Vehicle control method, device, vehicle and storage medium

Abstract

The present application provides a vehicle control method, device, vehicle, and storage medium. The method includes: obtaining first distance information and real-time vehicle speed of the vehicle in a normal driving state; determining that the vehicle is in a deviated driving state based on the first distance information and preset distance information; obtaining driving numerical information when the vehicle is in the deviated driving state; determining that the vehicle is in a deviated driving state based on the real-time vehicle speed and driving numerical information; determining the deviation direction, deviation degree, and wheel slip rate of the vehicle when in the deviated driving state based on the first distance information and real-time vehicle speed, as well as the vehicle's wheel speed; and controlling the vehicle's wheel brakes based on the deviation direction, deviation degree, and wheel slip rate to correct the vehicle's deviation. The method of the present application improves the control effect of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of automobile driving technology, and in particular to a vehicle control method, device, vehicle, and storage medium. Background Art

[0002] Vehicle driving stability is one of the key indicators for evaluating automobile performance and is related to the safety of drivers and passengers. Maintaining a straight line is a key performance requirement for driving stability.

[0003] Current vehicle control methods for correcting lane deviation typically utilize the Lane Keep Assist (LKA) function of the Electric Power Steering (EPS) system. This system uses a visual sensor to capture road image information, a speed sensor to collect vehicle speed information, and a steering angle sensor to collect steering signals. The system then identifies lane boundaries and compares the lane markings with the vehicle's direction of travel to determine whether the vehicle has strayed from its lane. When the vehicle is about to stray from its lane, the electronic control unit calculates the required steering force and automatically applies the calculated steering force to return the vehicle to its normal trajectory.

[0004] However, existing vehicle control methods have a problem of poor vehicle control effect, resulting in poor effect in correcting vehicle deviation. Summary of the Invention

[0005] The present application provides a vehicle control method, device, vehicle and storage medium to solve the problem of poor vehicle control effect, which leads to poor effect of correcting vehicle deviation.

[0006] In a first aspect, the present application provides a vehicle control method, applied to a control unit, the method comprising:

[0007] Obtaining first distance information and real-time vehicle speed of the vehicle in a normal driving state, where the first distance information represents the distance between the vehicle and two lanes;

[0008] Determining, based on the first distance information and preset distance information, that the vehicle is in an offset driving state;

[0009] Acquiring driving numerical information when the vehicle is in an offset driving state, the driving numerical information including at least one of turning angle numerical information, braking stroke numerical information, and braking pressure numerical information;

[0010] Based on the real-time vehicle speed and driving numerical information, it is determined that the vehicle is in a state of deviation;

[0011] Determining a deviation direction, a deviation degree, and a wheel slip rate of the vehicle when the vehicle is in a deviation driving state based on the first distance information, the real-time vehicle speed, and the wheel speed of the vehicle;

[0012] Based on the deviation direction, deviation degree and wheel slip rate, the vehicle's wheel brakes are controlled to correct the vehicle's deviation.

[0013] In the embodiment of the present application, before obtaining the first distance information and the real-time speed of the vehicle in a normal driving state, the method further includes:

[0014] receiving a wake-up signal;

[0015] Based on the wake-up signal, the control unit enters the working state;

[0016] After the control unit enters the working state, the pedal information and wheel speed information are obtained;

[0017] Determine the current state of the vehicle based on the pedal information and wheel speed information;

[0018] If the current state is a normal driving state, the step of obtaining first distance information and real-time vehicle speed of the vehicle in the normal driving state is executed.

[0019] In an embodiment of the present application, the first distance information includes sub-distance information within at least two consecutive time periods, the sub-distance information includes sub-distance data, and the sub-distance data represents the distance between the vehicle and the two lanes within a time period. Based on the first distance information and the preset distance information, determining the offset driving state of the vehicle includes:

[0020] Comparing the sub-distance data with preset distance data in the preset distance information, wherein the preset distance data represents a preset distance threshold between the vehicle and the lanes on both sides;

[0021] If the sub-distance data meets the distance comparison requirement with the preset distance data, the sub-distance information corresponding to the sub-distance data is determined to be the target sub-distance information;

[0022] If the number of target sub-distance information meets the preset number requirement and the time periods corresponding to the target sub-distance information meet the preset time continuity requirement, the offset driving state of the vehicle is determined.

[0023] In an embodiment of the present application, determining the vehicle's deviation state based on real-time vehicle speed and driving numerical information includes:

[0024] Compare the real-time speed with the preset speed;

[0025] If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, it is determined that the vehicle is in a swerving driving state based on the driving numerical information.

[0026] If the real-time vehicle speed meets the speed comparison requirement with the preset speed, the vehicle is determined to be in a swerving state based on the driving numerical information, including:

[0027] If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, then the driving numerical information is compared with the preset driving numerical information, wherein the preset driving numerical information includes preset turning angle numerical information, preset braking stroke numerical information, and preset braking pressure numerical information;

[0028] If the driving numerical information does not meet the numerical information comparison requirements with the preset driving numerical information, it is determined that the vehicle is in a swerving driving state, wherein the numerical information comparison requirements include the comparison requirements of the turning angle numerical information with the preset turning angle numerical information, the comparison requirements of the braking stroke numerical information with the preset braking stroke numerical information, and the comparison requirements of the braking pressure numerical information with the preset braking pressure numerical information.

[0029] In an embodiment of the present application, the method further includes:

[0030] Acquire second distance information, where the second distance information represents information about the distance between the vehicle and a front obstacle along a traveling direction of the vehicle;

[0031] determining a control pressure of the vehicle based on the second distance information, where the control pressure is a driving force used to control the vehicle to avoid an obstacle;

[0032] Based on the control pressure, the wheel brakes of the vehicle are controlled to control the vehicle to avoid obstacles.

[0033] In the embodiment of the present application, after controlling the wheel brakes of the vehicle to correct the vehicle deviation based on the deviation direction, deviation degree, and wheel slip rate, the method further includes:

[0034] Determine the number of times the vehicle deviates within a preset time;

[0035] If the number of deviations exceeds a first preset number, determining a control frequency for controlling the wheel brakes of the vehicle;

[0036] Based on the control frequency, the wheel brakes of the vehicle are continuously controlled.

[0037] In the embodiment of the present application, after continuously controlling the wheel brakes of the vehicle based on the control frequency, the method further includes:

[0038] If the number of deviations within the preset time exceeds a second preset number, a prompt message is sent to a display unit of the vehicle, so that the display unit displays the prompt message to the driver after receiving the prompt message, wherein the second preset number is greater than the first preset number.

[0039] In a second aspect, the present application provides a vehicle control device, applied to a control unit, and a method including:

[0040] A vehicle speed and distance acquisition module is used to obtain first distance information and real-time vehicle speed of the vehicle in a normal driving state, where the first distance information represents the distance between the vehicle and the lanes on both sides;

[0041] an offset state determining module, configured to determine whether the vehicle is in an offset driving state based on the first distance information and preset distance information;

[0042] a numerical information acquisition module, configured to acquire driving numerical information of the vehicle when the vehicle is in an offset driving state, the driving numerical information including at least one of turning angle numerical information, braking stroke numerical information, and braking pressure numerical information;

[0043] A deviation state determination module is used to determine whether the vehicle is in a deviation state based on real-time vehicle speed and driving value information;

[0044] a deviation information determination module, configured to determine a deviation direction, a deviation degree, and a wheel slip rate of the vehicle when the vehicle is in a deviation driving state based on the first distance information, the real-time vehicle speed, and the wheel speed of the vehicle;

[0045] The brake control module is used to control the vehicle's wheel brakes based on the deviation direction, deviation degree and wheel slip rate to correct the vehicle.

[0046] In a third aspect, the present application provides a vehicle, comprising: a processor, and a memory communicatively connected to the processor;

[0047] Memory stores computer-executable instructions;

[0048] The processor executes the computer-executable instructions stored in the memory to implement the method of the present application.

[0049] In a fourth aspect, the present application provides a computer-readable storage medium, in which program code is stored. When the program code is called and executed by a processor, it is used to implement the method of the present application.

[0050] The vehicle control method, device, vehicle and storage medium provided by the present application obtain first distance information and real-time vehicle speed of the vehicle in a normal driving state, wherein the first distance information represents information about the distance between the vehicle and the lanes on both sides; based on the first distance information and preset distance information, determine that the vehicle is in an offset driving state; obtain driving numerical information when the vehicle is in the offset driving state, wherein the driving numerical information includes at least one of steering angle numerical information, braking travel numerical information and braking pressure numerical information; based on the real-time vehicle speed and driving numerical information, determine that the vehicle is in a deviation driving state; based on the first distance information, the real-time vehicle speed and the wheel speed of the vehicle, determine the deviation direction and deviation distance of the vehicle when it is in the deviation driving state; degree and wheel slip rate; based on the deviation direction, deviation degree and wheel slip rate, the vehicle's wheel brakes are controlled to correct the vehicle. For example, by further analyzing and processing the acquired distance information, the actual vehicle speed and one or more driving numerical information when the vehicle is in an offset driving state, the information reference range of the control unit is increased, the current vehicle state is better analyzed, and the actual application scenarios are expanded; the control unit controls the vehicle's wheel brakes to correct the vehicle, and can accurately and timely control one or more wheels of the vehicle to achieve vehicle deceleration and correction, avoid dangerous accidents in emergency situations, and improve the control effect of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0052] Figure 1 A schematic diagram of a scenario of a vehicle control method provided in an embodiment of the present application.

[0053] Figure 2 A flow chart of a vehicle control method provided in an embodiment of the present application.

[0054] Figure 3 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0055] Figure 4 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application.

[0056] Figure 5 This is a schematic structural diagram of a vehicle according to an embodiment of the present application.

[0057] The above-mentioned drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and textual descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0058] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0059] To maintain a straight line, ensure stability, and protect the safety of both drivers and passengers, conventional lane-keeping assist (LKA) systems (electronic steering systems) are often employed. This system utilizes visual sensors to capture road image information, then identifies lane boundaries. By comparing lane markings with the vehicle's direction of travel, it determines whether the vehicle has strayed from its lane. When the vehicle is about to stray from its lane, the electronic control unit calculates the required steering force and drives the steering system's motor to automatically apply the calculated steering force to return the vehicle to its normal trajectory. This method requires the motor to continuously output a certain amount of torque, which can easily burn out the motor. If the EPS fails, the function degrades to pure mechanical steering, making steering operations difficult and laborious for the driver. If lane boundary markings are blurred and the camera cannot clearly identify them, the lane-keeping assist signal is lost to the electronic control unit, preventing the EPS from receiving the command to activate LKA.

[0060] To address the aforementioned issues, embodiments of the present application provide a vehicle control method that can determine whether a vehicle is in a deviating driving state based on distance information and real-time vehicle speed transmitted by a ranging radar; determine whether the vehicle is in a swerving driving state based on information data transmitted by a steering angle sensor, a brake travel sensor, and a brake pressure sensor; a control unit calculates and determines the direction of deviation, degree of deviation, and wheel slip rate, and determines a braking force, wherein the wheel brakes of one or more wheels apply a certain braking force to change the wheel speed, thereby correcting the vehicle's deviation. Thus, by further analyzing and processing the acquired distance information, real-time vehicle speed, and one or more driving numerical information when the vehicle is in a swerving driving state, the information reference range of the control unit is increased, the current vehicle state is better analyzed, and practical application scenarios are expanded; the control unit controls the vehicle's wheel brakes to correct the vehicle's deviation, and can accurately and timely control one or more wheels of the vehicle to achieve vehicle deceleration and deviation correction, avoiding dangerous accidents in emergency situations and improving vehicle control effectiveness.

[0061] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0062] Figure 1 This is a diagram of an actual application scenario of a vehicle control method provided in one embodiment of the present application. Figure 1 As shown, the scene graph may include a signal monitoring unit 11 , a control unit 12 and an execution unit 13 .

[0063] Among them, the signal monitoring unit 11 can be located in multiple parts of the vehicle body, including multiple sensor units, such as wheel speed sensors, brake pressure sensors, brake stroke sensors, steering angle sensors, and yaw angle sensors, etc. The signal monitoring unit can also include signal monitoring units such as vehicle key unlocking signals or vehicle door opening signals and brake pedal trigger signals, turn signal monitoring units, accelerator pedal signal monitoring units, and radar ranging signal monitoring units, etc. As long as it is a unit that monitors the signal during the vehicle's driving process, this embodiment does not impose any restrictions on this.

[0064] The control unit 12 can be a control unit of a chassis domain control system or an electronic stability control system (ESC) system, or it can be an electronic hydraulic control unit. As long as it is a control unit that serves as the central brain of the entire vehicle system and is responsible for information processing, calculation, and issuing control instructions, this embodiment does not impose any restrictions on this.

[0065] The execution unit 13 can be four wheel brakes corresponding to the four wheels of the vehicle respectively, or a unit that controls the wheel speed according to the action instructions input by the control unit 11, or an execution unit with four independent channels of electronically controlled hydraulics. This embodiment also does not impose any restrictions on this.

[0066] The signal interaction between the signal monitoring unit 11, the control unit 12 and the execution unit 13 can be achieved through the vehicle communication network transmission, such as CAN bus, LIN bus, Flexray bus, etc., or through other wired or wireless transmission methods, which is also not limited in this embodiment.

[0067] In some embodiments, when the user is ready to start the vehicle, the user may use the vehicle key to unlock the vehicle, open the door, or step on the accelerator pedal. At this time, the corresponding signal monitoring unit 11 monitors that the vehicle is awakened and sends a vehicle awakening signal to the control unit 12 to put the control unit 12 into working state. After the vehicle wakes up, the accelerator pedal signal monitoring unit and the wheel speed sensor unit in the signal monitoring unit 11 send the monitored vehicle signals to the control unit 12, wherein the signals monitored by the accelerator pedal signal monitoring unit include the pedal opening signal and slope signal of the gasoline vehicle, or the controller voltage signal of the electric vehicle, and the signal package monitored by the wheel speed sensor unit The control unit 12 reads the vehicle signals monitored and sent by the accelerator pedal signal monitoring unit and the wheel speed sensor unit. If the two signals meet the threshold requirements at the same time, the control unit 12 determines that the current vehicle is in a normal driving state. After the vehicle enters the normal driving state, the radar ranging signal monitoring unit in the signal monitoring unit 11 sends the monitored vehicle driving distance information to the control unit 12. The vehicle driving distance information monitored by the radar ranging signal monitoring unit can be the distance information between the vehicle and the two ends of the lane during driving. The control unit 12 reads the vehicle distance data within multiple consecutive time periods T. Based on this, calculations are made to determine whether the vehicle has deviated from the lane; if the control unit 12 calculates that the lane has deviated, the control unit 12 will make further judgments in combination with other signals sent by the signal monitoring unit 11 to determine whether the vehicle is in a normal turning state or a deviation state. Based on this, if the control unit 12 reads that the real-time vehicle speed is greater than the vehicle idle speed, and the control unit 12 does not read the turn signal signal and the angle sensor signal sent by the signal monitoring unit 11, and the brake pressure signal and the brake travel signal sent by the brake pressure sensor and the brake travel sensor are not greater than the threshold, then the control unit 12 determines that the vehicle is in a deviation state. Deviation state; when the vehicle is in the deviation state, the control unit 12 implements dynamic control of the vehicle according to the control algorithm based on the current deviation direction, deviation degree, real-time vehicle speed and single wheel slip rate of the vehicle. That is, when the vehicle deviates to the left, the control unit 12 implements dynamic braking control on the execution unit 13 in front of the right side of the vehicle and the execution unit 13 in the rear of the right side of the vehicle, and controls the vehicle to correct the deviation by reducing the speed of the right wheel, so as to keep the vehicle driving normally in the lane. Similarly, when the vehicle deviates to the right, the control unit 12 implements dynamic braking control on the execution unit 13 in front of the left side of the vehicle and the execution unit 13 in the rear of the left side of the vehicle.

[0068] Among them, vehicle correction refers to the situation where the vehicle deviates from the driving direction during driving and needs to be adjusted to maintain driving stability and safety.

[0069] Figure 2This is a flow chart of a vehicle control method provided in an embodiment of the present application. The execution subject of the method may be a control unit. Figure 2 As shown, the vehicle control method may include the following steps:

[0070] S210: Acquire first distance information and a real-time speed of the vehicle in a normal driving state, where the first distance information represents information about the distance between the vehicle and lanes on both sides.

[0071] The normal driving state may be a state in which the vehicle is running after being started by a user, that is, the normal operating state represents a state in which the vehicle enters a state in which the vehicle is normally started and used by a user from being stationary.

[0072] The first distance information may be the distance information between the vehicle and both sides of the lane when the vehicle is in a normal driving state. For example, after the user starts the vehicle, the vehicle is driving normally on the road, that is, the vehicle is currently in a normal driving state. At this time, there is a certain distance between the vehicle and both sides of the driving lane. This distance information between the vehicle and both sides of the lane is the first distance information. In this regard, the lane may be a road with guardrails on both sides for vehicle driving. In this case, the first distance information refers to the distance information between the vehicle and the guardrails on both sides of the lane. The lane may also be a road without guardrails on both sides. In this case, the first distance information refers to the distance information between the vehicle and the edge of the road. That is, any lane can be any road that can accommodate normal vehicle driving. This embodiment does not limit the type of lane.

[0073] Based on this, in some embodiments, the first distance information can be monitored by a radar ranging signal monitoring unit to monitor the distance between the vehicle and both sides of the lane during driving. The radar ranging signal monitoring unit monitors the first distance information of the vehicle under normal driving conditions and sends it to the control unit; the control unit thereby obtains the first distance information of the vehicle sent by the radar ranging signal monitoring unit, and the control unit also obtains the real-time speed of the current vehicle.

[0074] In some embodiments, before obtaining the first distance information and the real-time vehicle speed of the vehicle in a normal driving state, the method further includes:

[0075] receiving a wake-up signal;

[0076] Based on the wake-up signal, the control unit enters the working state;

[0077] After the control unit enters the working state, the pedal information and wheel speed information are obtained;

[0078] Determine the current state of the vehicle based on the pedal information and wheel speed information;

[0079] If the current state is a normal driving state, the step of obtaining first distance information and real-time vehicle speed of the vehicle in the normal driving state is executed.

[0080] The wake-up signal may be a signal generated when the user uses the vehicle key to unlock the vehicle, opens the door, or steps on the accelerator pedal, or may be other signals indicating that the vehicle is awakened by the user and enters the start state. This embodiment does not limit this.

[0081] The working state may be a normal operating state of the control unit, that is, the control unit enters into operation after obtaining the wake-up signal and is able to receive and send instructions.

[0082] The pedal information may be a pedal opening signal and a slope signal of a gasoline vehicle, or a controller voltage signal of an electric vehicle.

[0083] The wheel speed information may be a wheel speed signal of the vehicle.

[0084] Based on this, the control unit receives a wake-up signal sent by a signal monitoring unit located at a door, pedal, or other location. At this time, the vehicle is awakened by the user and is in a normal start-up state. After receiving the wake-up signal, the control unit enters an operating state from an inoperative state and can begin receiving and sending commands. After entering the operating state, the control unit obtains pedal information sent by an accelerator pedal signal monitoring unit in the signal monitoring unit and wheel speed information sent by a wheel speed sensor unit, and determines the current state of the vehicle based on these two pieces of information. If the vehicle is a gasoline vehicle, the pedal information includes the pedal opening signal and slope signal of the gasoline vehicle. Since the opening of the vehicle's accelerator pedal determines the relevant engine speed, the slope of the accelerator pedal is related to the vehicle's fuel consumption, and the wheel speed information represents the vehicle's actual wheel speed, the control unit can determine the current vehicle operating state based on the vehicle's engine speed, fuel consumption, and real-time wheel speed. If the vehicle is an electric vehicle, since the electric vehicle's controller is the core control component used to control functions such as starting, running, and stopping the electric vehicle's motor, it can also reflect the vehicle's real-time state. Therefore, the control unit can determine the current vehicle operating state based on the voltage of the vehicle controller and the real-time wheel speed.

[0085] In this embodiment, the control unit can obtain the accelerator pedal information and wheel speed information under normal driving conditions during factory settings. Based on this, if the control unit obtains in real time the accelerator pedal information and wheel speed information sent by the signal monitoring unit that are consistent with the information under normal driving conditions, the control unit determines that the current vehicle is in a normal driving state and executes the control steps under the normal driving state.

[0086] S220: Determine, based on the first distance information and preset distance information, whether the vehicle is in an offset driving state.

[0087] Among them, the preset distance information refers to the pre-set vehicle distance information, which can be the preset distance between the vehicle and the two sides of the lane under normal driving conditions, which is used to determine the distance range of the vehicle during normal driving. For example, a lane is 20 meters wide. Ideally, the vehicle should travel in the middle of the lane, that is, without considering its own vehicle width, the vehicle should be 10 meters away from both sides of the lane. However, during normal driving, the distance between the vehicle and the two ends of the lane is not fixed. When the vehicle is 8 meters away from one side of the lane and 12 meters away from the other side, it can be regarded as being within a safe driving range and there is no need to adjust and control the vehicle. When the vehicle is 3 meters away from one side of the lane and 17 meters away from the other side, the vehicle has seriously deviated from the normal driving route and is prone to lane collision, resulting in safety accidents. The vehicle's driving needs to be adjusted. In other words, if the distance between the vehicle and one side of the lane is within the preset distance range, the vehicle is deemed to have a safety hazard and needs to be adjusted and controlled.

[0088] The preset distance information may be set at the factory or may be set by the user, and this embodiment does not impose any limitation on this.

[0089] The offset driving state is a vehicle driving state that may occur after the vehicle enters the normal operating state. If the vehicle's pedal information and wheel speed information meet the preset conditions, the vehicle starts to turn from stationary to normal start-up operation, that is, the vehicle enters the normal operating state. After entering the normal operating state, the vehicle may enter other operating states according to actual conditions. If the vehicle's driving deviates from the normal driving path, the vehicle is deemed to have entered the offset driving state.

[0090] Based on this, the control unit compares the acquired first distance information of the vehicle with the preset distance information. If the first distance information matches the preset distance information, that is, the vehicle exceeds the normal driving range, the current vehicle is in an offset driving state.

[0091] In some embodiments, the first distance information includes sub-distance information within at least two consecutive time periods, the sub-distance information including sub-distance data, the sub-distance data representing the distance between the vehicle and two lanes within a time period, and determining the offset driving state of the vehicle based on the first distance information and preset distance information includes:

[0092] Comparing the sub-distance data with preset distance data in the preset distance information, wherein the preset distance data represents a preset distance threshold between the vehicle and the lanes on both sides;

[0093] If the sub-distance data meets the distance comparison requirement with the preset distance data, the sub-distance information corresponding to the sub-distance data is determined to be the target sub-distance information;

[0094] If the number of target sub-distance information meets the preset number requirement and the time periods corresponding to the target sub-distance information meet the preset time continuity requirement, the offset driving state of the vehicle is determined.

[0095] The sub-range information refers to the distance information that the radar ranging signal monitoring unit obtains and sends to the control unit every time period.

[0096] The sub-distance data is the distance data between the vehicle and the two sides of the lane included in the sub-distance information, that is, the sub-distance data represents the distance between the vehicle and the two sides of the lane within a time period.

[0097] Based on this, the radar ranging signal monitoring unit sends the vehicle sub-range information to the control unit. The sub-range data of the sub-range information of the control unit are compared with the preset sub-range data in the preset sub-range information. If a consecutive preset number of sub-range data fall within the preset sub-range data, that is, the sub-range information meets the range of the preset sub-range information, the control unit determines that the current vehicle is in an offset driving state, where the preset number can be a number set at the factory or a number set by the user, and this embodiment does not impose any restrictions on this; the sub-range data in the preset sub-range information can also be distance data set at the factory or a distance data set by the user, and this embodiment also does not impose any restrictions on this.

[0098] For example, if the preset number is 3 consecutive cycles and the preset sub-distance data is 3 meters, the control unit obtains the distance between the vehicle and the two sides of the lane sent by the radar ranging signal monitoring unit within a certain time period, and the distance does not exceed 3 meters. At this time, the control unit determines that the current vehicle may have offset. The control unit continues to obtain the distance information sent by the radar ranging signal monitoring unit. If the control unit obtains that the distance between the vehicle and the two sides of the lane does not exceed 3 meters in 3 consecutive cycles, the control unit determines that the current vehicle has offset and is in an offset driving state.

[0099] S230: Acquire driving numerical information when the vehicle is in an offset driving state, where the driving numerical information includes at least one of turning angle numerical information, braking stroke numerical information, and braking pressure numerical information.

[0100] Among them, the driving numerical information can be at least one of the turning angle numerical information, the braking stroke numerical information, and the braking pressure numerical information, or it can be the driving information of other vehicles in an offset driving state. As long as it can reflect the driving state of the vehicle, this embodiment does not impose any restrictions on this.

[0101] Based on this, the control unit obtains the vehicle driving numerical information sent by at least one of the rotation angle sensor, the brake stroke sensor and the brake pressure sensor in the radar ranging signal monitoring unit.

[0102] S240: Determine whether the vehicle is in a swerving state based on the real-time vehicle speed and driving numerical information.

[0103] The deviation driving state refers to a driving state in which the vehicle deviates from the normal driving route.

[0104] Based on this, the vehicle enters the normal operating state after normal start. If the vehicle is too close to one side of the lane during normal operation, the vehicle enters the offset driving state, and the offset driving state is divided into the vehicle being in a normal turning state or a deviation driving state. If the vehicle is in a normal turning state, there is no need to adjust the vehicle; if the vehicle is in a deviation driving state, it is prone to safety accidents, and the vehicle needs to be controlled to correct the deviation; the control unit determines whether the vehicle is in a deviation driving state based on the current real-time vehicle speed and the obtained driving numerical information, so as to determine whether to control and correct the vehicle.

[0105] In some embodiments, determining the vehicle's yaw state based on real-time vehicle speed and driving numerical information includes:

[0106] The control unit compares the real-time vehicle speed with the preset vehicle speed;

[0107] If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, it is determined that the vehicle is in a swerving driving state based on the driving numerical information.

[0108] The preset vehicle speed refers to a pre-set vehicle speed, which may be the vehicle's idle speed.

[0109] Idle is a working condition of a car, which means that the engine is running in neutral. The speed of the engine when idling is called idle speed.

[0110] The comparison requirement may be that the real-time vehicle speed is greater than the vehicle idle speed.

[0111] When the vehicle is in a deviating driving state, it may be that the vehicle is turning normally, or it may be that the vehicle is running off the track. Compared with the normal turning driving state, the user generally does not have manual control over the vehicle in the deviating driving state. Therefore, the specific driving state of the vehicle can be determined based on the real-time speed and driving numerical information of the vehicle, so that the control unit can control the vehicle according to the current driving state of the vehicle.

[0112] Based on this, the control unit determines whether the vehicle is in a veer-off driving state based on the current real-time vehicle speed and the acquired driving numerical information. If the real-time vehicle speed is greater than the vehicle idle speed, that is, the vehicle is in operation, the control unit determines that the vehicle is in a veer-off driving state based on the driving numerical information.

[0113] In other embodiments, if the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, the driving numerical information is compared with the preset driving numerical information, wherein the preset driving numerical information includes preset turning angle numerical information, preset braking stroke numerical information, and preset braking pressure numerical information;

[0114] If the driving numerical information does not meet the numerical information comparison requirements with the preset driving numerical information, it is determined that the vehicle is in a swerving driving state, wherein the numerical information comparison requirements include the comparison requirements of the turning angle numerical information with the preset turning angle numerical information, the comparison requirements of the braking stroke numerical information with the preset braking stroke numerical information, and the comparison requirements of the braking pressure numerical information with the preset braking pressure numerical information.

[0115] The comparison requirement may be that the current vehicle's form numerical information meets the information range of the preset state driving numerical information.

[0116] The preset turning angle numerical information, the preset braking stroke numerical information, and the preset braking pressure numerical information can be preset thresholds. If the vehicle's driving numerical information does not exceed the preset threshold, the control unit deems that the driving numerical information has not been obtained, that is, the driving numerical information does not meet the numerical information comparison requirements with the preset driving numerical information, and the current vehicle is in a deviation driving state.

[0117] In this embodiment, the real-time speed of the vehicle is greater than the idle speed, that is, the vehicle is in normal operation, but is in an offset driving state. At this time, the control unit needs to further determine whether the vehicle is in a normal turning state or a deviation driving state. If the steering wheel of the vehicle is not turned, that is, the control unit does not obtain the steering angle sensor signal, and the brake pedal is not used, that is, the control unit does not obtain the brake pressure signal and the brake stroke signal, that is to say, the vehicle is in an offset driving state, but the user does not perform the steering wheel operation and brake operation that should be required for normal turning. At this time, the control unit determines that the vehicle is not in a normal turning state, and the control unit determines that the current vehicle is in a deviation driving state.

[0118] Furthermore, the user may be performing a turning operation, but the force used by the user to turn the steering wheel and step on the brake pedal is too small, resulting in the steering angle sensor signal, brake travel signal and brake pressure signal being less than the threshold. At this time, for safety reasons, the control unit will also regard this situation as the vehicle is not in a normal turning state, and will adjust and control the vehicle operation to ensure that the vehicle can turn safely and avoid safety accidents. The threshold can be set at the factory or set by the user, and this embodiment does not limit this.

[0119] Based on this, after the control unit determines that the current vehicle's real-time speed is greater than the vehicle's idle speed, it compares the driving numerical information with the preset driving numerical information. The driving numerical information includes at least one of the steering angle numerical information, the braking stroke numerical information, and the braking pressure numerical information. If the steering angle numerical information does not fall within the preset steering angle numerical information range, the braking stroke numerical information does not fall within the preset braking stroke numerical information range, and the braking pressure numerical information does not fall within the preset braking pressure numerical information range, that is, the steering angle sensor signal, the braking stroke signal, and the braking pressure signal of the current vehicle are not greater than the threshold, then the control unit further determines that the current vehicle is in a deviation driving state in the offset driving state.

[0120] In this embodiment, the control unit determines whether the vehicle is in a swerving state based on the current real-time vehicle speed and the acquired driving numerical information. If the control unit calculates that the vehicle speed is less than the threshold value based on the wheel speed sensor signal, the general turning speed is less than 25 km / h, and the turn signal and the steering angle sensor signal are read at the same time, this situation is judged as a normal turn; if the control unit calculates that the vehicle speed is greater than the threshold value, and the turn signal and the steering angle sensor signal are read at the same time, and the brake travel signal and the brake pressure signal are greater than the threshold value, this situation is judged as a normal turn. When the user drives the vehicle to turn normally, the control unit will not control the vehicle.

[0121] S250: Determine the deviation direction, deviation degree, and wheel slip rate of the vehicle when the vehicle is in a deviation driving state based on the first distance information, the real-time vehicle speed, and the wheel speed of the vehicle.

[0122] The deviation direction may be a direction in which the vehicle is too close to a certain side of the lane, the deviation degree may be related to the distance of the vehicle from the lane on the side that is too close, and the wheel slip rate refers to the proportion of the slip component in the wheel motion.

[0123] Based on this, according to the distance information between the vehicle and the two sides of the lane in the first distance information, the control unit determines the distance information between the vehicle and the two sides of the lane, and determines the direction of the side with smaller distance data in the distance information as the deviation direction of the vehicle; the deviation degree of the vehicle is determined according to the specific distance data between the vehicle and the lane, for example, the deviation degree of the vehicle can be determined according to the ratio of the real-time distance data to the distance data in the preset distance information, or the deviation degree can be determined according to other algorithms, which is not limited in this embodiment; the wheel slip rate is determined according to the real-time vehicle speed and the wheel speed of the vehicle, the slip rate can be represented by S, the vehicle speed can be represented by U, and the vehicle wheel speed can be represented by U W The slip ratio S can be expressed as It can be obtained by calculation or by other algorithms.

[0124] S260: Based on the deviation direction, deviation degree, and wheel slip rate, control the wheel brakes of the vehicle to correct the deviation of the vehicle.

[0125] Among them, the wheel brake refers to the brake that controls the rotation speed of the wheel according to the action instructions sent by the control unit. It can be an electro-hydraulic four-channel independently controlled brake, or it can be other brakes that can control the wheels individually. There are four wheel brakes, corresponding one to one to the four wheels, and can control one or more of the four wheels according to the instructions of the control unit, thereby realizing the braking control of the vehicle.

[0126] Based on this, the control unit implements dynamic control of the vehicle according to the control algorithm based on the vehicle's deviation direction, deviation degree and single wheel slip rate. When the vehicle deviates to the left, the control unit implements dynamic braking control on the right front brake and the right rear brake, and achieves the purpose of correcting the deviation and maintaining the lane by reducing the right wheel speed; when the vehicle deviates to the right, the control unit implements dynamic braking control on the left front brake and the left rear brake, and achieves the purpose of correcting the deviation and maintaining the lane by reducing the left wheel speed.

[0127] In some embodiments, the method further includes: acquiring second distance information, the second distance information representing information about the distance between the vehicle and a front obstacle along a traveling direction of the vehicle;

[0128] determining a control pressure of the vehicle based on the second distance information, where the control pressure is a driving force used to control the vehicle to avoid an obstacle;

[0129] Based on the control pressure, the wheel brakes of the vehicle are controlled to control the vehicle to avoid obstacles.

[0130] In this embodiment, the vehicle may encounter an obstacle in front during the deviation process. At this time, the vehicle needs to complete two operations: correction and obstacle avoidance. Based on this, the control unit detects and sends the second distance information of the vehicle through the front radar, that is, the information about the distance between the vehicle and the obstacle in front. When it determines that a danger may occur, the control unit will simultaneously control the corresponding four wheels through the four wheel brakes, calculate the control pressure required for correction and obstacle avoidance based on the first distance information and the second distance information, and implement the corresponding control strategy to achieve the purpose of correction and risk avoidance. The front radar is generally arranged in front of the front of the vehicle.

[0131] In other embodiments, after controlling the wheel brakes of the vehicle to correct the vehicle deviation based on the deviation direction, deviation degree, and wheel slip rate, the method further includes: determining the number of times the vehicle deviates within a preset time;

[0132] If the number of deviations exceeds a first preset number, determining a control frequency for controlling the wheel brakes of the vehicle;

[0133] Based on the control frequency, the wheel brakes of the vehicle are continuously controlled.

[0134] The first preset number of times refers to a preset number of times the vehicle deviates. When the number of times the vehicle deviates within the preset time exceeds the first preset number of times, the vehicle continues to deviate within the preset time.

[0135] The control frequency refers to the frequency at which the control unit controls the wheel brakes. The more times the vehicle deviates within a preset time, the higher the control frequency of the control unit.

[0136] The preset time and the first preset number of times may be set when the vehicle leaves the factory, or may be set by the user, and this embodiment does not impose any restrictions on this.

[0137] Based on this, if the number of times the vehicle deviates within the preset time exceeds the preset number of deviations, that is, it is greater than the first preset number, the vehicle deviates continuously. At this time, the control module will continue to control the wheel brakes according to the control frequency, and correct the deviation by reducing the wheel speed on one side; the control module can determine the control frequency by the ratio between the time when the number of vehicle deviations reaches the first preset number and the length of the preset time, or it can determine the control frequency based on vehicle driving information and other algorithms, or use a preset frequency as the control frequency, and this embodiment does not impose any restrictions on this.

[0138] In some other embodiments, after continuously controlling the wheel brakes of the vehicle based on the control frequency, the method further includes: if the number of deviations within a preset time exceeds a second preset number, sending a prompt message to a display unit of the vehicle, so that the display unit displays the prompt message to the driver after receiving the prompt message, wherein the second preset number is greater than the first preset number.

[0139] Among them, the second preset number is another preset number of times the vehicle deviates, and the second preset number is greater than the first preset number. If the total number of times the vehicle deviates within the preset time exceeds the second preset number, it is deemed that the vehicle is still deviating continuously after continuous adjustment and control by the control unit within the preset time.

[0140] The display unit may be an in-vehicle voice unit or an in-vehicle display screen unit, as long as it is a unit that can output preset prompt information to the user.

[0141] The prompt information can be a voice prompt information or a screen display information, as long as it can prompt the user that the current vehicle is continuously deviating and that manual control of the steering wheel is required. This embodiment does not impose any restrictions on this.

[0142] Based on this, when the vehicle deviates more than a first preset number of times within a preset time, the control unit controls the wheel brakes according to a certain control frequency to correct the vehicle. If the vehicle continues to deviate thereafter, when the vehicle deviates more than a second preset number of times, for safety reasons, the control unit sends a prompt message to the vehicle's display unit, so that the display unit displays a prompt message to the driver after receiving the prompt message, reminding the user that the current vehicle continues to deviate and that manual control of the steering wheel is required. The prompt message can be output by the vehicle's voice system or by the vehicle's screen system.

[0143] The vehicle control method provided in the embodiment of the present application can obtain multiple vehicle driving signals sent by the signal monitoring unit through the control unit to determine the current driving state of the vehicle. If the driving state of the vehicle is a deviation driving state, the control unit controls the wheel actuators to brake the corresponding wheels respectively. The control unit will adopt different control frequencies and control strategies based on the number of times the vehicle deviates within a certain period of time. If the vehicle encounters an obstacle in front while deviating, the control unit can correct the deviation and avoid the obstacle, thereby ensuring the safety of the user. In this way, by further analyzing and processing the obtained distance information, the actual vehicle speed, and one or more driving numerical information when the vehicle is in the deviation driving state, the information reference range of the control unit is increased and the application scenarios are expanded. The control unit controls the vehicle's wheel brakes to correct the vehicle's deviation and can accurately and timely control one or more wheels of the vehicle. In the case of a situation where the vehicle deviates and encounters an obstacle in front, the control unit can reduce the speed of the vehicle and correct the deviation to avoid dangerous accidents in emergency situations. The control unit implements different implementation strategies based on the number of times the vehicle deviates within a certain period of time and different control frequencies, thereby increasing safety and reliability and improving the control effect of the vehicle.

[0144] Figure 3 A flow chart of another vehicle control method provided in an embodiment of the present application is shown in FIG. Figure 3 As shown, the method includes:

[0145] S310: After the vehicle wakes up, the control module reads the working signal of the electronic accelerator pedal and the wheel speed signal detected by the wheel speed sensor, and if the threshold requirements are met at the same time, it is determined that the vehicle is in a normal driving state.

[0146] Among them, vehicle wake-up can be the vehicle's signal monitoring unit providing an input signal for the wake-up or start-up of the control module. It can be defined as a vehicle key unlocking signal or a vehicle door opening signal and a brake pedal trigger signal. After receiving this signal, the control module will start and enter normal working state.

[0147] The working signal of the electronic accelerator pedal can be determined according to the type of vehicle. For example, the working signal of the electronic accelerator pedal of a gasoline vehicle can be the pedal opening and slope, and the working signal of the electronic accelerator pedal of an electric vehicle can be the controller voltage.

[0148] Based on this, after the control module reads the wake-up signal including the vehicle key unlocking signal or the vehicle door opening signal and the brake pedal trigger signal, it enters the working state and starts to read the working signal of the electronic accelerator pedal and the wheel speed signal detected by the wheel speed sensor and make a judgment. If both signals are greater than the threshold, that is, the vehicle is in the starting and running state, then the control module determines that the current vehicle is in a normal driving state.

[0149] S320: The vehicle is in a normal driving state, and the radar monitoring function is turned on. The control module obtains information input by the ranging radars arranged in front and behind the vehicle according to a period T, continuously reads the data within the time period T, and performs calculations to determine whether the vehicle has deviated from the lane.

[0150] Among them, the control module continuously reads the data of the time period T for calculation, which means that the control module reads the distance data in the information sent by the ranging radar within multiple consecutive time periods, and calculates the distance data within each time period separately. The number of consecutive time periods can be set, which can be set when the vehicle is factory set, or can be set separately by the user.

[0151] Based on this, after the control module determines that the vehicle is in a normal driving state, it reads the distance information sent by the ranging radar according to a time period T. The control module continuously reads the distance data within a preset number of time periods T for calculation to determine whether the lane has deviated. If the calculated results of the distance data within the preset number of time periods are all deviations, then the control module determines that the current vehicle is in a deviating driving state. The control module can calculate the deviation by obtaining the ratio of the distance data in the distance information sent by the radar and the ideal driving distance of the vehicle in the current lane, or it can use other algorithms to calculate the deviation. This embodiment does not impose any restrictions on this.

[0152] S330: Calculate the lane deviation of the vehicle and make a logical judgment based on other signals. If the calculated vehicle speed is greater than the idle speed, no turn signal signal is read, and the steering angle sensor signal, brake travel signal, and brake pressure signal are all less than the threshold, it is determined that the vehicle is currently deviating.

[0153] Based on this, if the control module continuously reads the distance data within a preset number of time periods T for calculation and determines that the current vehicle is in a deviating driving state, the control module will make a further judgment: if the vehicle is in a deviating driving state, the real-time vehicle speed is greater than the idle speed, and the control module does not read the turn signal signal, the angle sensor signal, the brake travel signal and the brake pressure signal are not greater than the threshold, that is, the vehicle is in a deviating driving state, but the user does not perform the normal turning operations, then the control module determines that the current vehicle is in a deviating driving state.

[0154] Furthermore, if the control module calculates that the vehicle speed is less than the threshold based on the wheel speed sensor signal, the general turning speed is less than 25km / h, and the turn signal and the steering angle sensor signal are read at the same time, this situation is judged as a normal turn; if the control module calculates that the vehicle speed is greater than the threshold, and the turn signal and the steering angle sensor signal are read at the same time, and the brake stroke signal and the brake pressure signal are greater than the threshold, this situation is judged as a normal turn.

[0155] S340: Dynamically control the vehicle according to the control algorithm based on the deviation direction, deviation degree, vehicle speed, and slip rate of a single wheel.

[0156] Among them, the determination of the deviation direction can be that the control module determines the distance information between the vehicle and the two sides of the lane based on the distance information sent by the ranging radar, and determines the direction of the side with smaller distance data in the distance information as the deviation direction of the vehicle; the determination of the deviation degree can be that the control module determines the deviation degree of the vehicle based on the specific distance data between the vehicle and the lane. For example, the deviation degree of the vehicle can be determined based on the ratio of real-time distance data to distance data in preset distance information, or based on other algorithms, which is not limited in this embodiment; the determination of the wheel slip rate can be that the control module determines the wheel slip rate based on the real-time vehicle speed and the vehicle's wheel speed. The slip rate can be represented by S, the vehicle speed can be represented by U, and the vehicle wheel speed can be represented by U. W The slip ratio S can be expressed as Calculated.

[0157] Based on this, when the vehicle is in a deviating driving state, if the control module further determines that the current vehicle is in a running state, the control module calculates and determines the vehicle's deviation direction, deviation degree, vehicle speed and single wheel slip rate, and implements dynamic control of the vehicle according to the control algorithm. When the vehicle deviates to the left, the control module implements dynamic braking control on the right front brake and the right rear brake, and achieves the purpose of correcting the deviation and maintaining the lane by reducing the right wheel speed; when the vehicle deviates to the right, the control module implements dynamic braking control on the left front brake and the left rear brake, and achieves the purpose of correcting the deviation and maintaining the lane by reducing the left wheel speed.

[0158] S350: If the vehicle continues to deviate, control is continuously implemented, and the frequency of control and the magnitude of the brake pressure are calculated. When the number of times the vehicle continues to deviate exceeds a threshold, a command is sent to the voice system to remind the driver that the vehicle continues to deviate and that manual control of the steering wheel is required.

[0159] Based on this, if the control module implements dynamic control of the vehicle and the vehicle still deviates, the control module will calculate the control frequency required for the current correction based on the actual deviation of the vehicle and the preset algorithm, and perform continuous correction according to the calculated frequency; if the number of deviations of the vehicle within the preset time exceeds the threshold, the control module will send an instruction to the voice system to remind the driver that the vehicle continues to deviate and that manual control of the steering wheel is required. The preset time and threshold can be set by the vehicle when it leaves the factory or by the user individually.

[0160] S360: When the vehicle veers off the track and encounters an obstacle ahead, and the distance signal detected by the ranging radar determines that a danger may occur, the vehicle controls all four wheels simultaneously. Based on the control pressure required to calculate the distance to correct the deviation and avoid the obstacle, different control strategies are implemented to achieve the purpose of correcting the deviation and avoiding the danger.

[0161] Based on this, if the control module determines that the current vehicle is in a swerving state, and the distance information sent by the ranging radar installed in front of the vehicle also determines that there is an obstacle in front of the vehicle, that is, the current vehicle needs both correction and obstacle avoidance, then the control module will calculate the control pressure required for correction and obstacle avoidance based on the distance data in the distance information sent by the ranging radar and a preset algorithm, and control the wheel brakes of the four wheels based on the control pressure to achieve the purpose of correction and risk avoidance. Another vehicle control method provided by the embodiment of the present application can input lane departure information and vehicle distance information into the ESC or chassis domain controller based on the radar lane departure monitoring system. The ESC system or chassis domain controller applies a certain braking force to one or more wheels to change the wheel speed based on the principles of vehicle dynamics and control algorithms through the ESC's four-channel independent control technology, thereby achieving the purpose of correcting the vehicle's deviation. The radar detection technology can identify lane departure and front obstacle information, which is more reliable than the existing visual sensing technology solution that relies entirely on cameras. At the same time, the implementation cost and maintenance cost are low. Through the independent channel control technology of ESC combined with the software algorithm, the vehicle speed reduction and correction actions can be implemented simultaneously to avoid dangerous accidents in emergency situations.

[0162] Figure 4 This is a structural block diagram of a vehicle control device 400 provided in an embodiment of the present application, such as Figure 4As shown, the vehicle control device 400 includes: a vehicle speed distance acquisition module 410 , an offset state determination module 420 , a numerical information acquisition module 430 , a deviation state determination module 440 , a deviation information determination module 450 and a brake control module 460 .

[0163] The vehicle speed and distance acquisition module 410 is used to obtain first distance information and real-time vehicle speed of the vehicle in a normal driving state, where the first distance information represents the distance between the vehicle and the two lanes;

[0164] an offset state determining module 420 for determining whether the vehicle is in an offset driving state based on the first distance information and preset distance information;

[0165] a numerical information acquisition module 430 for acquiring driving numerical information when the vehicle is in an offset driving state, the driving numerical information including at least one of turning angle numerical information, braking travel numerical information, and braking pressure numerical information;

[0166] A deviation state determination module 440 is used to determine whether the vehicle is in a deviation state based on real-time vehicle speed and driving value information;

[0167] a deviation information determination module 450 for determining a deviation direction, a deviation degree, and a wheel slip rate of the vehicle when the vehicle is in a deviation state based on the first distance information, the real-time vehicle speed, and the wheel speed of the vehicle;

[0168] The brake control module 460 is used to control the wheel brakes of the vehicle based on the deviation direction, deviation degree and wheel slip rate to correct the vehicle.

[0169] In the embodiment of the present application, the vehicle speed distance acquisition module 410 may also be specifically used to:

[0170] receiving a wake-up signal;

[0171] Based on the wake-up signal, the control unit enters the working state;

[0172] After the control unit enters the working state, the pedal information and wheel speed information are obtained;

[0173] Determine the current state of the vehicle based on the pedal information and wheel speed information;

[0174] If the current state is a normal driving state, the step of obtaining first distance information and real-time vehicle speed of the vehicle in the normal driving state is executed.

[0175] In the embodiment of the present application, the offset state determination module 420 may also be specifically configured to:

[0176] Comparing the sub-distance data with preset distance data in the preset distance information, wherein the preset distance data represents a preset distance threshold between the vehicle and the lanes on both sides;

[0177] If the sub-distance data meets the distance comparison requirement with the preset distance data, the sub-distance information corresponding to the sub-distance data is determined to be the target sub-distance information;

[0178] If the number of target sub-distance information meets the preset number requirement and the time periods corresponding to the target sub-distance information meet the preset time continuity requirement, the offset driving state of the vehicle is determined.

[0179] In the embodiment of the present application, the deviation state determination module 440 may also be specifically configured to:

[0180] Compare the real-time speed with the preset speed;

[0181] If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, it is determined that the vehicle is in a swerving driving state based on the driving numerical information.

[0182] In the embodiment of the present application, the deviation state determination module 440 may also be specifically configured to:

[0183] If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, then the driving numerical information is compared with the preset driving numerical information, wherein the preset driving numerical information includes preset turning angle numerical information, preset braking stroke numerical information, and preset braking pressure numerical information;

[0184] If the driving numerical information does not meet the numerical information comparison requirements with the preset driving numerical information, it is determined that the vehicle is in a swerving driving state, wherein the numerical information comparison requirements include the comparison requirements of the turning angle numerical information with the preset turning angle numerical information, the comparison requirements of the braking stroke numerical information with the preset braking stroke numerical information, and the comparison requirements of the braking pressure numerical information with the preset braking pressure numerical information.

[0185] In the embodiment of the present application, the brake control module 460 may also be specifically configured to:

[0186] Acquire second distance information, where the second distance information represents information about the distance between the vehicle and a front obstacle along a traveling direction of the vehicle;

[0187] determining a control pressure of the vehicle based on the second distance information, where the control pressure is a driving force used to control the vehicle to avoid an obstacle;

[0188] Based on the control pressure, the wheel brakes of the vehicle are controlled to control the vehicle to avoid obstacles.

[0189] In the embodiment of the present application, the brake control module 460 may also be specifically configured to:

[0190] Determine the number of times the vehicle deviates within a preset time;

[0191] If the number of deviations exceeds a first preset number, determining a control frequency for controlling the wheel brakes of the vehicle;

[0192] Based on the control frequency, the wheel brakes of the vehicle are continuously controlled.

[0193] In the embodiment of the present application, the brake control module 460 may also be specifically configured to:

[0194] If the number of deviations within the preset time exceeds a second preset number, a prompt message is sent to a display unit of the vehicle, so that the display unit displays the prompt message to the driver after receiving the prompt message, wherein the second preset number is greater than the first preset number.

[0195] As can be seen from the above, the vehicle control device of this embodiment includes a speed and distance acquisition module 410 for acquiring first distance information and real-time vehicle speed of the vehicle in a normal driving state, wherein the first distance information represents the distance between the vehicle and the two lanes; an offset state determination module 420 for determining that the vehicle is in an offset driving state based on the first distance information and preset distance information; a numerical information acquisition module 430 for acquiring driving numerical information of the vehicle when in an offset driving state, wherein the driving numerical information includes at least one of steering angle numerical information, brake travel numerical information, and brake pressure numerical information; a deviation state determination module 440 for determining that the vehicle is in a deviation driving state based on the real-time vehicle speed and driving numerical information; a deviation information determination module 450 for determining the deviation direction, deviation degree, and wheel slip ratio of the vehicle when in the deviation driving state based on the first distance information, real-time vehicle speed, and wheel speed of the vehicle; and a brake control module 460 for controlling the vehicle's wheel brakes based on the deviation direction, deviation degree, and wheel slip ratio to correct the vehicle's deviation. As a result, the vehicle control device analyzes and processes the acquired vehicle distance information and real-time vehicle speed, and further determines the actual driving status of the current vehicle based on the vehicle's driving numerical information, thereby enhancing the stability and reliability of the vehicle control device and expanding the actual application scenarios; the vehicle control device controls the vehicle's wheel brakes to achieve vehicle correction, and can accurately and timely control one or more wheels of the vehicle to achieve vehicle deceleration and correction, avoid dangerous accidents in emergency situations, and improve the vehicle control effect.

[0196] Figure 5 This is a schematic diagram of the structure of the vehicle provided in the embodiment of the present application. Figure 5 As shown, the vehicle 500 includes:

[0197] The processor 501 of one or more processing cores, the memory 502 of one or more computer-readable storage media, the communication component 503 and other components are connected via a bus 504 .

[0198] During the specific implementation process, at least one processor 501 executes the computer-executable instructions stored in the memory 502, so that the at least one processor 501 executes the above message processing method.

[0199] The specific implementation process of the processor 501 can be found in the above method embodiment. Its implementation principle and technical effects are similar and will not be repeated here in this embodiment.

[0200] In the above Figure 5 In the illustrated embodiments, it should be understood that the processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASICs), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed herein may be directly executed by a hardware processor or by a combination of hardware and software modules within the processor.

[0201] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (NVM), such as at least one disk memory.

[0202] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be classified into address buses, data buses, and control buses. For ease of illustration, the buses in the drawings of this application are not limited to just one bus or just one type of bus.

[0203] In some embodiments, a computer program product is further proposed, comprising a computer program or instructions, which implement the steps in any of the above-mentioned vehicle control methods when executed by a processor.

[0204] The specific implementation of the above operations can be found in the previous embodiments and will not be repeated here.

[0205] Those skilled in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be accomplished by instructions, or by controlling related hardware through instructions. The instructions may be stored in a computer-readable storage medium and loaded and executed by a processor.

[0206] To this end, an embodiment of the present application provides a computer-readable storage medium, in which multiple program codes are stored. The program codes can be loaded by a processor to execute the steps in any vehicle control method provided in the embodiment of the present application.

[0207] The storage medium may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0208] According to one aspect of the present application, a computer program product or a computer program is provided. The computer program product or the computer program comprises computer instructions stored in a computer-readable storage medium.

[0209] Since the instructions stored in the storage medium can execute the steps in any vehicle control method provided in the embodiments of the present application, the beneficial effects that can be achieved by any vehicle control method provided in the embodiments of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0210] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of the present application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0211] It should be understood that the present application is not limited to the exact structure described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that: Applied to a control unit, the method comprises: Acquire first distance information and real-time vehicle speed of the vehicle in a normal driving state, wherein the first distance information represents information about the distance between the vehicle and two lanes; determining, based on the first distance information and preset distance information, that the vehicle is in an offset driving state; Acquiring driving numerical information of the vehicle when it is in the offset driving state, the driving numerical information including at least one of turning angle numerical information, braking stroke numerical information, and braking pressure numerical information; Determining that the vehicle is in a swerving state based on the real-time vehicle speed and the driving numerical information; determining, based on the first distance information, the real-time vehicle speed, and the wheel speed of the vehicle, a deviation direction, a deviation degree, and a wheel slip rate of the vehicle when the vehicle is in the deviation driving state; Based on the deviation direction, the deviation degree, and the wheel slip rate, the wheel brakes of the vehicle are controlled to correct the deviation of the vehicle.

2. The method according to claim 1, characterized in that Before obtaining the first distance information and the real-time vehicle speed of the vehicle in a normal driving state, the method further includes: receiving a wake-up signal; Based on the wake-up signal, the control unit enters a working state; After the control unit enters a working state, obtaining pedal information and wheel speed information; determining a current state of the vehicle based on the pedal information and the wheel speed information; If the current state is a normal driving state, the step of obtaining the first distance information and the real-time vehicle speed of the vehicle in the normal driving state is performed.

3. The method according to claim 1, characterized in that The first distance information includes sub-distance information within at least two consecutive time periods, the sub-distance information including sub-distance data, the sub-distance data representing the distance between the vehicle and two lanes within a time period, and determining the offset driving state of the vehicle based on the first distance information and preset distance information includes: Comparing the sub-distance data with preset distance data in the preset distance information, wherein the preset distance data represents a preset distance threshold between the vehicle and two lanes; If the sub-distance data meets the distance comparison requirement with the preset distance data, determining the sub-distance information corresponding to the sub-distance data as the target sub-distance information; If the number of the target sub-distance information meets a preset number requirement, and the time periods corresponding to the target sub-distance information meet a preset time continuity requirement, the offset driving state of the vehicle is determined.

4. The method according to claim 1, wherein The determining of the vehicle's deviation state based on the real-time vehicle speed and the driving numerical information includes: comparing the real-time vehicle speed with a preset vehicle speed; If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, it is determined that the vehicle is in a swerving state based on the driving numerical information.

5. The method according to claim 4, characterized in that If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, determining that the vehicle is in a swerving state based on the driving numerical information includes: If the real-time vehicle speed meets the speed comparison requirement with the preset vehicle speed, then comparing the driving numerical information with preset driving numerical information, wherein the preset driving numerical information includes preset turning angle numerical information, preset braking stroke numerical information, and preset braking pressure numerical information; If the driving numerical information does not meet the numerical information comparison requirements with the preset driving numerical information, it is determined that the vehicle is in a swerving driving state, wherein the numerical information comparison requirements include the comparison requirements of the turning angle numerical information with the preset turning angle numerical information, the comparison requirements of the braking stroke numerical information with the preset braking stroke numerical information, and the comparison requirements of the braking pressure numerical information with the preset braking pressure numerical information.

6. The method according to claim 1, characterized in that The method further comprises: Acquiring second distance information, where the second distance information represents information about the distance between the vehicle and a front obstacle along a traveling direction of the vehicle; determining a control pressure of the vehicle based on the second distance information, the control pressure being a driving force used to control the vehicle to avoid the obstacle; Based on the control pressure, wheel brakes of the vehicle are controlled to control the vehicle to avoid the obstacle.

7. The method according to claim 1, characterized in that After controlling the wheel brakes of the vehicle based on the deviation direction, the deviation degree, and the wheel slip rate to correct the vehicle deviation, the method further includes: Determining the number of times the vehicle deviates within a preset time; If the number of deviations exceeds a first preset number, determining a control frequency for controlling the wheel brakes of the vehicle; Based on the control frequency, the wheel brakes of the vehicle are continuously controlled.

8. The method according to claim 7, characterized in that After continuing to control the wheel brakes of the vehicle based on the control frequency, the method further includes: If the number of deviations within the preset time exceeds a second preset number, a prompt message is sent to a display unit of the vehicle, so that the display unit displays the prompt message to the driver after receiving the prompt message, wherein the second preset number is greater than the first preset number.

9. A vehicle control device, characterized in that: Applied to a control unit, the device comprises: A vehicle speed and distance acquisition module is used to obtain first distance information and real-time vehicle speed of the vehicle in a normal driving state, wherein the first distance information represents the distance between the vehicle and the lanes on both sides; an offset state determining module, configured to determine, based on the first distance information and preset distance information, that the vehicle is in an offset driving state; a numerical information acquisition module, configured to acquire driving numerical information of the vehicle when the vehicle is in the offset driving state, the driving numerical information including at least one of turning angle numerical information, braking stroke numerical information, and braking pressure numerical information; a deviation state determination module, configured to determine, based on the real-time vehicle speed and the driving numerical information, whether the vehicle is in a deviation state; a deviation information determination module, configured to determine a deviation direction, a deviation degree, and a wheel slip rate of the vehicle when the vehicle is in the deviation driving state based on the first distance information, the real-time vehicle speed, and the wheel speed of the vehicle; The brake control module is used to control the wheel brakes of the vehicle based on the deviation direction, the deviation degree and the wheel slip rate to correct the vehicle.

10. A vehicle, characterized in that: include: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that The computer-readable storage medium stores program code, which can be called by a processor to execute the method according to any one of claims 1 to 8.

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