Emergency steering control method and device of vehicle, vehicle and storage medium

Abstract

The application relates to an emergency steering control method and device of a vehicle, the vehicle and a storage medium, wherein the method comprises the following steps: acquiring a whole-vehicle state signal of the vehicle; judging whether the vehicle meets a preset emergency steering condition based on the whole-vehicle state signal; if the vehicle meets the preset emergency steering condition, calculating a current deflection angle of the vehicle according to the whole-vehicle state signal, generating a first target correction deflection angle of the vehicle according to the current deflection angle, and controlling the vehicle to output a counteracting assist force corresponding to the first target correction deflection angle, so that the vehicle returns to a safe state. Therefore, the technical problem that, in the related art, different types of driving conditions have different performances, it is difficult to apply to scenes with changing working conditions, the ability management strategy is difficult to meet the driving journey of a user, and the driving experience of the user is affected is solved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to an emergency steering control method, device, vehicle, and storage medium for a vehicle. Background Technology

[0002] In related technologies, when a vehicle encounters an emergency, such as suddenly driving onto a road surface with one side asphalt and the other icy or snowy, the anti-lock braking system can stabilize the wheels by braking the wheels with high traction, thus preventing the vehicle from slipping and losing control, which could lead to serious consequences.

[0003] However, in the relevant technologies, braking the high-traction wheels during slight sideslip can easily cause speed loss and affect the riding experience of the occupants due to inertia, which needs to be improved. Summary of the Invention

[0004] This application provides an emergency steering control method, device, vehicle, and storage medium for a vehicle, in order to solve the technical problem in the related art that the vehicle exhibits different performance under different types of driving conditions, making it difficult to apply to scenarios with constantly changing conditions, thus making it difficult for the capability management strategy to meet the user's driving journey and affecting the user's driving experience.

[0005] The first aspect of this application provides an emergency steering control method for a vehicle, comprising the following steps: acquiring a vehicle status signal; determining whether the vehicle meets preset emergency steering conditions based on the vehicle status signal; if the vehicle meets the preset emergency steering conditions, calculating the current deflection angle of the vehicle based on the vehicle status signal, generating a first target correction angle of the vehicle based on the current deflection angle, and controlling the vehicle to output the counteracting assist corresponding to the first target correction angle, so that the vehicle returns to a safe state.

[0006] Optionally, in one embodiment of this application, the vehicle status signal includes vehicle speed signal, wheel speed signal, longitudinal acceleration signal, yaw rate signal, braking signal, gear signal, and engine torque signal.

[0007] Optionally, in one embodiment of this application, determining whether the vehicle meets the preset emergency steering conditions based on the vehicle status signal includes: obtaining the yaw rate and sideslip angle of the vehicle based on the longitudinal acceleration signal and the yaw rate signal; determining whether the yaw rate and sideslip angle exceed a preset speed threshold and a preset angle threshold, respectively; if the yaw rate is greater than the preset speed threshold and the sideslip angle is greater than the preset angle threshold, then determining that the vehicle meets the preset emergency steering conditions.

[0008] Optionally, in one embodiment of this application, the step of calculating the current yaw angle of the vehicle based on the vehicle status signal and generating a first target correction angle of the vehicle based on the current yaw angle includes: calculating the lateral yaw speed and lateral yaw angular velocity of the vehicle based on the vehicle status signal; identifying the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity under emergency conditions of the vehicle based on the lateral yaw speed, the lateral yaw angular velocity and a preset vehicle model, so as to obtain the first target correction angle based on the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity.

[0009] Optionally, in one embodiment of this application, the offsetting assistance is the steering assist corresponding to the first target corrected steering angle generated by EPS (Electric Power Steering) and / or the braking force corresponding to the first target corrected steering angle generated by ABS (Anti-lock Braking System).

[0010] Optionally, in one embodiment of this application, after controlling the vehicle to output the steering assist corresponding to the first target correction angle, the method further includes: acquiring the current vehicle status signal; determining, based on the current vehicle signal, whether the vehicle still meets the preset emergency steering conditions; if the vehicle still meets the preset emergency steering conditions, calculating a second target correction angle based on the first target correction angle and the current vehicle status signal, so as to use the second target correction angle to control the electronic power steering (EPS) system to provide corresponding steering assist.

[0011] Optionally, in one embodiment of this application, while controlling the vehicle to output the offset assistance corresponding to the first target correction angle, the method further includes: generating a corresponding reminder signal based on the first target correction angle; and controlling at least one acoustic reminder device and / or at least one optical reminder device of the vehicle to provide angle reminders based on the reminder signal.

[0012] A second aspect of this application provides an emergency steering control device for a vehicle, comprising: an acquisition module for acquiring a vehicle status signal; a judgment module for judging whether the vehicle meets preset emergency steering conditions based on the vehicle status signal; and a control module for calculating the current deflection angle of the vehicle based on the vehicle status signal when the vehicle meets the preset emergency steering conditions, generating a first target correction angle of the vehicle based on the current deflection angle, and controlling the vehicle to output a counteracting assist corresponding to the first target correction angle, so that the vehicle returns to a safe state.

[0013] Optionally, in one embodiment of this application, the judgment module includes: a first calculation unit, configured to obtain the yaw rate and sideslip angle of the vehicle based on the longitudinal acceleration signal and the yaw rate signal; a first judgment unit, configured to determine whether the yaw rate and sideslip angle exceed a preset speed threshold and a preset angle threshold, respectively; and a judgment unit, configured to determine that the vehicle meets the preset emergency steering conditions if the yaw rate is greater than the preset speed threshold and the sideslip angle is greater than the preset angle threshold.

[0014] Optionally, in one embodiment of this application, the control module includes: a second calculation unit, configured to calculate the lateral yaw speed and lateral yaw angular velocity of the vehicle based on the vehicle state signal; and a third calculation unit, configured to identify the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity under emergency conditions of the vehicle based on the lateral yaw speed, the lateral yaw angular velocity, and a preset vehicle model, so as to obtain the first target correction angle based on the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity.

[0015] Optionally, in one embodiment of this application, the control module further includes: an acquisition unit, configured to acquire the current vehicle status signal of the vehicle; a second judgment unit, configured to determine, based on the current vehicle signal, whether the vehicle still meets the preset emergency steering conditions; and a control unit, configured to, when the vehicle still meets the preset emergency steering conditions, calculate a second target correction angle based on the first target correction angle and the current vehicle status signal, so as to use the second target correction angle to control the electronic power steering (EPS) system to provide corresponding steering assistance.

[0016] Optionally, in one embodiment of this application, the control module further includes: a generation unit, configured to generate a corresponding reminder signal based on the first target correction angle; and a reminder unit, configured to control at least one acoustic reminder device and / or at least one optical reminder device of the vehicle to provide corner reminders based on the reminder signal.

[0017] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the emergency steering control method for the vehicle as described in the above embodiments.

[0018] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to perform the emergency steering control method for a vehicle as described in the above embodiments.

[0019] This application embodiment can obtain the vehicle's overall status signal to determine whether the vehicle meets preset emergency steering conditions. If the preset emergency steering conditions are met, the vehicle's first target correction steering angle is generated by calculating the current deflection angle, and the vehicle is controlled to output the corresponding counteracting assist, allowing the vehicle to return to a safe state. In emergency situations, it can achieve rapid and accurate steering correction, avoiding potential dangerous accidents, thereby improving driving safety under different driving conditions and enhancing the user's driving experience. This solves the technical problem in related technologies where performance varies under different types of driving conditions, making it difficult to apply to scenarios with constantly changing conditions, and causing the capability management strategy to fail to meet the user's driving journey, thus affecting the user's driving experience.

[0020] 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

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0022] Figure 1 This is a flowchart of an emergency steering control method for a vehicle according to an embodiment of this application;

[0023] Figure 2 This is a schematic diagram of an emergency vehicle operating condition according to an embodiment of the vehicle emergency steering control method of this application;

[0024] Figure 3 This is a schematic diagram illustrating the basic calculation theory of the vehicle sideslip condition in an emergency steering control method according to an embodiment of this application.

[0025] Figure 4 This is a schematic diagram of the emergency steering control logic of a vehicle emergency steering control method according to an embodiment of this application;

[0026] Figure 5 This is a flowchart of an emergency steering control method for a vehicle according to an embodiment of this application;

[0027] Figure 6 This is a schematic diagram of the structure of an emergency steering control device for a vehicle according to an embodiment of this application;

[0028] Figure 7 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0030] The following description, with reference to the accompanying drawings, describes an emergency steering control method, apparatus, vehicle, and storage medium for a vehicle according to embodiments of this application. Addressing the technical problem mentioned in the background art, where related technologies exhibit varying performance under different driving conditions, making them unsuitable for scenarios with constantly changing conditions, and thus hindering the capability management strategy from meeting the user's driving journey and affecting the user's driving experience, this application provides an emergency steering control method for a vehicle. In this method, by acquiring the vehicle's overall status signal, it is determined whether the vehicle meets preset emergency steering conditions. If the preset emergency steering conditions are met, a first target correction steering angle is generated by calculating the current deflection angle, and the vehicle is controlled to output the corresponding counter-steering assist, allowing the vehicle to return to a safe state. This enables rapid and accurate steering correction in emergency situations, avoiding potential dangerous accidents and improving vehicle driving safety. Therefore, this solves the technical problem in related technologies where performance varies under different driving conditions, making them unsuitable for scenarios with constantly changing conditions, and hindering the capability management strategy from meeting the user's driving journey and affecting the user's driving experience.

[0031] Specifically, Figure 1 This is a schematic flowchart illustrating an emergency steering control method for a vehicle provided in an embodiment of this application.

[0032] like Figure 1 As shown, the emergency steering control method for this vehicle includes the following steps:

[0033] In step S101, the vehicle status signal is acquired.

[0034] In actual implementation, the embodiments of this application can acquire vehicle status signals through sensors or other devices, including but not limited to information such as vehicle speed, braking, and vehicle posture, to provide accurate input data for subsequent emergency steering control and improve vehicle safety and handling.

[0035] Optionally, in one embodiment of this application, the vehicle status signal includes vehicle speed signal, wheel speed signal, longitudinal acceleration signal, yaw rate signal, braking signal, gear signal, and engine torque signal.

[0036] It is understood that the vehicle speed signal, i.e., the current operating speed signal of the vehicle, can be acquired by a vehicle wheel speed sensor in this embodiment; the wheel speed signal, i.e., the rotational speed signal of each wheel, can be used for differential control or dynamic vehicle stability control; the longitudinal acceleration signal, i.e., the longitudinal acceleration signal of the vehicle, can be used to determine the acceleration, deceleration, and braking status of the vehicle; the yaw rate signal, i.e., the signal used to measure the speed of the vehicle's lateral turning, can reflect the vehicle's handling performance and motion state; the braking signal, i.e., the signal that reflects whether the vehicle is currently braking, can include the force of pressing the brake pedal and the status of the brake lights; the gear signal, i.e., the gear signal that the vehicle is currently in, can be acquired by a transmission sensor in this embodiment, and can be used for functions such as automatic transmission shift control; the engine torque signal, i.e., the engine output torque signal, can be used to determine the vehicle's power output status and engine load.

[0037] In summary, through vehicle signals, the embodiments of this application can collect data through various sensors and instruments to obtain the current driving status of the vehicle, identify the current driving conditions of the vehicle, which helps the vehicle control system and the driver to make judgments and decisions, provides support for subsequent emergency steering control, and improves the safety of vehicle driving.

[0038] In step S102, it is determined whether the vehicle meets the preset emergency steering conditions based on the vehicle status signal.

[0039] Furthermore, the embodiments of this application can identify the vehicle status that may lead to an emergency and determine whether the requirements for emergency steering are met. Through logical judgment based on the vehicle status signal, the embodiments of this application can quickly and accurately determine whether the vehicle needs to perform an emergency steering operation, providing a basis for subsequent operations.

[0040] The preset emergency steering conditions will be explained in detail below.

[0041] Optionally, in one embodiment of this application, determining whether a vehicle meets preset emergency steering conditions based on vehicle status signals includes: obtaining the vehicle's yaw rate and sideslip angle based on longitudinal acceleration signals and yaw rate signals; determining whether the yaw rate and sideslip angle exceed preset speed thresholds and preset angle thresholds, respectively; if the yaw rate is greater than the preset speed threshold and the sideslip angle is greater than the preset angle threshold, then determining that the vehicle meets the preset emergency steering conditions.

[0042] Here, the pre-set emergency turning conditions are explained.

[0043] In some embodiments, embodiments of this application can utilize a vehicle control unit (VCU) to obtain longitudinal acceleration signals and yaw rate signals based on vehicle status signals, and then calculate the vehicle's yaw rate and sideslip angle. Furthermore, embodiments of this application can compare the vehicle's yaw rate and sideslip angle with preset speed thresholds and angle thresholds, respectively. If the yaw rate is greater than the preset speed threshold and the sideslip angle is greater than the preset angle threshold, then the vehicle is deemed to meet the preset emergency steering conditions; otherwise, the vehicle is deemed not to meet the preset emergency steering conditions.

[0044] By combining the vehicle's longitudinal acceleration and yaw rate, the embodiments of this application can effectively detect the vehicle's lateral motion state and provide a more accurate basis for judgment. The preset speed threshold and angle threshold can be adjusted by those skilled in the art according to the specific vehicle and application scenario to adapt to different situations and needs. No specific restrictions are imposed here. When the yaw rate and sideslip angle both exceed the preset threshold, it can be quickly and accurately determined that the vehicle is in an emergency steering state, which helps to improve the vehicle's response sensitivity and coping ability, and enhance driving safety.

[0045] In step S103, if the vehicle meets the preset emergency steering conditions, the current deflection angle of the vehicle is calculated based on the vehicle status signal, and the first target correction angle of the vehicle is generated based on the current deflection angle. The vehicle is then controlled to output the counteracting assist corresponding to the first target correction angle, so that the vehicle returns to a safe state.

[0046] In actual implementation, the embodiments of this application can calculate the current yaw angle of the vehicle based on the vehicle status signal and generate a first target correction yaw angle. By controlling the counter-assistance, the vehicle can be restored to a safe state, which can respond to emergency steering conditions in real time and improve the vehicle's handling stability and safety.

[0047] Optionally, in one embodiment of this application, calculating the current yaw angle of the vehicle based on the vehicle status signal and generating a first target correction angle for the vehicle based on the current yaw angle includes: calculating the lateral yaw speed and lateral yaw angular velocity of the vehicle based on the vehicle status signal; identifying the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity under emergency conditions based on the lateral yaw speed, the lateral yaw angular velocity and a preset vehicle model, and obtaining the first target correction angle based on the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity.

[0048] Of course, in other embodiments, this application calculates the vehicle's lateral yaw speed and lateral yaw angular velocity based on the vehicle's state signals, and identifies the overshoot of the lateral yaw speed and lateral yaw angular velocity under emergency conditions based on the lateral yaw speed, lateral yaw angular velocity, and a preset vehicle model, thereby obtaining the first target correction angle. Figure 2 and Figure 3 As shown, with Figure 3 The standard automotive lateral dynamics model shown is an example, where the two squares represent wheel models. V is the yaw rate of the car; β is the sideslip angle of the center of mass; x For the longitudinal component of the vehicle speed, The lateral force on the front wheels of the car. The lateral force on the rear wheels of a car; V and l H These are the distances from the center of mass to the front and rear axles, respectively; a V and a H These are the slip angles of the front and rear wheels, respectively; δ is the front wheel steering angle input. Based on the given parameters, the following formula can be obtained:

[0049]

[0050]

[0051] This allows the vehicle to quickly and accurately obtain its own steering state, providing a reverse steering angle to counteract vehicle deflection and perform corresponding corrective control. By monitoring vehicle deflection in real time, appropriate corrective steering angles are generated promptly, enabling the vehicle to quickly return to a safe state, thus improving driving safety and stability. Simultaneously, generating corrective steering angles based on preset correction strategies also helps optimize vehicle handling, enhancing the driving experience and vehicle responsiveness.

[0052] Optionally, in one embodiment of this application, the offsetting assistance is the steering assist corresponding to the first target corrected steering angle generated by the electronic power steering (EPS) system and / or the braking force corresponding to the first target corrected steering angle generated by the anti-lock braking system (ABS).

[0053] In actual implementation, the embodiments of this application calculate the current deflection angle of the vehicle based on the vehicle status signal, and generate the first target correction angle of the vehicle based on the current deflection angle. The first target correction angle will be used to control the electronic power steering system and the anti-lock braking system to provide corresponding counteracting assistance so that the vehicle returns to a safe state.

[0054] As is understandable, an EPS system is a system consisting of an electronic control unit and a power steering system. By controlling the power steering system, it increases or decreases steering assistance, helping the driver to control the vehicle more easily. An ABS system is a system used to prevent wheel lock-up during vehicle braking. It maintains optimal braking performance and stability by quickly controlling the distribution and release of braking force.

[0055] In this embodiment, the EPS system corrects the steering angle according to the first target and controls the power steering device to provide corresponding steering angle assistance to help the driver turn the steering wheel so that the vehicle returns to a stable driving trajectory.

[0056] The ABS system corrects the steering angle based on the initial target and adjusts the braking force accordingly to ensure that the wheels do not lock up during braking, thereby maintaining vehicle stability and improving braking performance.

[0057] In some embodiments, the present application can utilize the braking force generated by the ABS system as a basic stability control and the steering assist generated by the EPS system as a redundant function to achieve redundant control of the vehicle, reducing the driver's workload, improving driving comfort and handling, and also helping the vehicle quickly and accurately return to a safe state. Through reasonable adjustment of the assist countermeasures, the risk of the vehicle deviating from its driving trajectory can be reduced, improving vehicle safety and stability, and providing the driver with a safer and smoother driving experience.

[0058] Optionally, in one embodiment of this application, after controlling the vehicle to output the steering assist corresponding to the first target correction angle, the method further includes: acquiring the current vehicle status signal; determining, based on the current vehicle signal, whether the vehicle still meets the preset emergency steering conditions; if the vehicle still meets the preset emergency steering conditions, calculating the second target correction angle based on the first target correction angle and the current vehicle status signal, so as to use the second target correction angle to control the electronic power steering (EPS) system to provide corresponding steering assist.

[0059] In actual implementation, this embodiment, based on the first target correction steering angle control, further utilizes the current vehicle status signal and the second target correction steering angle. By determining whether the vehicle still meets the emergency steering conditions, and if so, determining that the vehicle is still in an unstable state, this embodiment can calculate the second target correction steering angle, thereby more accurately adjusting the steering assist and helping the vehicle return to a safe state more quickly. Furthermore, based on the real-time acquired vehicle status signal, this embodiment can adjust the control strategy in a timely manner to adapt to different driving conditions, improve the vehicle's handling performance and stability, and enhance the driver's driving experience and safety.

[0060] Optionally, in one embodiment of this application, while controlling the vehicle to output the offset assistance corresponding to the first target correction angle, the method further includes: generating a corresponding reminder signal based on the first target correction angle; and controlling at least one acoustic reminder device and / or at least one optical reminder device of the vehicle to provide angle reminders based on the reminder signal.

[0061] As one possible implementation, embodiments of this application can introduce a warning signal and a cornering warning device while controlling the vehicle to output a first target correction steering angle. By generating a warning signal based on the first target correction steering angle and using acoustic and optical warning devices for cornering warning, the driver's perception and alertness to steering operations are enhanced. The use of the warning signal and cornering warning device can provide additional warning information when the driver fails to notice the vehicle deviating from a safe state in time, helping the driver to adjust the steering wheel in time and take appropriate actions to restore vehicle stability, thereby enhancing driving safety.

[0062] Regarding acoustic warning devices, appropriate voice prompts could be considered, such as issuing voice reminders through the in-car audio system or by equipping a voice assistant to remind the driver to pay attention when turning. The volume should be kept moderate to avoid hindering the driver's perception and judgment of external traffic sounds.

[0063] In terms of optical warning devices, in-vehicle displays or HUDs (Head-Up Displays) can be used to display corner warning information, such as road directional arrows and navigation icons. The design should be simple and clear, without taking up too much of the driver's visual attention, and at the same time, it should avoid excessively bright light that may irritate the driver.

[0064] In conclusion, when designing vehicle cornering warning devices, safety and practicality must be considered comprehensively to ensure that the device's warning function does not distract the driver, while also complying with relevant traffic regulations and road safety rules.

[0065] In practical applications, such as Figure 2 As shown, when a vehicle is turning, there are three situations: understeer, neutral steering, and oversteer. If the steering wheel is kept at a fixed angle, and the vehicle is slowly accelerating or traveling at different constant speeds, the turning radius of a car with understeer gradually increases, the turning radius of a car with neutral steering remains unchanged, and the turning radius of a car with oversteer gradually decreases.

[0066] Furthermore, combined Figure 2 and Figure 3 As shown, with Figure 3 The standard automotive lateral dynamics model shown is an example, where the two squares represent wheel models. V is the yaw rate of the car; β is the sideslip angle of the center of mass;x For the longitudinal component of the vehicle speed, The lateral force on the front wheels of the car. The lateral force on the rear wheels of a car; V and l H These are the distances from the center of mass to the front and rear axles, respectively; a V and a H These are the slip angles of the front and rear wheels, respectively; δ is the front wheel steering angle input. Based on the given parameters, the following formula can be obtained:

[0067]

[0068]

[0069] Combination Figure 4 and Figure 5 As shown in the embodiment of this application, vehicle stability is achieved by driving EPS through VCU, including the following steps:

[0070] In step S501, the VCU receives vehicle status signals, including vehicle speed, wheel speed, longitudinal acceleration, yaw rate, braking signal, gear signal, engine torque, etc., and calculates and identifies the current vehicle status.

[0071] In step S502, when a sudden situation occurs in the vehicle and the yaw rate and sideslip angle exceed the preset thresholds, the VCU controller calculates the correction angle that the EPS needs to provide based on the current vehicle state to restore the vehicle to stability.

[0072] In step S503, the EPS sends the corrected steering angle to the controller for a new round of calculation and control until the vehicle stabilizes.

[0073] Understandably, the Vehicle Control Unit (VCU) receives and processes signals from sensors and actuators to calculate and optimize vehicle control strategies in real time, thereby improving vehicle performance, safety, and driving comfort. Simultaneously, the VCU can communicate and coordinate with other vehicle control units (such as the engine control unit, brake control unit, and steering control unit), playing a crucial role in the vehicle and having a key impact on its performance and stability.

[0074] The emergency steering control method for vehicles proposed in this application can determine whether the vehicle meets preset emergency steering conditions by acquiring the vehicle's overall status signal. If the preset emergency steering conditions are met, a first target correction steering angle is generated by calculating the current deflection angle, and the vehicle is controlled to output the corresponding counteracting assist, allowing the vehicle to return to a safe state. This enables rapid and accurate steering correction in emergency situations, avoiding potential dangerous accidents and improving vehicle driving safety. Therefore, it solves the technical problem in related technologies where performance varies under different driving conditions, making it difficult to apply to scenarios with constantly changing conditions, and causing the capability management strategy to fail to meet the user's driving journey, thus affecting the user's driving experience.

[0075] Next, referring to the accompanying drawings, an emergency steering control device for a vehicle according to an embodiment of this application is described.

[0076] Figure 6 This is a block diagram of an emergency steering control device for a vehicle according to an embodiment of this application.

[0077] like Figure 6 As shown, the emergency steering control device 10 of the vehicle includes: an acquisition module 100, a judgment module 200, and a control module 300.

[0078] Specifically, the acquisition module 100 is used to acquire the vehicle's overall status signal.

[0079] The judgment module 200 is used to determine whether the vehicle meets the preset emergency steering conditions based on the vehicle status signal.

[0080] The control module 300 is used to calculate the current deflection angle of the vehicle based on the vehicle status signal when the vehicle meets the preset emergency steering conditions, generate the first target correction angle of the vehicle based on the current deflection angle, and control the vehicle to output the counteracting assist corresponding to the first target correction angle so that the vehicle returns to a safe state.

[0081] Optionally, in one embodiment of this application, the judgment module 200 includes: a first calculation unit, a first judgment unit, and a determination unit.

[0082] The first calculation unit is used to obtain the vehicle's yaw rate and sideslip angle based on the longitudinal acceleration signal and the yaw rate signal.

[0083] The first judgment unit is used to determine whether the yaw rate and sideslip angle exceed the preset speed threshold and preset angle threshold, respectively.

[0084] The determination unit is used to determine that the vehicle meets the preset emergency steering conditions if the yaw rate is greater than a preset speed threshold and the sideslip angle is greater than a preset angle threshold.

[0085] Optionally, in one embodiment of this application, the control module 300 includes a second computing unit and a third computing unit.

[0086] The second calculation unit is used to calculate the vehicle's lateral yaw speed and lateral yaw angular velocity based on the vehicle's state signals.

[0087] The third calculation unit is used to identify the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angle under emergency conditions of the vehicle based on the lateral yaw speed, the lateral yaw angle and the preset vehicle model, and to obtain the first target correction angle based on the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angle.

[0088] Optionally, in one embodiment of this application, the control module 300 further includes: an acquisition unit, a second judgment unit, and a control unit.

[0089] The acquisition unit is used to acquire the current vehicle status signal.

[0090] The second judgment unit is used to determine whether the vehicle still meets the preset emergency steering conditions based on the current vehicle signals.

[0091] The control unit is used to calculate the second target correction angle based on the first target correction angle and the current vehicle status signal when the vehicle still meets the preset emergency steering conditions, so as to use the second target correction angle to control the electronic power steering EPS system to provide corresponding steering assistance.

[0092] Optionally, in one embodiment of this application, the control module 300 further includes a generation unit and a reminder unit.

[0093] The generation unit is used to generate a corresponding reminder signal based on the angle correction of the first target.

[0094] A reminder unit is used to control at least one acoustic reminder device and / or at least one optical reminder device of the vehicle to provide a cornering reminder based on a reminder signal.

[0095] It should be noted that the foregoing explanation of the vehicle emergency steering control method embodiment also applies to the vehicle emergency steering control device of this embodiment, and will not be repeated here.

[0096] The emergency steering control device for vehicles proposed in this application can determine whether the vehicle meets preset emergency steering conditions by acquiring the vehicle's overall status signal. If the preset emergency steering conditions are met, the device calculates the current deflection angle to generate the vehicle's first target correction steering angle and controls the vehicle to output the corresponding counteracting assist, allowing the vehicle to return to a safe state. In emergency situations, it can achieve rapid and accurate steering correction, avoiding potential dangerous accidents and thus improving vehicle driving safety. This solves the technical problem in related technologies where performance varies under different driving conditions, making it difficult to apply to scenarios with constantly changing conditions, and causing the capability management strategy to fail to meet the user's driving journey, thereby affecting the user's driving experience.

[0097] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0098] The memory 701, the processor 702, and the computer program stored on the memory 701 and executable on the processor 702.

[0099] When the processor 702 executes the program, it implements the emergency steering control method for the vehicle provided in the above embodiments.

[0100] Furthermore, the vehicle also includes:

[0101] Communication interface 703 is used for communication between memory 701 and processor 702.

[0102] The memory 701 is used to store computer programs that can run on the processor 702.

[0103] The memory 701 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0104] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 7The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0105] Optionally, in a specific implementation, if the memory 701, processor 702, and communication interface 703 are integrated on a single chip, then the memory 701, processor 702, and communication interface 703 can communicate with each other through an internal interface.

[0106] The processor 702 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0107] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described emergency steering control method for a vehicle.

[0108] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is 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. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0109] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0110] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0111] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0112] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0113] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0114] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0115] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. An emergency steering control method of a vehicle, characterized by, Includes the following steps: Acquire the vehicle's overall status signals; Based on the vehicle status signal, determine whether the vehicle meets the preset emergency steering conditions; If the vehicle meets the preset emergency steering conditions, the current deflection angle of the vehicle is calculated based on the vehicle status signal, and a first target correction angle of the vehicle is generated based on the current deflection angle. The vehicle is then controlled to output the counteracting assist corresponding to the first target correction angle, so that the vehicle returns to a safe state. The step of calculating the current yaw angle of the vehicle based on the vehicle status signal, and generating the first target correction yaw angle of the vehicle based on the current yaw angle, includes: Based on the vehicle status signal, calculate the vehicle's lateral yaw speed and lateral yaw angular velocity; Based on the lateral yaw speed, the lateral yaw angular velocity, and the preset vehicle model, the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity under emergency conditions of the vehicle are identified, so as to obtain the first target correction angle based on the overshoot of the lateral yaw speed and the overshoot of the lateral yaw angular velocity. The offsetting assistance is the steering angle assistance generated by the electronic power steering (EPS) system corresponding to the first target corrected steering angle and / or the braking force generated by the anti-lock braking system (ABS) corresponding to the first target corrected steering angle.

2. The method of claim 1, wherein, The vehicle status signals include vehicle speed signal, wheel speed signal, longitudinal acceleration signal, yaw rate signal, braking signal, gear signal, and engine torque signal.

3. The method of claim 2, wherein, The step of determining whether the vehicle meets the preset emergency steering conditions based on the vehicle status signal includes: The yaw rate and sideslip angle of the vehicle are obtained based on the longitudinal acceleration signal and the yaw rate signal. Determine whether the yaw rate and sideslip angle exceed preset speed thresholds and preset angle thresholds, respectively; If the yaw rate is greater than the preset speed threshold and the sideslip angle is greater than the preset angle threshold, then the vehicle is determined to meet the preset emergency steering conditions.

4. The method of claim 1, wherein, After controlling the vehicle to output the steering assist corresponding to the first target correction steering angle, the method further includes: Obtain the current vehicle status signal; Based on the current vehicle status signal, determine whether the vehicle still meets the preset emergency steering conditions; If the vehicle still meets the preset emergency steering conditions, a second target correction angle is calculated based on the first target correction angle and the current vehicle status signal, so as to use the second target correction angle to control the electronic power steering EPS system to provide corresponding steering assistance.

5. The method of claim 1, wherein, While controlling the vehicle to output the counteracting assist corresponding to the first target correction steering angle, it also includes: Based on the first target, the turning angle is corrected to generate a corresponding reminder signal; Based on the reminder signal, control at least one acoustic reminder device and / or at least one optical reminder device of the vehicle to provide a cornering reminder.

6. An emergency steering control device for a vehicle, characterized by comprising: include: The acquisition module is used to acquire the vehicle's overall status signals; The judgment module is used to determine whether the vehicle meets the preset emergency steering conditions based on the vehicle status signal; The control module is configured to calculate a current deflection angle of the vehicle according to the vehicle state signal when the vehicle meets the preset emergency steering condition, generate a first target correction angle of the vehicle according to the current deflection angle, and control the vehicle to output a counteracting assist force corresponding to the first target correction angle so as to restore the vehicle to a safe state. The calculation of the current deflection angle of the vehicle according to the vehicle state signal and the generation of the first target correction angle of the vehicle according to the current deflection angle include: calculating a lateral deflection speed and a lateral deflection angular speed of the vehicle based on the vehicle state signal; identifying an overshoot amount of the lateral deflection speed and an overshoot amount of the lateral deflection angular speed in an emergency working condition of the vehicle based on the lateral deflection speed, the lateral deflection angular speed and a preset vehicle model, so as to obtain the first target correction angle based on the overshoot amount of the lateral deflection speed and the overshoot amount of the lateral deflection angular speed; The counteracting assist force is a steering angle assist force corresponding to the first target correction angle generated by an electronic power steering (EPS) system and / or a braking force corresponding to the first target correction angle generated by an anti-lock braking system (ABS).

7. A vehicle characterized by comprising: The control module includes: a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the emergency steering control method of the vehicle according to any one of claims 1-5.

8. A computer-readable storage medium having stored thereon a computer program, characterized in that The program is executed by the processor to implement the emergency steering control method of the vehicle according to any one of claims 1-5.

Images