Esc vehicle control method and device, vehicle and readable storage medium

Abstract

The application relates to the technical field of automobile control, and particularly discloses an ESC vehicle control method and device, a vehicle and a readable storage medium. The method comprises the following steps: a wheel-side controller is arranged on a wheel, the wheel-side controller is integrated with a sub-ECU, a vehicle lateral deviation rate signal, a wheel speed signal of each wheel and a steering wheel angle signal are continuously collected, a vehicle central controller judges whether a single-wheel locking state occurs and whether side slipping occurs according to the collected data, and control information is generated and transmitted to the wheel-side controller, so that the anti-locking and anti-side-slipping functions of a single wheel of the vehicle are realized, if the central controller fails, the wheel-side controller judges whether a first control strategy is executed, if it is detected that the first control strategy is not executed, the wheel-side controller realizes temporary replacement of the central controller to realize the anti-locking and anti-side-slipping control functions of the wheel, the single-wheel locking and side-slipping out-of-control are prevented, the functional redundancy backup is increased, and the safety performance of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and in particular to an ESC-based vehicle control method, device, vehicle, and readable storage medium. Background Technology

[0002] With the development of automotive technology and the rapid increase in vehicle ownership, people have increasingly higher requirements for vehicle safety performance and body quality. Vehicles equipped with ESC (Electronic Stability Control) can prevent the driver from losing control of the vehicle and control the wheels to avoid lock-up. ESC in automobiles helps prevent skidding during cornering, sudden braking, or sudden maneuvers. It automatically applies brakes to each wheel and allows the driver to maintain control of the vehicle to maintain stability.

[0003] In related technologies, the vehicle's integrated ECU (Electronic Control Unit) central controller achieves anti-lock braking for all four wheels. At the same time, it controls the wheel-end braking force and engine torque to prevent the vehicle from skidding or losing control during oversteer or understeer. During emergency braking or braking on some slippery roads, when the sensors detect that the wheels are locked or related sensors detect that the vehicle is skidding or losing control, a signal is sent to the vehicle's ECU central controller, which then controls the vehicle to prevent the wheels from locking or to prevent the vehicle from losing control.

[0004] However, related technologies often use an integrated ECU central controller to control the four wheels of a car. When the ECU central controller fails, the wheel-side controllers cannot receive control signals from the central controller for anti-lock braking or vehicle skidding for a long time, which can easily lead to vehicle safety accidents. At the same time, in the additional functions of vehicles equipped with ESC, such as automatic parking, the central controller takes a long time to control the four-wheel caliper controllers to actively pressurize and park when it receives data on vehicle speed, brake pedal not being pressed, and vehicle status and power data. This results in poor control performance. Summary of the Invention

[0005] This application aims to address the problems in the prior art where, when the ECU central controller of a vehicle equipped with ESC malfunctions and the control becomes effective, the vehicle wheels are about to lock up or skid and lose control, which can easily lead to vehicle safety accidents. In addition, the long braking control time leads to a deterioration in control effect. To this end, this application proposes a vehicle control method, device, vehicle, and readable storage medium based on ESC.

[0006] In a first aspect, embodiments of this application provide a vehicle control method based on ESC, including:

[0007] The current state parameters of the target vehicle are continuously acquired, including the lateral yaw rate signal of the target vehicle, the wheel speed signal of each wheel, and the steering wheel angle signal.

[0008] Based on the current state parameters, determine whether the target vehicle has experienced sideslip and loss of control, and whether a single wheel has locked up.

[0009] If the target vehicle experiences sideslip and loss of control or single-wheel lock-up, the system determines whether the target vehicle should execute the first control strategy based on the target vehicle's lateral yaw rate signal and the wheel speed signals of each wheel.

[0010] If the target vehicle does not execute the first control strategy, a fault activation signal is generated and the target vehicle is controlled to execute the second control strategy.

[0011] According to some embodiments of this application, the continuous acquisition of the current state parameters of the target vehicle includes the target vehicle's lateral yaw rate signal, the wheel speed signals of each wheel, and the steering wheel angle signal, comprising:

[0012] The wheel speed signal is continuously collected by the vehicle speed sensor located on each wheel and transmitted to the wheel-side controller located on each wheel. The wheel-side controller performs data backup and transmits the wheel speed signal to the central controller.

[0013] The system continuously collects the lateral yaw rate signal and steering wheel angle signal of the target vehicle and transmits them to the central controller and wheel-side controller.

[0014] According to some embodiments of this application, determining whether the target vehicle has experienced sideslip and loss of control, and whether a single wheel has locked up, based on the current state parameters, includes:

[0015] By collecting the wheel speed signal of each wheel, it is determined whether the target vehicle is experiencing a single wheel lock-up state.

[0016] If the target vehicle is in an emergency braking state and a certain wheel speed is not equal to the other wheel speed data values, it is determined that the target vehicle will experience a single wheel lock-up state.

[0017] By collecting the lateral yaw rate signal and steering wheel angle signal of the target vehicle twice consecutively at a second preset time interval, it is determined whether the target vehicle has experienced sideslip and loss of control.

[0018] If the target vehicle experiences single-wheel lock-up or skidding during a sharp turn, the braking system at each wheel side will correct the vehicle's condition and provide anti-lock braking functionality.

[0019] According to some embodiments of this application, if the target vehicle experiences sideslip and loss of control, or single-wheel lock-up, determining whether the target vehicle should execute a first control strategy based on the target vehicle's lateral yaw rate signal and the wheel speed signals of each wheel includes:

[0020] If a wheel of the target vehicle is found to be locked, the central controller generates a control signal and feeds it back to the corresponding wheel-side controller. The wheel-side controller collects the wheel speed signal and lateral yaw rate signal of each wheel every first preset time interval.

[0021] Based on the adjacent wheel speed information and lateral yaw rate signal collected at a first preset time, it is determined whether the wheel-side controller executes the first control strategy according to the control signal, wherein the first control strategy is the anti-lock braking and sideslip control strategy directly generated by the central controller for the target vehicle.

[0022] According to some embodiments of this application, determining whether the wheel-side controller executes the first control strategy based on the adjacent wheel speed information and lateral yaw rate signal collected at a first preset time includes:

[0023] If the difference between wheel speed data values ​​collected at adjacent times in the first preset time is negative and the difference is greater than the first preset threshold, and the difference between lateral yaw rate data values ​​is positive, then the first control strategy is not executed; where the difference is the difference between the data value collected in the next time and the data value collected in the previous time, and the first preset threshold is the critical value for judging that the wheel is about to enter a locked state.

[0024] According to some embodiments of this application, if the target vehicle does not execute the first control strategy, generating a fault activation signal and controlling the target vehicle to execute the second control strategy includes:

[0025] If the target vehicle does not execute the first control strategy, the wheel-side controller automatically generates a fault activation signal to activate the backup sub-controller integrated into the wheel-side controller;

[0026] Based on the wheel speed signal and lateral yaw rate signal of the target vehicle's wheels collected at first preset time intervals, the backup sub-controller independently controls the corresponding wheel to execute the second control strategy.

[0027] According to some embodiments of this application, the step of collecting wheel speed signals and lateral yaw rate signals of the target vehicle wheels at first preset time intervals, and the backup sub-controller individually controlling the corresponding wheel to execute the second control strategy, includes:

[0028] According to the second control strategy, the brake calipers of the target vehicle's wheels are controlled to achieve anti-lock braking and anti-skid functions for individual wheels, and the backup sub-controller generates an alarm signal and transmits it to the in-vehicle entertainment system to achieve an alarm notification function.

[0029] Secondly, embodiments of this application provide an ESC-based vehicle control device, the device comprising:

[0030] The acquisition module is configured to continuously acquire the target vehicle's lateral yaw rate signal, wheel speed signals of each wheel, and steering wheel angle signal.

[0031] The first judgment module is configured to determine whether the target vehicle is in a single-wheel lock-up state or a sideslip loss state based on the target vehicle lateral yaw rate signal, wheel speed signal of each wheel and steering wheel angle signal collected by the acquisition module.

[0032] The first execution module is configured to determine the state of a single wheel of the target vehicle based on the first judgment module, so as to control the target vehicle to execute a first control strategy;

[0033] The second judgment module is configured to determine whether the first execution module executes the first control strategy based on the changes in the lateral yaw rate signal and the wheel speed signal of each wheel of the target vehicle in two consecutive intervals.

[0034] The second execution module is configured to, based on the judgment result of the second judgment module, control the target vehicle to execute the second control strategy if the target vehicle does not execute the first control strategy.

[0035] Secondly, embodiments of this application provide a vehicle, including:

[0036] processor;

[0037] Memory used to store the processor's executable instructions;

[0038] The processor is configured as follows:

[0039] Implement the steps of the ESC-based vehicle control method described in the first aspect embodiment above.

[0040] Thirdly, embodiments of this application provide a storage medium on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the ESC-based vehicle control method described in the first aspect of the embodiments above.

[0041] Compared with the prior art, the technical solution provided in this application has at least the following beneficial effects:

[0042] By installing wheel-side controllers on each wheel, these controllers communicate with the central controller of the target vehicle. Each wheel-side controller can independently control the brake caliper of each wheel. Under normal circumstances, the wheel-side controllers only function as information transmitters and actuators. They continuously collect lateral yaw rate signals, wheel speed signals, and steering wheel angle signals from the target vehicle. Based on this data, the central controller determines whether a single wheel is locked or if skidding has occurred, and generates control information to transmit to the wheel-side controllers. This achieves anti-lock braking and anti-skid / loss-of-control functions for individual wheels of the target vehicle. If the central controller malfunctions, the wheel-side controllers... The wheel speed data collected by the wheel speed sensor is compared at the first preset time interval to determine whether the first control strategy should be executed. If the target vehicle is not executing the first control strategy, the wheel-side controller starts the data processing function according to the control information to temporarily replace the central controller's anti-lock braking and anti-skid control functions of the wheels, prevent single-wheel lock-up and skid loss of control, increase functional redundancy backup, improve vehicle safety performance, and realize that the master cylinder oil pipe is directly connected to the wheel-side brake, saving system layout space and reducing oil pipe length. After the control function is triggered, the braking deceleration response time is faster and the control effect is better. In addition, since the controller is distributed on the four wheel sides, the engine compartment layout space is increased.

[0043] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0044] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart of an ESC-based vehicle control method according to an embodiment of this application;

[0046] Figure 2 This is a hardware control flowchart of the ESC-based vehicle control method according to an embodiment of this application;

[0047] Figure 3 This is a block diagram of an ESC-based vehicle control device according to an embodiment of this application;

[0048] Figure 4 This is a vehicle functional block diagram according to an embodiment of this application. Implementation

[0049] The embodiments of this application are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. It should be understood that the specific embodiments described herein are merely for explaining this application and are not intended to limit this application.

[0050] 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 herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0051] The terms "first," "second," "third," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects and not to describe a particular order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, it may include a series of steps or units, or optionally, steps or units not listed, or other steps or units inherent to these processes, methods, products, or devices.

[0052] The accompanying drawings show only the portions relevant to this application, not all of them. Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe operations (or steps) as sequential processes, many of these operations may be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations may be rearranged. The process may be terminated when its operation is completed, but may also have additional steps not included in the drawings. The process may correspond to a method, function, procedure, subroutine, subprogram, etc.

[0053] The terms “component,” “module,” “system,” “unit,” etc., used in this specification are used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. For example, a unit can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, a thread of execution, a program, and / or distributed between two or more computers. Furthermore, these units can be executed from various computer-readable media on which various data structures are stored. Units can communicate, for example, via local and / or remote processes based on signals having one or more data packets (e.g., data from a second unit interacting with another unit between a local system, a distributed system, and / or a network; for example, the Internet interacting with other systems via signals).

[0054] In related technologies, if a single wheel locks up or loses control due to sideslip, the central controller may fail to trigger the anti-lock braking and anti-slip control functions for the single wheel in a timely manner, or if the ECU central controller suddenly fails to control the wheel anti-lock braking in special circumstances, it may easily lead to vehicle safety accidents. Based on this, the applicant proposes a vehicle control method, device, vehicle and readable storage medium based on ESC.

[0055] Please see Figures 1 to 2 This embodiment provides a vehicle control method based on ESC, including:

[0056] Step S100: Continuously acquire the current state parameters of the target vehicle, wherein the current state parameters include the lateral yaw rate signal of the target vehicle, the wheel speed signal of each wheel, and the steering wheel angle signal.

[0057] In this step, it should be noted that the ESC (Electronic Stability Controller)-based vehicle control method provided in this embodiment is applied to the corresponding control system. Unlike the traditional method where the ESC module valve body and ECU (Electronic Control Unit) are integrated in the front engine compartment to achieve anti-lock braking and anti-skid control functions, the anti-lock braking and anti-skid control system of this method is based on a braking system with an integrated ESC module controller in the wheel-side calipers. Figure 2 As shown, each wheel of the target vehicle is individually equipped with a wheel-side controller, ESC valve body, and wheel-side caliper. When the central controller ECU malfunctions or fails to control, the sub-ECU integrated in the wheel-side controller of each wheel takes over the control function of the central controller, realizing individual control of each wheel.

[0058] In this step, the yaw rate signal, the wheel speed signals of each wheel, and the steering wheel angle signal can be read by the corresponding sensors and transmitted to the central controller of the target vehicle. Taking the wheel speed signal of each wheel as an example, after the wheel speed sensor installed on each wheel to measure the wheel speed collects the data, the collected data is transmitted to the central controller in real time. When the data information collected by each wheel speed sensor is sent to the central controller, it carries identification code data. For example, when the data collected by the front right wheel speed sensor is sent to the central controller, its identification code data stores the corresponding front right wheel information. In this way, the central controller can quickly and accurately process the data transmitted by the wheel speed sensors, so as to achieve anti-lock braking control in the shortest possible time.

[0059] Of course, it is understandable that when the data information collected by each wheel speed sensor is sent to the central controller, the wheel speed information is first transmitted to the corresponding wheel-side controller. The wheel-side controller backs up the wheel speed information and then transmits the wheel speed information to the central controller. It is understandable that when the wheel-side controller backs up the wheel speed information, since the wheel speed sensor continuously collects wheel speed information, the wheel-side controller uses overwrite storage to back up the wheel speed information.

[0060] It is also understandable that the lateral yaw rate signal and the steering wheel angle signal can be collected by the lateral yaw rate sensor installed in the vehicle and the steering wheel angle sensor installed at the bottom of the car steering wheel, respectively. The collected lateral yaw rate signal and steering wheel angle signal can be used by the central controller to correctly determine whether the vehicle is in a sharp turn or whether the vehicle is out of control, so as to ensure the stability of the vehicle and prevent the vehicle from overturning.

[0061] It should also be noted that ESP control is an optimization and improvement on ABS, with the addition of vehicle stability function. It is an anti-centrifugal force system that identifies centrifugal force hazards and corrects the vehicle state. In other words, in this step, anti-lock braking control and anti-skid loss of control functions can be executed sequentially and simultaneously.

[0062] Step S200: Based on the current state parameters, determine whether the target vehicle has experienced sideslip and loss of control, and whether a single wheel has locked up.

[0063] In this step, the vehicle speed sensors located on each wheel continuously collect wheel speed signals and transmit them to the wheel-side controllers located on each wheel. The wheel-side controllers back up the data and transmit the wheel speed signals to the central controller. At the same time, the central controller will also determine whether the target vehicle is experiencing a skid and loss of control, and whether the wheel speed data values ​​are equal, based on the continuous collection combined with the lateral yaw rate signal and the steering wheel angle signal, to determine whether the target vehicle is experiencing a single wheel lock-up.

[0064] Of course, this can be understood as: by collecting the wheel speed signal of each wheel, it is determined whether the target vehicle is in a single-wheel lock-up state. If the target vehicle is in an emergency braking state and a certain wheel speed is not equal to the other wheel speed data values, it is determined that the target vehicle will be in a single-wheel lock-up state; or, if the target vehicle is not in an emergency braking state and a certain wheel speed data value is zero, it is determined that the target vehicle will be in a single-wheel lock-up state.

[0065] It should be noted that the central controller first determines whether the target vehicle is under emergency braking based on the collected acceleration signal, wheel speed signal of each wheel, and brake pedal travel signal. If the vehicle is not under emergency braking, it then combines the rotational speed information of each wheel to determine whether the target vehicle is about to experience a single wheel lock-up. It can be understood that a single wheel lock-up does not mean that the wheel has stopped rotating and is coasting, but rather that the single wheel is about to enter the pre-lock-up state range. This state range can be collected through repeated lock-up experiments and the information of this state range is preset to the controller. If the collected wheel speed information is within this state range, it can be determined that the wheel is about to lock up.

[0066] In one embodiment, by continuously collecting the lateral yaw rate signal and steering wheel angle signal of the target vehicle twice at second preset time intervals, it is determined whether the target vehicle has experienced sideslip loss of control. If the target vehicle experiences single wheel lock-up or sharp turning sideslip, the vehicle body state is corrected and anti-lock braking function is implemented by braking the controller of each wheel. The second preset time interval is different from the first preset time interval. In some special cases, the target vehicle may experience sideslip and wheel lock-up at the same time. Furthermore, there may be cases where the vehicle experiences sideslip loss of control due to wheel lock-up or where the vehicle experiences sideslip loss of control without wheel lock-up. This method can accurately determine whether the vehicle has experienced sideslip loss of control and whether a single wheel lock-up has occurred.

[0067] Step S300: If the target vehicle experiences sideslip and loss of control or single-wheel lock-up, determine whether the target vehicle should execute the first control strategy based on the target vehicle's lateral yaw rate signal and the wheel speed signals of each wheel.

[0068] In this step, when the target vehicle detects skidding and loss of control, or a single wheel lock-up, the central controller will take timely action. Simultaneously, during this process, the wheel-side controllers integrated into each vehicle will determine whether the target vehicle should execute the first control strategy.

[0069] The specific process includes determining that a certain wheel of the target vehicle is locked, the central controller generates a control signal and feeds it back to the corresponding wheel-side controller, and the wheel-side controller collects the wheel speed signal and lateral yaw rate signal of each wheel every first preset time interval.

[0070] Based on the adjacent wheel speed information and lateral yaw rate signal collected at a first preset time, it is determined whether the wheel-side controller executes the first control strategy according to the control signal, wherein the first control strategy is the anti-lock braking and sideslip control strategy directly generated by the central controller for the target vehicle.

[0071] If the difference between wheel speed data values ​​collected at adjacent times in the first preset time is negative and the difference is greater than the first preset threshold, and the difference between lateral yaw rate data values ​​is positive, then the first control strategy is not executed; where the difference is the difference between the data value collected in the next time and the data value collected in the previous time, and the first preset threshold is the critical value for judging that the wheel is about to enter a locked state.

[0072] It should be noted that when the target vehicle detects that a certain wheel is about to enter an anti-lock braking state, the wheel speed information is continuously collected before and after a first preset time. The value of the previously collected data is recorded as V1, and the value of the second collected wheel speed data is recorded as V2. That is, it is determined whether the difference between V2 and V1 is negative. If it is negative, it means that the wheel brake caliper is in a braking state and the wheel speed is decreasing. The first preset threshold is a preset speed difference value. At the same time, the first preset threshold also includes the preset wheel speed data value of V2. If the first collected wheel speed data value is less than the preset V2 wheel speed data value, and the difference between the two wheel speeds before and after the first preset time is greater than the first preset threshold, it means that the corresponding wheel of the target vehicle has not yet entered the anti-lock braking state. This setting improves the accuracy of the anti-lock braking control method.

[0073] It should also be noted that the data processing process of continuously collecting wheel speed information before and after the first preset time, performing difference processing on the collected wheel speed data values ​​and comparing them with the first preset threshold, is performed on the wheel-side brake. This process does not involve the central controller of the target vehicle. However, the first control strategy is formed by the central controller and transmitted to the wheel-side brake to control the anti-lock braking function of a single wheel. The wheel-side brake only processes the wheel speed within the preset time interval to determine whether to execute the first control strategy.

[0074] Step S400: If the target vehicle does not execute the first control strategy, generate a fault activation signal and control the target vehicle to execute the second control strategy;

[0075] In this step, if the target vehicle does not execute the first control strategy, the wheel-side controller automatically generates a fault activation signal to activate the backup sub-controller integrated in the wheel-side controller; based on the wheel speed signal and lateral yaw rate signal of the target vehicle's wheels collected at first preset intervals, the backup sub-controller individually controls the corresponding wheel to execute the second control strategy. According to the second control strategy, the brake calipers of the target vehicle's wheels are controlled to achieve anti-lock braking and anti-skid functions for a single wheel, and the backup sub-controller generates an alarm signal and transmits it to the in-vehicle entertainment system to achieve an alarm notification function.

[0076] It should be understood that, after determining in step S300 that the target vehicle has not executed the first control strategy, the failure to execute the first control strategy may be caused by a malfunction of the central controller or by the loss of control information transmitted by the central controller of the target vehicle. When the wheel-side controller detects that the target vehicle has not executed the first control strategy, the wheel-side controller automatically generates a fault activation signal to activate the backup sub-controller integrated in the wheel-side controller. According to the wheel speed signal of the target vehicle wheel collected at a first preset time interval, the backup sub-controller individually controls the corresponding wheel to execute the second control strategy. According to the second control strategy, the brake calipers of the target vehicle wheel are controlled to realize the anti-lock braking and anti-skid loss of control functions of a single wheel. At the same time, the backup sub-controller generates an alarm prompt signal and transmits it to the in-vehicle entertainment system to realize the alarm prompt function.

[0077] It is understandable that when the central controller of the target vehicle malfunctions in performing anti-lock braking and anti-skid control functions, the wheel-side controllers located on each wheel can independently implement anti-lock braking and anti-skid control functions for a single wheel through a preset control strategy. This increases the backup and distributed control functions of the anti-lock braking and anti-skid control system, and more accurately implements anti-lock braking and anti-skid control functions for a single wheel. Especially on uneven roads and during sharp turns and sudden braking, the method steps of this embodiment can prevent single-wheel lock-up and anti-skid control, increase functional redundancy backup, improve vehicle safety performance, and realize direct connection of the master cylinder oil pipe to the wheel-side brake, saving system layout space and reducing oil pipe length. The braking deceleration response time is faster after the anti-lock braking and anti-skid control functions are triggered. Since the controllers are distributed on the four wheel sides, the engine compartment layout space is increased.

[0078] In one embodiment, such as Figure 3 As shown, an ESC-based vehicle control device 300 is provided, comprising:

[0079] The acquisition module 301 is configured to continuously acquire the lateral yaw rate signal of the target vehicle, the wheel speed signal of each wheel, and the steering wheel angle signal.

[0080] The first judgment module 302 is configured to determine whether the target vehicle is in a single-wheel lock-up state or a sideslip loss state based on the target vehicle lateral yaw rate signal, wheel speed signal of each wheel and steering wheel angle signal collected by the acquisition module 301.

[0081] The first execution module 303 is configured to determine the single wheel state of the target vehicle based on the first judgment module 302, so as to control the target vehicle to execute the first control strategy.

[0082] The second judgment module 304 is configured to determine whether the first execution module 303 executes the first control strategy based on the changes in the lateral yaw rate signal and the wheel speed signal of each wheel of the target vehicle in two consecutive adjacent measurements.

[0083] The second execution module 305 is configured to control the target vehicle to execute the second control strategy if the target vehicle does not execute the first control strategy, based on the judgment result of the second judgment module 304.

[0084] In one embodiment, such as Figure 4 As shown, vehicle 600 may include various subsystems, such as infotainment system 610, perception system 620, decision control system 630, drive system 640, and computing platform 650. Optionally, vehicle 600 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of vehicle 600 can be interconnected via wired or wireless means.

[0085] In some embodiments, the infotainment system 610 may include a communication system 611, an entertainment system 612, and a navigation system 613.

[0086] Communication system 611 may include a wireless communication system that can communicate wirelessly with one or more devices, either directly or via a communication network. For example, the wireless communication system may use 3G cellular communication, such as CDMA, EVDO, GSM / GPRS, or 4G cellular communication, such as LTE, or 5G cellular communication. The wireless communication system may utilize WiFi or a wireless local area network (WLAN) to communicate. In some embodiments, the wireless communication system may utilize an infrared link, Bluetooth, or ZigBee to communicate directly with devices. Other wireless protocols, such as various vehicle communication systems, may also be used. For example, the wireless communication system may include one or more dedicated short-range communications (DSRC) devices that can enable public and / or private data communication between vehicles and / or roadside stations.

[0087] The entertainment system 612 may include a display device, a microphone, and speakers, allowing users to listen to the radio and play music in the vehicle; or connect their mobile phones to the vehicle and project their screens onto the display device, which may be touch-sensitive, allowing users to operate the system by touching the screen.

[0088] In some cases, the user's voice signal can be acquired through a microphone, and based on the analysis of the voice signal, the user can control certain aspects of the vehicle 600, such as adjusting the interior temperature. In other cases, music can be played to the user through the audio system.

[0089] The navigation system 613 may include map services provided by a map provider to provide navigation for the vehicle 600. The navigation system 613 can be used in conjunction with the vehicle's global positioning system 621 and inertial measurement unit 622. The map services provided by the map provider can be two-dimensional maps or high-precision maps.

[0090] The perception system 620 may include several sensors for sensing information about the environment surrounding the vehicle 600. For example, the perception system 620 may include a global positioning system 621 (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU) 622, a lidar 623, a millimeter-wave radar 624, an ultrasonic radar 625, and a camera device 626. The perception system 620 may also include sensors for the internal systems of the monitored vehicle 600 (e.g., an in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a critical function for the safe operation of the vehicle 600.

[0091] The Global Positioning System 621 is used to estimate the geographical location of vehicle 600.

[0092] The inertial measurement unit 622 is used to sense changes in the pose of the vehicle 600 based on inertial acceleration. In some embodiments, the inertial measurement unit 622 may be a combination of an accelerometer and a gyroscope.

[0093] The lidar 623 uses lasers to sense objects in the environment in which the vehicle 600 is located. In some embodiments, the lidar 623 may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components.

[0094] The millimeter-wave radar 624 uses radio signals to sense objects in the surrounding environment of the vehicle 600. In some embodiments, in addition to sensing objects, the millimeter-wave radar 624 can also be used to sense the speed and / or direction of travel of objects.

[0095] The ultrasonic radar 625 can use ultrasonic signals to sense objects around the vehicle 600.

[0096] The camera device 626 is used to capture image information of the surrounding environment of the vehicle 600. The camera device 626 may include a monocular camera, a binocular camera, a structured light camera, and a panoramic camera, etc. The image information acquired by the camera device 626 may include still images or video stream information.

[0097] The decision control system 630 includes a computing system 631 that analyzes and makes decisions based on information acquired by the sensing system 620. The decision control system 630 also includes a vehicle controller 632 that controls the power system of the vehicle 600, as well as a steering system 633, a throttle 634, and a braking system 635 for controlling the vehicle 600.

[0098] The computing system 631 is operable to process and analyze various information acquired by the perception system 620 to identify targets, objects, and / or features in the environment surrounding the vehicle 600. Targets may include pedestrians or animals, and objects and / or features may include traffic signals, road boundaries, and obstacles. The computing system 631 may use object recognition algorithms, Structure from Motion (SFM) algorithms, video tracking, and other techniques. In some embodiments, the computing system 631 may be used to map the environment, track objects, estimate object speeds, etc. The computing system 631 can analyze the acquired information and derive a control strategy for the vehicle.

[0099] The vehicle controller 632 can be used to coordinate the control of the vehicle's power battery and engine 641 to improve the power performance of the vehicle 600.

[0100] The steering system 633 is operable to adjust the forward direction of the vehicle 600. For example, in one embodiment, it can be a steering wheel system.

[0101] Throttle 634 is used to control the operating speed of engine 641 and thus the speed of vehicle 600.

[0102] Braking system 635 is used to control the deceleration of vehicle 600. Braking system 635 can use friction to slow down wheel 644. In some embodiments, braking system 635 can convert the kinetic energy of wheel 644 into electric current. Braking system 635 may also take other forms to slow down the rotational speed of wheel 644 to control the speed of vehicle 600.

[0103] The drive system 640 may include components that provide powered motion to the vehicle 600. In one embodiment, the drive system 640 may include an engine 641, an energy source 642, a transmission system 643, and wheels 644. The engine 641 may be an internal combustion engine, an electric motor, an air-compressed engine, or other types of engine combinations, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air-compressed engine. The engine 641 converts the energy source 642 into mechanical energy.

[0104] Examples of energy sources 642 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy source 642 can also provide energy to other systems of vehicle 600.

[0105] The drivetrain 643 transmits mechanical power from the engine 641 to the wheels 644. The drivetrain 643 may include a gearbox, a differential, and a drive shaft. In one embodiment, the drivetrain 643 may also include other components, such as a clutch. The drive shaft may include one or more axles that can be coupled to one or more wheels 644.

[0106] Some or all of the functions of vehicle 600 are controlled by computing platform 650. Computing platform 650 may include at least one processor 651, which can execute instructions 653 stored in a non-transitory computer-readable medium such as memory 652. In some embodiments, computing platform 650 may also be multiple computing devices that control individual components or subsystems of vehicle 600 in a distributed manner.

[0107] Processor 651 can be any conventional processor, such as a commercially available CPU. Alternatively, processor 651 may also include a graphics processing unit (GPU), a field-programmable gate array (FPGA), a system-on-a-chip (SoC), an application-specific integrated circuit (ASIC), or a combination thereof. Although Figure 4The illustrations functionally depict a processor, memory, and other components of a computer within the same block; however, those skilled in the art will understand that the processor, computer, or memory may actually include multiple processors, computers, or memories that may or may not be housed in the same physical enclosure. For example, memory may be a hard disk drive or other storage media located in an enclosure different from that of the computer. Therefore, references to a processor or computer will be understood to include references to a collection of processors or computers or memories that may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as steering and deceleration components, may each have their own processor, which performs calculations only relevant to the component's specific function.

[0108] In this embodiment of the disclosure, the processor 651 can execute the above-described ESC-based vehicle control method.

[0109] In all aspects described herein, processor 651 may be located remotely from the vehicle and communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are executed on a processor located within the vehicle, while others are executed by a remote processor, including taking the necessary steps to perform a single operation.

[0110] In some embodiments, the fourth memory 652 may contain instructions 653 (e.g., program logic) that can be executed by the fourth processor 651 to perform various functions of the vehicle 600. The memory 652 may also contain additional instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the infotainment system 610, perception system 620, decision control system 630, and drive system 640.

[0111] In addition to instruction 653, memory 652 may also store data such as road maps, route information, vehicle position, direction, speed, and other vehicle data, as well as other information. This information can be used by vehicle 600 and computing platform 650 during operation of vehicle 600 in autonomous, semi-autonomous, and / or manual modes.

[0112] The computing platform 650 can control the functions of the vehicle 600 based on inputs received from various subsystems, such as the drive system 640, the perception system 620, and the decision control system 630. For example, the computing platform 650 can utilize inputs from the decision control system 630 to control the steering system 633 to avoid obstacles detected by the perception system 620. In some embodiments, the computing platform 650 is operable to provide control over many aspects of the vehicle 600 and its subsystems.

[0113] Optionally, one or more of these components may be installed separately from or associated with the vehicle 600. For example, the memory 652 may exist partially or completely separately from the vehicle 600. The components may be communicatively coupled together in a wired and / or wireless manner.

[0114] Optionally, the components described above are merely examples. In actual applications, components in each of the above modules may be added or removed as needed. Figure 4 This should not be construed as a limitation on the embodiments disclosed herein.

[0115] Optionally, vehicle 600 or its associated perception and computing devices (e.g., computing system 631, computing platform 650) can predict the behavior of the identified objects based on the characteristics of the identified objects and the state of the surrounding environment (e.g., traffic, rain, ice on the road, etc.). Optionally, each identified object depends on the behavior of the others, so all identified objects can be considered together to predict the behavior of a single identified object. Vehicle 600 can adjust its speed based on the predicted behavior of the identified objects. In other words, the autonomous vehicle can determine what steady state the vehicle needs to adjust to (e.g., accelerate, decelerate, or stop) based on the predicted behavior of the objects. In this process, other factors can also be considered in determining the speed of vehicle 600, such as the lateral position of vehicle 600 in the road, the curvature of the road, the proximity of static and dynamic objects, etc.

[0116] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device can also provide instructions to modify the steering angle of the vehicle 600 so that the autonomous vehicle follows a given trajectory and / or maintains a safe lateral and longitudinal distance from objects near the autonomous vehicle (e.g., vehicles in adjacent lanes on the road).

[0117] Accordingly, this application also provides a readable storage medium storing instructions that, when run on a computer, cause the computer to execute the steps of the ESC-based vehicle control method described in the above embodiments.

[0118] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0119] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0120] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0121] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0122] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0123] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0124] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0125] The terms "first," "second," "third," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects and not to describe a particular order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, it may include a series of steps or units, or optionally, steps or units not listed, or other steps or units inherent to these processes, methods, products, or devices.

[0126] The accompanying drawings show only the portions relevant to this application, not all of them. Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe operations (or steps) as sequential processes, many of these operations may be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations may be rearranged. The process may be terminated when its operation is completed, but may also have additional steps not included in the drawings. The process may correspond to a method, function, procedure, subroutine, subprogram, etc.

[0127] The terms “component,” “module,” “system,” “unit,” etc., used in this specification are used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. For example, a unit can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, a thread of execution, a program, and / or distributed between two or more computers. Furthermore, these units can be executed from various computer-readable media on which various data structures are stored. Units can communicate, for example, via local and / or remote processes based on signals having one or more data packets (e.g., data from a second unit interacting with another unit between a local system, a distributed system, and / or a network; for example, the Internet interacting with other systems via signals).

[0128] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the invention.

[0129] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0130] Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment can be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily indicate the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0131] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle control method based on ESC, characterized in that, include: The current state parameters of the target vehicle are continuously acquired, including the lateral yaw rate signal of the target vehicle, the wheel speed signal of each wheel, and the steering wheel angle signal. Based on the current state parameters, determine whether the target vehicle has experienced sideslip and loss of control, and whether a single wheel has locked up. If the target vehicle experiences sideslip and loss of control, or a single wheel locks up, the system determines whether the target vehicle should execute a first control strategy based on the lateral yaw rate signal and the wheel speed signals of each wheel. This includes: based on the determination that a wheel of the target vehicle is locked up, the central controller generates a control signal and feeds it back to the corresponding wheel-side controller. The wheel-side controller collects the wheel speed signal and lateral yaw rate signal of each wheel every first preset time interval. Based on the adjacent wheel speed information and lateral yaw rate signals collected at the first preset time interval, the system determines whether the wheel-side controller should execute the first control strategy according to the control signal. The first control strategy is an anti-lock braking and sideslip control strategy directly generated by the central controller for the target vehicle. The step of determining whether the wheel-side controller executes the first control strategy based on the adjacent wheel speed information and lateral yaw rate signal collected at a first preset time includes: if the difference between the wheel speed data values ​​collected at adjacent times at the first preset time is negative and the difference is greater than a first preset threshold, and the difference between the lateral yaw rate data values ​​is positive, then the first control strategy is not executed; wherein the difference is the difference between the data value collected in the next time and the data value collected in the previous time, and the first preset threshold is the critical value for determining that the wheel is about to enter a lock-up state; If the target vehicle does not execute the first control strategy, a fault activation signal is generated and the target vehicle is controlled to execute the second control strategy, including: if the target vehicle does not execute the first control strategy, the wheel-side controller automatically generates a fault activation signal to activate the backup sub-controller integrated in the wheel-side controller; according to the wheel speed signal and lateral yaw rate signal of the target vehicle's wheels collected at first preset time intervals, the backup sub-controller individually controls the corresponding wheel to execute the second control strategy. The process involves collecting wheel speed signals and lateral yaw rate signals of the target vehicle's wheels at first preset intervals, and the backup sub-controller individually controlling the corresponding wheel to execute a second control strategy. This includes controlling the brake calipers of the target vehicle's wheels to achieve anti-lock braking and anti-skid functions for a single wheel according to the second control strategy, and the backup sub-controller generating an alarm signal and transmitting it to the in-vehicle entertainment system to achieve an alarm notification function.

2. The vehicle control method based on ESC according to claim 1, characterized in that, The continuous acquisition of the target vehicle's current state parameters includes the target vehicle's lateral yaw rate signal, wheel speed signals of each wheel, and steering wheel angle signal, including: The wheel speed signal is continuously collected by the vehicle speed sensor located on each wheel and transmitted to the wheel-side controller located on each wheel. The wheel-side controller performs data backup and transmits the wheel speed signal to the central controller. The system continuously collects the lateral yaw rate signal and steering wheel angle signal of the target vehicle and transmits them to the central controller and wheel-side controller.

3. The vehicle control method based on ESC according to claim 1, characterized in that, The step of determining whether the target vehicle has experienced sideslip and loss of control, and whether a single wheel has locked up, based on the current state parameters includes: By collecting the wheel speed signal of each wheel, it is determined whether the target vehicle is experiencing a single wheel lock-up state. If the target vehicle is in an emergency braking state and a certain wheel speed is not equal to the other wheel speed data values, it is determined that the target vehicle will experience a single wheel lock-up state. By collecting the lateral yaw rate signal and steering wheel angle signal of the target vehicle twice consecutively at a second preset time interval, it is determined whether the target vehicle has experienced sideslip and loss of control. If the target vehicle experiences single-wheel lock-up or skidding during a sharp turn, the braking system at each wheel side will correct the vehicle's condition and provide anti-lock braking functionality.

4. A vehicle control device based on ESC, characterized in that, The device includes: The acquisition module is configured to continuously acquire the target vehicle's lateral yaw rate signal, wheel speed signals of each wheel, and steering wheel angle signal. The first judgment module is configured to determine whether the target vehicle is in a single-wheel lock-up state or a sideslip loss state based on the target vehicle lateral yaw rate signal, wheel speed signal of each wheel and steering wheel angle signal collected by the acquisition module. The first execution module is configured to determine the state of a single wheel of the target vehicle based on the first judgment module, so as to control the target vehicle to execute a first control strategy; The second judgment module is configured to determine whether the first execution module executes the first control strategy based on the changes in the lateral yaw rate signal and the wheel speed signal of each wheel of the target vehicle in two consecutive intervals. This includes: if a wheel of the target vehicle is found to be locked, the central controller generates a control signal and feeds it back to the corresponding wheel-side controller. The wheel-side controller collects the wheel speed signal and lateral yaw rate signal of each wheel every first preset time interval. Based on the adjacent wheel speed information and lateral yaw rate signal collected at the first preset time interval, the wheel-side controller determines whether to execute the first control strategy according to the control signal. The first control strategy is an anti-lock braking and sideslip control strategy directly generated by the central controller for the target vehicle. The step of determining whether the wheel-side controller executes the first control strategy based on the adjacent wheel speed information and lateral yaw rate signal collected at a first preset time includes: if the difference between the wheel speed data values ​​collected at adjacent times at the first preset time is negative and the difference is greater than a first preset threshold, and the difference between the lateral yaw rate data values ​​is positive, then the first control strategy is not executed; wherein the difference is the difference between the data value collected in the next time and the data value collected in the previous time, and the first preset threshold is the critical value for determining that the wheel is about to enter a lock-up state; The second execution module is configured to, based on the judgment result of the second judgment module, control the target vehicle to execute the second control strategy if the target vehicle does not execute the first control strategy, including: if the target vehicle does not execute the first control strategy, the wheel-side controller automatically generates a fault activation signal to activate the backup sub-controller integrated in the wheel-side controller; according to the wheel speed signal and lateral yaw rate signal of the target vehicle's wheels collected at first preset time intervals, the backup sub-controller individually controls the corresponding wheel to execute the second control strategy; The process involves collecting wheel speed signals and lateral yaw rate signals of the target vehicle's wheels at first preset intervals, and the backup sub-controller individually controlling the corresponding wheel to execute a second control strategy. This includes controlling the brake calipers of the target vehicle's wheels to achieve anti-lock braking and anti-skid functions for a single wheel according to the second control strategy, and the backup sub-controller generating an alarm signal and transmitting it to the in-vehicle entertainment system to achieve an alarm notification function.

5. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured as follows: Implement the steps of the ESC-based vehicle control method as described in any one of claims 1 to 3.

6. A readable storage medium, characterized in that, The readable storage medium stores a computer program that, when executed by a processor, implements the steps of the ESC-based vehicle control method as described in any one of claims 1 to 3.

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