes the target yaw angle more reliable. By calculating the target compensation angle of the vehicle based on the target yaw angle and correcting the direction of the vehicle according to the target compensation angle, the deviation is suppressed at the initial stage of the deviation of the vehicle, which can realize more forward-looking and smooth deviation suppression, ensure that the vehicle can stably decelerate along a straight line in various working conditions, greatly improve the braking direction stability, and significantly improve the accuracy, timeliness and robustness of the identification of the deviation of the vehicle.

[0060] Please refer to Figure 2 , Figure 2is a step flow chart of an embodiment of the vehicle direction stability control method of the present application. The order of the steps in the flow chart can be changed according to different requirements, and some steps can be omitted. The vehicle direction stability control method can be applied to the vehicle direction stability control device described above, but is not limited thereto, and the embodiments of the present application are not limited thereto.

[0061] The present embodiment is a further improvement of the foregoing embodiments, and the main improvement is that in the present embodiment, whether the steering wheel angle of the vehicle is greater than a preset angle is detected before the steering wheel angular velocity signal of the vehicle is obtained, and in the case where the steering wheel angle is greater than the preset angle, the vehicle is directionally corrected according to the steering wheel angle; in the case where the steering wheel angle is less than or equal to the preset angle, the steering wheel angular velocity signal is obtained. In this way, the driver's intention can be ensured to be given priority, and the safety of the vehicle direction stability control method is improved.

[0062] The specific process of the present embodiment is shown in Figure 2 and includes the following steps: S201, in the case where the automatic emergency braking system of the vehicle is detected to be triggered and the deceleration of the vehicle is greater than a preset threshold, the steering wheel angle of the vehicle is obtained.

[0063] S202, whether the steering wheel angle is greater than a preset angle is detected, and in the case where the steering wheel angle is greater than the preset angle, S203 is executed; otherwise, S204 is executed.

[0064] In some embodiments, the size of the preset angle is not specifically limited and can be set according to actual requirements.

[0065] S203, the vehicle is directionally corrected according to the steering wheel angle.

[0066] S204, the steering wheel angular velocity signal of the vehicle and the lateral offset distance information of the vehicle are obtained.

[0067] S205, the first yaw angle of the vehicle is calculated according to the steering wheel angular velocity signal.

[0068] S206, the second yaw angle of the vehicle is calculated according to the lateral offset distance information.

[0069] S207, the first yaw angle and the second yaw angle are fused to obtain the target yaw angle of the vehicle.

[0070] S208, the target compensation angle of the vehicle is calculated according to the target yaw angle.

[0071] S209, the vehicle is directionally corrected according to the target compensation angle.

[0072] For ease of understanding, the vehicle direction stability control method of the present embodiment is specifically illustrated as follows: 1. Vehicle configuration Vehicle type: 6x4 heavy commercial truck, equipped with standard AEB system (including forward-looking radar and camera), EHPS / EPS system, yaw rate sensor, etc.

[0073] EHPS / EPS controller: software upgrade, embedded with the angle compensation algorithm module of the present application, with the following parameter mapping table pre-stored in the EHPS / EPS controller:

[0074] 2. Control parameter calibration Activation threshold: AEB deceleration requirement ≥ 5.5 m / s²; steering wheel angle intervention threshold = 3°.

[0075] Fusion weight: under good weather, visual offset angle weight 0.7, inertial integral angle weight 0.3.

[0076] PI parameters: obtained according to the vehicle speed table, for example, at 80 km / h, Kp = 0.1° / °, Ki = 0.015° / (°·s).

[0077] 3. Working process Scenario: the vehicle is driving straight at 75 km / h, and AEB triggers full braking. Due to the slightly weak braking force of the right front wheel, the vehicle tends to deviate to the left.

[0078] Triggering and judgment: the system detects that AEB is activated and the deceleration meets the requirements, and the driver does not turn the steering wheel, meeting the activation conditions.

[0079] Multi-source detection and fusion: the steering wheel angular velocity sensor detects the steering wheel angular velocity signal, and integrates it to obtain the first yaw angle of -0.7° (vehicle left deviation); the forward-looking camera simultaneously calculates that the lateral offset of the vehicle relative to the lane center is increasing, equivalent to the second yaw angle of -0.9°; the target yaw angle is calculated by weighted average as = 0.7(-0.9°) + 0.3(-0.7°) = -0.84°.

[0080] Compensation execution: the EHPS / EPS controller temporarily closes the active return function, and calculates the right compensation angle (such as +0.15°) based on θ_actual_fused. The EHPS / EPS system drives the steering motor to execute this small angle compensation.

[0081] Effect: the tendency of the vehicle to deviate to the left is effectively inhibited at the initial stage, the yaw angle is stably controlled within a very small range during the entire braking process, the vehicle stops straight and smoothly, and the lateral displacement of the vehicle fully meets the regulatory requirements.

[0082] Compared with the related art, the embodiments of the present application have at least the following advantages: in the case that the automatic emergency braking system of the vehicle is triggered and the deceleration of the vehicle is greater than a preset threshold (i.e. the vehicle is in an emergency braking working condition), the steering wheel angular velocity signal of the vehicle and the lateral offset distance information of the vehicle are acquired. Since the steering wheel angular velocity signal is acquired by the vehicle inertia sensor and the lateral offset distance information is acquired by the front-looking visual radar of the vehicle, the target yaw angle is obtained by fusing the first yaw angle calculated according to the steering wheel angular velocity signal and the second yaw angle calculated according to the lateral offset distance information, which effectively overcomes the limitation of a single sensor and makes the reliability of the target yaw angle higher. The target compensation angle of the vehicle is calculated based on the target yaw angle, and the vehicle is directionally corrected according to the target compensation angle, so that the deviation is suppressed at the initial stage of the deviation of the vehicle, more forward and smoother deviation suppression can be achieved, the vehicle can be ensured to stably decelerate along a straight line in various working conditions, the braking direction stability is greatly improved, and the accuracy, timeliness and robustness of the deviation recognition of the vehicle are significantly improved.

[0083] Based on the same idea as the vehicle direction stability control method in the above embodiments, the present application also provides a vehicle direction stability control device, which can be used to execute the above-mentioned vehicle direction stability control method. For ease of illustration, only the parts related to the embodiments of the present application are shown in the structural schematic diagram of the vehicle direction stability control device embodiments, and those skilled in the art can understand that the illustrated structure does not constitute a limitation on the device, which can include more or fewer components than the illustrated, or combine certain components, or different component arrangements.

[0084] As shown in Figure 3 The vehicle direction stability control device 30 includes a detection module 301, a first acquisition module 302, a second acquisition module 303, a first calculation module 304, a second calculation module 305, a third calculation module 306, a fourth calculation module 307, and a control module 308. In some embodiments, the above-mentioned modules can be programmable software instructions stored in a memory and executable by a processor. It can be understood that in other embodiments, the above-mentioned modules can also be program instructions or firmware fixed in the processor.

[0085] The detection module 301 is configured to detect whether the automatic emergency braking system of the vehicle is triggered and whether the deceleration of the vehicle is greater than a preset threshold; The first acquisition module 302 is configured to acquire the steering wheel angular velocity signal of the vehicle in the case that the detection module 301 detects that the automatic emergency braking system of the vehicle is triggered and the deceleration of the vehicle is greater than a preset threshold; The second acquisition module 303 is configured to acquire lateral offset distance information of the vehicle, wherein the lateral offset distance information represents an absolute lateral position change of the vehicle relative to a road. The first calculation module 304 is configured to calculate a first yaw angle of the vehicle according to the steering wheel angular velocity signal. The second calculation module 305 is configured to calculate a second yaw angle of the vehicle according to the lateral offset distance information. The third calculation module 306 is configured to perform fusion calculation on the first yaw angle and the second yaw angle to obtain a target yaw angle of the vehicle. The fourth calculation module 307 is configured to calculate a target compensation angle of the vehicle according to the target yaw angle. The control module 308 is configured to perform direction correction on the vehicle according to the target compensation angle.

[0086] The vehicle direction stability control device 30 provided by the above embodiment can implement the technical solutions described in the vehicle direction stability control method embodiments, and the principles of the implementation of the above modules or units can be referred to the corresponding content in the vehicle direction stability control method embodiments, which will not be described here.

[0087] Please refer to Figure 4 , Figure 4 FIG. 4 is a schematic diagram of an electronic device according to an embodiment of the present application. In the embodiment of the present application, the electronic device 400 includes a processor 401, a memory 402, and a display 403. Figure 4 Only some components of the electronic device 400 are shown, but it should be understood that all the components shown are not required, and more or less components can be alternatively implemented.

[0088] The processor 401 may, in some embodiments, be a central processing unit (CPU), a microprocessor, or other data processing chip, configured to run program codes or process data stored in the memory 402, such as the vehicle direction stability control method in the present application.

[0089] In some embodiments, the processor 401 can be a single server or a group of servers. The group of servers can be centralized or distributed. In some embodiments, the processor 401 can be local or remote. In some embodiments, the processor 401 can be implemented on a cloud platform. In an embodiment, the cloud platform can include a private cloud, a public cloud, a hybrid cloud, a community cloud, a distributed cloud, an inter-internal, a multiple cloud, etc., or any combination thereof.

[0090] The memory 402 can be an internal storage unit of the electronic device 400, such as a hard disk or a memory of the electronic device 400 in some embodiments. The memory 402 can also be an external storage device of the electronic device 400, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. equipped on the electronic device 400 in other embodiments.

[0091] Further, the memory 402 can include both an internal storage unit and an external storage device of the electronic device 400. The memory 402 is used to store application software installed on the electronic device 400 and various types of data.

[0092] The display 403 can be an LED display, a liquid crystal display, a touch liquid crystal display, an OLED (Organic Light-Emitting Diode) touch, etc. in some embodiments. The display 403 is used to display information of the electronic device 400 and to display visualized user application programs. The components 401-403 of the electronic device 400 communicate with each other through a system bus.

[0093] In an embodiment, when the processor 401 executes the vehicle direction stability control program in the memory 402, the following steps can be implemented: In a case where it is detected that an automatic emergency braking system of a vehicle is triggered and a deceleration of the vehicle is greater than a preset threshold, a steering wheel angular velocity signal of the vehicle is acquired, and lateral offset distance information of the vehicle is acquired, wherein the lateral offset distance information represents an absolute lateral position change of the vehicle relative to a road; A first yaw angle of the vehicle is calculated according to the steering wheel angular velocity signal, and a second yaw angle of the vehicle is calculated according to the lateral offset distance information; The first yaw angle and the second yaw angle are fused to obtain a target yaw angle of the vehicle; A target compensation angle of the vehicle is calculated according to the target yaw angle, and the vehicle is directionally corrected according to the target compensation angle.

[0094] It should be understood that, in addition to the above functions, the processor 401 can also implement other functions when executing the vehicle direction stability control program in the memory 402. For details, please refer to the description of the corresponding method embodiments.

[0095] Further, the type of the electronic device 400 is not limited in the embodiments of the present application. The electronic device 400 can be a mobile phone, a tablet computer, a personal digital assistant (PDA), a wearable device, a laptop computer, or the like. Exemplary embodiments of the portable electronic device include, but are not limited to, a portable electronic device running an IOS, an android, a microsoft, or other operating system. The portable electronic device can also be other portable electronic devices, such as a laptop computer having a touch-sensitive surface (e.g., a touch panel), and the like. It should also be understood that, in some other embodiments of the present application, the electronic device 400 can not be a portable electronic device, but a desktop computer having a touch-sensitive surface (e.g., a touch panel).

[0096] Accordingly, the embodiments of the present application also provide a computer readable storage medium for storing computer readable programs or instructions, which, when executed by a processor, can implement the steps or functions in the vehicle direction stability control method provided by the above-mentioned method embodiments.

[0097] Those skilled in the art can understand that all or part of the processes of the above-mentioned embodiments can be completed by a computer program instructing relevant hardware (such as a processor, a controller, etc.) to complete. The computer program can be stored in a computer readable storage medium. The computer readable storage medium includes a magnetic disk, an optical disk, a read-only memory, a random access memory, and the like.

[0098] The vehicle direction stability control method, device, electronic device, and computer readable storage medium provided by the present application are described in detail above. The principles and implementation manners of the present application are described by applying specific examples. The above description of the embodiments is only used to help understand the method and core idea of the present application. Meanwhile, for those skilled in the art, the specific implementation manner and application range can be changed according to the idea of the present application. In summary, the content of the specification should not be understood as a limitation of the present application.

Claims

1. A vehicle direction stability control method characterized by, The method comprises the following steps: In the case that the automatic emergency braking system of the vehicle is detected to be triggered and the deceleration of the vehicle is greater than a preset threshold, a steering wheel angular velocity signal of the vehicle and lateral offset distance information of the vehicle are acquired, wherein the lateral offset distance information represents the absolute lateral position change of the vehicle relative to the road; A first yaw angle of the vehicle is calculated according to the steering wheel angular velocity signal, and a second yaw angle of the vehicle is calculated according to the lateral offset distance information; The first yaw angle and the second yaw angle are fused to obtain a target yaw angle of the vehicle; A target compensation angle of the vehicle is calculated according to the target yaw angle, and the vehicle is directionally corrected according to the target compensation angle.

2. The vehicle stability control method according to claim 1, characterized by, Before the fusion calculation of the first yaw angle and the second yaw angle, the method further comprises the following steps: Obtaining the driving environment information of the vehicle; According to the driving environment information, a first confidence degree of the first yaw angle and a second confidence degree of the second yaw angle are determined respectively; The fusion calculation of the first yaw angle and the second yaw angle comprises the following steps: The first yaw angle and the second yaw angle are fused according to the first confidence degree and the second confidence degree.

3. The vehicle stability control method according to claim 2, characterized by The fusion calculation of the first yaw angle and the second yaw angle according to the first confidence degree and the second confidence degree comprises the following steps: In the case that the first confidence degree is greater than the second confidence degree, a first weight of the first yaw angle and a second weight of the second yaw angle are determined, wherein the first weight is greater than the second weight; A first product of the first yaw angle and the first weight and a second product of the second yaw angle and the second weight are calculated; The sum of the first product and the second product is taken as the target yaw angle; In the case that the first confidence degree is less than the second confidence degree, a third weight of the first yaw angle and a fourth weight of the second yaw angle are determined, wherein the third weight is less than the fourth weight; A third product of the first yaw angle and the third weight and a fourth product of the second yaw angle and the fourth weight are calculated; The sum of the third product and the fourth product is taken as the target yaw angle.

4. The vehicle stability control method according to any one of claims 1 to 3, characterized by, Before the calculation of the target compensation angle of the vehicle according to the target yaw angle, the method further comprises the following steps: Obtaining the current driving speed of the vehicle; In a preset vehicle speed and coefficient relationship table, a proportional coefficient and an integral coefficient corresponding to the driving speed are determined; The calculation of the target compensation angle of the vehicle according to the target yaw angle comprises the following steps: The target compensation angle is calculated according to the following formula: θ_comp=Kp×e+Ki×∫edt; wherein θ_comp is the target compensation angle, e is the target yaw angle, Kp is the proportional coefficient, Ki is the integral coefficient, and ∫edt is the integral of the target yaw angle.

5. The vehicle stability control method according to claim 1, characterized by The calculation of the first yaw angle of the vehicle according to the steering wheel angular velocity signal comprises the following steps: integrate the steering wheel angular velocity signal to obtain the first yaw angle of the vehicle.

6. The vehicle stability control method according to claim 1, characterized by The lateral offset distance information includes a first distance between the vehicle and a target object and a lateral offset distance of the vehicle relative to the target object. The second yaw angle of the vehicle is calculated according to the lateral offset distance information, including: The second yaw angle is calculated according to the first distance and the lateral offset distance.

7. The vehicle stability control method according to claim 1, characterized by, Before the steering wheel angular velocity signal of the vehicle is acquired, the method further includes: acquiring a steering wheel rotation angle of the vehicle; in a case where the steering wheel rotation angle is greater than a preset rotation angle, performing direction correction on the vehicle according to the steering wheel rotation angle; the acquiring of the steering wheel angular velocity signal of the vehicle includes: in a case where the steering wheel rotation angle is less than or equal to the preset rotation angle, acquiring the steering wheel angular velocity signal.

8. A vehicle direction stability control device characterized by comprising: including: a detection module, a first acquisition module, a second acquisition module, a first calculation module, a second calculation module, a third calculation module, a fourth calculation module, and a control module; the detection module is configured to detect whether an automatic emergency braking system of a vehicle is triggered and whether a deceleration of the vehicle is greater than a preset threshold; the first acquisition module is configured to acquire a steering wheel angular velocity signal of the vehicle in a case where the detection module detects that the automatic emergency braking system of the vehicle is triggered and the deceleration of the vehicle is greater than the preset threshold; the second acquisition module is configured to acquire lateral offset distance information of the vehicle, wherein the lateral offset distance information represents an absolute lateral position change of the vehicle relative to a road; the first calculation module is configured to calculate a first yaw angle of the vehicle according to the steering wheel angular velocity signal; the second calculation module is configured to calculate a second yaw angle of the vehicle according to the lateral offset distance information; the third calculation module is configured to perform fusion calculation on the first yaw angle and the second yaw angle to obtain a target yaw angle of the vehicle; the fourth calculation module is configured to calculate a target compensation angle of the vehicle according to the target yaw angle; the control module is configured to perform direction correction on the vehicle according to the target compensation angle. 9.An electronic device comprising a processor and a memory, wherein The memory is configured to store instructions, and the processor is configured to invoke the instructions in the memory, so that the electronic device performs the vehicle direction stability control method in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions, when the computer instructions run on an electronic device, so that the electronic device performs the vehicle direction stability control method in any one of claims 1 to 7.

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