Vehicle control method, device, controller and storage medium
By calculating the LTR value and roll angle of the vehicle's state parameters, and controlling the suspension and active stabilizer bar, the problem of ESC's inability to actively prevent rollover was solved, enabling active rollover prevention for SUVs and reducing the risk of rollover.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- ZHEJIANG GEELY HLDG GRP CO LTD
- Filing Date
- 2024-01-19
- Publication Date
- 2026-08-04
AI Technical Summary
In the existing technology, the electronic stability control system (ESC) only has passive response capability and cannot actively intervene to prevent vehicle rollover, which makes SUVs more likely to rollover when driving at high speed or making sharp turns.
By acquiring vehicle state parameters collected by sensors, the vertical load transfer rate (LTR) is calculated, and the anti-rollover torque is determined based on the roll angle and LTR value. The suspension and active stabilizer bar are then adjusted to counteract vehicle rollover.
It enables active anti-rollover intervention for vehicles, reducing the chance of SUVs rolling over when driving at high speeds or making sharp turns, and improving vehicle safety and stability.
Smart Images
Figure CN117644856B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle safety technology, and in particular to a vehicle control method, device, controller and storage medium. Background Technology
[0002] Sport Utility Vehicles (SUVs) are characterized by their powerful engines, off-road capabilities, spaciousness, comfort, and excellent cargo and passenger carrying capacity. However, in daily use, due to their high center of gravity and tall body structure, SUVs are prone to rollover risks when traveling at high speeds or making sharp turns.
[0003] In the existing technology, the traditional method of preventing vehicle rollover uses the Electronic Stability Control (ESC) system. ESC can provide better stability and control performance by adjusting the braking force distribution and engine output power.
[0004] However, in the existing technology, the electronic stability control system (ESC) only has passive response capability and cannot actively intervene to prevent vehicle rollover, which makes the probability of vehicle rollover still relatively high. Summary of the Invention
[0005] This application provides a vehicle control method, device, controller, and storage medium to solve the problem that the Electronic Stability Control (ESC) system only has passive response capability and cannot actively intervene to prevent vehicle rollover, thus making the probability of vehicle rollover still relatively high.
[0006] In a first aspect, this application provides a vehicle control method applied to a vehicle controller, comprising:
[0007] Acquire multiple vehicle status parameters corresponding to the current vehicle status collected by the sensors;
[0008] The roll angle of the vehicle is obtained from the plurality of vehicle state parameters;
[0009] Multiple calculation parameters are obtained based on the multiple vehicle state parameters, and the vertical load transfer rate (LTR) value is calculated based on the multiple calculation parameters.
[0010] Determine whether the roll angle is greater than the roll angle limit;
[0011] If the roll angle is greater than the roll angle limit, the anti-rollover torque to be adjusted for the vehicle is determined based on the difference between the roll angle and the roll angle limit.
[0012] If the roll angle is less than or equal to the roll angle limit, then continue to determine whether the LTR value is greater than the LTR limit;
[0013] If the LTR value is greater than the LTR limit, the anti-rollover torque to be adjusted for the vehicle is determined based on the LTR difference between the LTR value and the LTR limit.
[0014] After a preset time period, the actuators corresponding to the anti-rollover torque control vehicle are adjusted accordingly to counteract the vehicle rollover.
[0015] In one possible design, the calculated parameters include: sprung mass, total mass, gravitational acceleration, wheel spacing, roll arm height, lateral acceleration, vehicle speed, yaw rate, roll acceleration, roll angle, and active stabilizer bar torque; correspondingly, the formula for calculating the vertical load transfer ratio (LTR) based on the multiple calculated parameters is as follows:
[0016]
[0017] In the formula, LTR is the vertical load transfer rate; m s ρ is the sprung mass; m is the total mass; g is the acceleration due to gravity; L is the wheel spacing; h is the tilt arm height; yaw rate is lateral acceleration; u is vehicle speed; r is yaw rate. This is the roll angle acceleration; θ is the roll angle; T is the torque of the active stabilizer bar.
[0018] In one possible design, the actuator includes a suspension; correspondingly, the step of controlling the actuator corresponding to the vehicle to make corresponding adjustments based on the anti-rollover torque to counteract vehicle rollover includes: determining whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness; if the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension stiffness, then controlling the suspension corresponding to the vehicle to adjust its stiffness based on the anti-rollover torque to counteract vehicle rollover.
[0019] In one possible design, after determining whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness, the method further includes: if the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness, then determining whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping; if the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension damping, then controlling the suspension corresponding to the vehicle to adjust the damping according to the anti-rollover torque to counteract the vehicle rolling over.
[0020] In one possible design, the actuator includes an active lateral stabilizer bar;
[0021] Accordingly, after determining whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping, the method further includes: if the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping, then determining whether the anti-rollover torque exceeds the torque adjustment range of the active stabilizer bar; if the anti-rollover torque does not exceed the torque adjustment range of the active stabilizer bar force, then controlling the active stabilizer bar force corresponding to the vehicle to adjust the torque according to the anti-rollover torque, so as to counteract the vehicle rollover.
[0022] In one possible design, after determining whether the anti-rollover torque exceeds the torque adjustment range of the active stabilizer bar torque, the method further includes: if the anti-rollover torque exceeds the torque adjustment range of the active stabilizer bar torque, then determining whether the anti-rollover torque exceeds the torque adjustment range of the combined adjustment of the suspension and the active stabilizer bar; if the anti-rollover torque does not exceed the combined adjustment range, then controlling the suspension and the active stabilizer bar corresponding to the vehicle to perform combined adjustment according to the anti-rollover torque, so as to counteract the vehicle rolling over.
[0023] In one possible design, after determining whether the anti-rollover torque exceeds the torque adjustment range of the combined adjustment of the suspension and the active lateral stabilizer bar, the method further includes: if the anti-rollover torque exceeds the torque adjustment range of the combined adjustment, then an instantaneous rollover warning is issued for the vehicle.
[0024] Secondly, this application provides a vehicle control device applied to a vehicle controller, comprising:
[0025] The first acquisition module is used to acquire multiple vehicle state parameters corresponding to the current vehicle state collected by the sensors.
[0026] The second acquisition module is used to acquire the roll angle of the vehicle from the plurality of vehicle state parameters;
[0027] The calculation module is used to obtain multiple calculation parameters based on the multiple vehicle state parameters, and to calculate the vertical load transfer rate (LTR) value based on the multiple calculation parameters.
[0028] The first judgment module is used to determine whether the roll angle is greater than the roll angle limit;
[0029] The first determining module is used to determine the anti-rollover torque to be adjusted for the vehicle based on the difference between the roll angle and the roll angle limit if the roll angle is greater than the roll angle limit.
[0030] The second judgment module is used to determine whether the LTR value is greater than the LTR limit if the roll angle is less than or equal to the roll angle limit.
[0031] The second determining module is used to determine the anti-rollover torque to be adjusted for the vehicle based on the LTR difference between the LTR value and the LTR limit if the LTR value is greater than the LTR limit.
[0032] The first adjustment module is used to adjust the actuator corresponding to the anti-rollover torque control vehicle after a preset time period to counteract the vehicle rollover.
[0033] Thirdly, this application provides a vehicle controller, including: at least one processor and a memory;
[0034] The memory stores computer-executed instructions;
[0035] The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the vehicle control method as described in the first aspect and various possible designs of the first aspect.
[0036] Fourthly, this application provides a computer storage medium storing computer execution instructions, which, when executed by a processor, implement the vehicle control method described in the first aspect and various possible designs of the first aspect.
[0037] Fifthly, embodiments of this disclosure provide a computer program product, including a computer program that, when executed by a processor, implements the vehicle control method described in the first aspect and various possible designs of the first aspect.
[0038] The vehicle control method, device, controller, and storage medium provided in this application obtain multiple calculation parameters based on multiple vehicle state parameters, and calculate the vertical load transfer rate (LTR) value based on the multiple calculation parameters; determine whether the roll angle is greater than the roll angle limit; if the roll angle is greater than the roll angle limit, determine the anti-rollover torque to be adjusted for the vehicle based on the difference between the roll angle and the roll angle limit; if the roll angle is less than or equal to the roll angle limit, continue to determine whether the LTR value is greater than the LTR limit; if the LTR value is greater than the LTR limit, determine the anti-rollover torque to be adjusted for the vehicle based on the difference between the LTR value and the LTR limit; after a preset time, control the corresponding actuator of the vehicle to make corresponding adjustments based on the anti-rollover torque to counteract the vehicle rollover, so that the vehicle can actively intervene to prevent rollover, thereby reducing the probability of the vehicle rollover. Attached Figure Description
[0039] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0040] Figure 1 This is a schematic diagram illustrating an application scenario of the vehicle control method provided in the embodiments of this application;
[0041] Figure 2 Flowchart of the vehicle control method provided in the embodiments of this application Figure 1 ;
[0042] Figure 3 This is a vehicle rollover model diagram provided in an embodiment of this application;
[0043] Figure 4 Flowchart of the vehicle control method provided in the embodiments of this application Figure 2 ;
[0044] Figure 5 This is a schematic diagram of the structure of the vehicle control device provided in the embodiments of this application;
[0045] Figure 6 This is a schematic diagram of the hardware structure of the vehicle controller provided in an embodiment of this application. Detailed Implementation
[0046] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0047] With the development of automotive technology, Sport Utility Vehicles (SUVs) have become known for their powerful engines, off-road capabilities, spaciousness, comfort, and excellent cargo and passenger carrying capacity. However, in daily use, due to their high center of gravity and tall body structure, SUVs are prone to rollover risks when driving at high speeds or making sharp turns. Current technology traditionally employs Electronic Stability Control (ESP) systems to prevent rollovers. ESP is an advanced computer control system that assists the driver in controlling the vehicle, improving vehicle stability under adverse driving conditions. ESP can adjust brake force distribution and engine output power to provide better stability and control. However, current ESP systems only have passive response capabilities and cannot actively intervene to prevent rollovers, leaving the probability of rollovers still relatively high.
[0048] To address the aforementioned technical problems, this application proposes the following technical concept: Considering that electronic stability control systems cannot actively intervene to prevent vehicle rollover, the inventors calculate the LTR value based on multiple vehicle state parameters collected by sensors; determine the vehicle rollover prevention torque based on the calculated roll angle difference or LTR difference; and adjust the control actuator accordingly based on the rollover prevention torque to counteract vehicle rollover, thereby enabling the vehicle to actively intervene to prevent rollover and reduce the probability of vehicle rollover.
[0049] Figure 1 This is a schematic diagram illustrating an application scenario of the vehicle control method provided in the embodiments of this application.
[0050] like Figure 1 As shown, the scenario includes: vehicle 10; vehicle 10 includes: sensor 101, controller 102 and actuator 103.
[0051] Among them, sensor 101 includes a roll angle sensor, a front wheel steering angle sensor, a vehicle speed sensor, a vehicle yaw rate sensor, and other sensors.
[0052] Controller 102 can be a standalone controller or a cluster of multiple controllers.
[0053] The actuator 103 includes a suspension 1031 and an active stabilizer bar 1032.
[0054] Among them, suspension 1031 is used to adjust suspension stiffness and suspension damping.
[0055] Among them, the active lateral stabilizer bar 1032 is used for the active lateral stabilizer bar torque.
[0056] Sensor 101 sends multiple vehicle status parameters to controller 102; controller 102 obtains the vehicle's roll angle based on the multiple vehicle status parameters and calculates the LTR value; calculates the corresponding anti-rollover torque based on the calculated roll angle difference or LTR difference; and makes corresponding adjustments based on the anti-rollover torque control actuator 103 to counteract the vehicle rollover.
[0057] Figure 2 Flowchart of the vehicle control method provided in the embodiments of this application Figure 1 The execution entity in this embodiment can be Figure 1 The controller in the illustrated embodiment is not particularly limited in this embodiment. Figure 2 As shown, the method includes:
[0058] S201: Acquire multiple vehicle state parameters corresponding to the current vehicle state collected by the sensors.
[0059] In this embodiment, the sensor may be a roll angle sensor, a front wheel steering angle sensor, a vehicle speed sensor, a vehicle yaw rate sensor, or other sensors.
[0060] In this embodiment, analysis needs to be performed in conjunction with a vehicle rollover model diagram, such as... Figure 3 As shown.
[0061] In this embodiment, multiple vehicle state parameters can be the relative displacement of the left suspension (H) L ), right suspension relative displacement (H) R ), sprung mass (m) s ), roll angle Suspension equivalent stiffness (K) sL ), Right suspension equivalent stiffness (K) sR ), suspension equivalent damping coefficient (C) sL ), right suspension equivalent damping coefficient (C) sR ), active stabilizer bar torque (T), left unsprung mass (m1), right unsprung mass (m2), track width (L), distance from front axle to center of gravity (a); distance from rear axle to center of gravity (b), vehicle speed (u), yaw rate (r), and front wheel slip angle (β). f ), rear wheel slip angle (β) r ) and front wheel steering angle (δ).
[0062] S202: Obtain the vehicle roll angle from multiple vehicle state parameters.
[0063] In this embodiment, when parameters such as the roll angle, the slip angle of the front wheel, and the slip angle of the rear wheel cannot be measured, the roll angle can be calculated, specifically as follows:
[0064] The slip angle of the front wheel is calculated using the formula for the slip angle of the front wheel; the formula for the slip angle of the front wheel is:
[0065]
[0066] In the formula, β f δ is the slip angle of the front wheel; c is the front wheel steering angle; f The influence coefficient of roll steering on the front wheel lateral slip characteristics; c f1 denoted by α, where α is the coefficient of influence of suspension deformation camber and deformation steering on the front wheel sideslip characteristics; u is the vehicle speed; r is the yaw rate; a is the distance from the front axle to the center of gravity; v is the lateral velocity. F is the roll angle; f This is the lateral force of the left wheel.
[0067] In response to the driver's steering wheel operation, front wheel steering is generated, and the front wheel angle corresponding to the front wheel steering is obtained through sensors; the front wheel angle can affect the yaw rate.
[0068] The side slip angle of the rear wheel is calculated using the formula for the side slip angle of the rear wheel; the formula for the side slip angle of the rear wheel is:
[0069]
[0070] In the formula, β r c is the slip angle of the rear wheel; r c is the coefficient representing the effect of roll steering on the rear wheel lateral slip characteristics. r1 The coefficient representing the influence of suspension deformation camber and deformation steering on the rear wheel sideslip characteristics.
[0071] The corresponding lateral forces of the left and right wheels are calculated based on the slip angles of the front and rear wheels; the calculation formula is as follows:
[0072] F f =-K f β f
[0073] F r =-K r β r
[0074] In the formula, F f F is the lateral force on the left wheel. r The lateral force on the right wheel; K f K represents the front wheel lateral stiffness. r This refers to the rear wheel lateral stiffness.
[0075] Substituting the lateral forces of the left and right wheels into the differential equation of lateral motion yields the roll acceleration; where, according to d'Alembert's principle, the differential equation of lateral motion is:
[0076]
[0077] In the formula, m is the total mass of the vehicle; a y The lateral acceleration at the vehicle's center of gravity; m s h is the sprung mass; h is the tilt arm height; F is the roll acceleration; f F is the lateral force on the left wheel. r This is the lateral force on the right wheel.
[0078] The formula for calculating the lateral acceleration at the center of mass is:
[0079]
[0080] In the formula, denoted as lateral acceleration; u is vehicle speed; r is yaw rate.
[0081] The process for solving the yaw rate is as follows:
[0082] Substituting the lateral forces of the left and right wheels into the differential equation of yaw motion yields the yaw angular acceleration, and the yaw angular velocity is determined based on the yaw angular acceleration. The differential equation of yaw motion, derived from d'Alembert's principle, is as follows:
[0083]
[0084] In the formula, I z This is the moment of inertia of yaw rotation; F is the yaw acceleration; f F is the lateral force on the left wheel. r denoted as lateral force on the right wheel; 'a' is the distance from the front axle to the center of gravity; 'b' is the distance from the rear axle to the center of gravity.
[0085] The vertical forces on the left and right tires can be derived from the following formulas:
[0086]
[0087]
[0088] In the formula, F L Vertical force on the left tire; F R The vertical force on the right tire is m1; the unsprung mass on the left is m2; the unsprung mass on the right is m2; a1 is the vertical acceleration of the unsprung mass on the left is a1; a2 is the vertical acceleration of the unsprung mass on the right is a2; K sL Left suspension equivalent stiffness; KsR H represents the equivalent stiffness of the right suspension. L Left suspension relative displacement; H R This represents the relative displacement of the right suspension. Left suspension relative displacement velocity; C represents the relative displacement velocity of the right suspension. sL Left suspension equivalent damping coefficient; C sR This is the equivalent damping coefficient of the right suspension.
[0089] Substitute the roll angle acceleration, the vertical force of the left tire, and the vertical force of the right tire into the preset calculation formula to obtain the roll angle; where the preset calculation formula is:
[0090]
[0091] In the formula, F L Vertical force on the left tire; F R The vertical force on the right tire is given; L is the vehicle's track width; m s g is the sprung mass; h is the gravitational acceleration; h is the tilt arm height. This is the roll angle acceleration; θ is the roll angle; T is the torque of the active stabilizer bar.
[0092] S203: Based on multiple vehicle state parameters, multiple calculation parameters are obtained, and the vertical load transfer rate (LTR) value is calculated based on these multiple calculation parameters.
[0093] In this embodiment, the calculation parameters include: the vehicle's sprung mass, total mass, gravitational acceleration, wheel spacing, roll arm height, lateral acceleration, vehicle speed, yaw rate, roll acceleration, roll angle, and active stabilizer bar torque; correspondingly, the vertical load transfer ratio (LTR) is calculated based on multiple calculation parameters, and the calculation formula is as follows:
[0094]
[0095] In the formula, LTR is the vertical load transfer rate; m s ρ is the sprung mass; m is the total mass; g is the acceleration due to gravity; L is the wheel spacing; h is the tilt arm height; yaw rate is lateral acceleration; u is vehicle speed; r is yaw rate. This is the roll angle acceleration; θ represents the roll angle; T represents the torque of the active stabilizer bar.
[0096] Specifically, assuming the vehicle's front wheel steering angle is small, the vehicle's left and right wheel dynamic characteristics are symmetrical about the X-axis, the roll angle is small, and the lateral velocity and yaw rate are relatively small compared to the vehicle speed; then all of the above parameters can be linearized. The specific process for calculating the vertical load transfer rate (LTR) value based on multiple calculation parameters is as follows:
[0097] The pre-set formula for the tilting motion of the spring-loaded mass block is:
[0098]
[0099] In the formula, I x F is the moment of inertia of the sprung mass about the tilt center; L Vertical force on the left tire; F R The vertical force on the right tire is given; L is the vehicle's track width; m s g is the sprung mass; h is the gravitational acceleration; h is the tilt arm height. This is the roll angle acceleration; θ is the roll angle; T is the torque of the active stabilizer bar.
[0100] The formula for calculating the lateral acceleration at the center of mass is:
[0101]
[0102] In the formula, denoted as lateral acceleration; u is vehicle speed; r is yaw rate.
[0103] Among them, I x =m s h 2 The formula for the tilting motion of the sprung mass block can be transformed into:
[0104]
[0105] Under typical operating conditions, the formula for summing the vertical force of the tire and the vertical force of the right tire is:
[0106] F L +F R =mg
[0107] In the formula, m is the total mass of the vehicle; g is the acceleration due to gravity.
[0108] The pre-set formula for the vertical load transfer rate is:
[0109]
[0110] Substituting the formulas for the lateral tilting motion of the deformed sprung mass block and the sum of the tire's vertical force and the right tire's vertical force into the formula for the vertical load transfer rate, we obtain the expanded formula for the vertical load transfer rate; where the expanded formula for the vertical load transfer rate is:
[0111]
[0112] In the formula, LTR is the vertical load transfer rate; m s ρ is the sprung mass; m is the total mass of the vehicle; g is the acceleration due to gravity; L is the wheelbase width; h is the tilt arm height; yaw rate is lateral acceleration; u is vehicle speed; r is yaw rate. This is the roll angle acceleration; θ is the roll angle; T is the torque of the active stabilizer bar.
[0113] S204: Determine whether the roll angle is greater than the roll angle limit.
[0114] In this embodiment, the roll angle limit can be any value among 15°, 30° or 45°, or other values.
[0115] S205: If the roll angle is greater than the roll angle limit, the anti-rollover torque to be adjusted for the vehicle shall be determined based on the difference between the roll angle and the roll angle limit.
[0116] Specifically, if the roll angle is greater than the roll angle limit, the difference between the roll angle and the roll angle limit is processed according to a preset method to determine the anti-rollover torque to be adjusted for the vehicle.
[0117] The preset method can be a torque lookup table based on the difference, or it can be a PID control algorithm.
[0118] S206: If the roll angle is less than or equal to the roll angle limit, then continue to determine whether the LTR value is greater than the LTR limit.
[0119] In this embodiment, the absolute value of the LTR value ranges from [0, 1].
[0120] In this embodiment, the LTR limit can be any value of 0.8, 0.9 or 1, or other values.
[0121] S207: If the LTR value is greater than the LTR limit, the anti-rollover torque to be adjusted for the vehicle shall be determined based on the LTR difference between the LTR value and the LTR limit.
[0122] Specifically, if the LTR value is greater than the LTR limit, the difference between the LTR value and the LTR limit is processed according to a preset method to determine the anti-rollover torque to be adjusted for the vehicle.
[0123] The preset method can be a torque lookup table based on the difference, or it can be a PID control algorithm.
[0124] S208: After a preset time, the actuator corresponding to the anti-rollover torque control vehicle makes corresponding adjustments to counteract the vehicle's rollover.
[0125] In this embodiment, the actuator includes a suspension and an active lateral stabilizer bar.
[0126] Specifically, after a preset time, the suspension and active stabilizer bar of the vehicle are adjusted according to the anti-rollover torque to counteract the vehicle's rollover.
[0127] The suspension and active stabilizer bar offer seven adjustment options, as follows:
[0128] Suspension stiffness adjustment; suspension damping adjustment; active stabilizer bar adjustment; suspension stiffness adjustment, suspension damping adjustment and active stabilizer bar adjustment; suspension stiffness adjustment and suspension damping adjustment; suspension damping adjustment and active stabilizer bar adjustment; suspension stiffness adjustment and active stabilizer bar adjustment.
[0129] In this embodiment, the preset duration is N cycles, one of which is the processing time for obtaining the vertical load transfer rate (LTR) value once in step S203.
[0130] N can be any value of 3, 4 or 5, and needs to be set according to the actual situation.
[0131] In summary, the vehicle control method provided in this embodiment obtains multiple calculation parameters based on multiple vehicle state parameters, and calculates the vertical load transfer rate (LTR) value based on these parameters; it then determines whether the roll angle is greater than the roll angle limit; if the roll angle is greater than the limit, it determines the anti-rollover torque to be adjusted based on the difference between the roll angle and the limit; if the roll angle is less than or equal to the limit, it continues to determine whether the LTR value is greater than the limit; if the LTR value is greater than the limit, it determines the anti-rollover torque to be adjusted based on the difference between the LTR value and the limit; after a preset time, it controls the corresponding actuator of the vehicle to make corresponding adjustments based on the anti-rollover torque to counteract the vehicle rollover, enabling the vehicle to actively intervene in anti-rollover measures, thereby reducing the probability of the vehicle rolling over.
[0132] Figure 4 Flowchart of the vehicle control method provided in the embodiments of this application Figure 2 In the embodiments of this application, in Figure 2 Based on the provided embodiments, a detailed explanation is given regarding the adjustment of the actuator corresponding to the vehicle control based on the anti-rollover torque in S208 to counteract vehicle rollover. For example... Figure 4 As shown, the method includes:
[0133] S401: Acquire multiple vehicle status parameters corresponding to the current vehicle status collected by the sensor.
[0134] In this embodiment, the discussion of the sensors and multiple vehicle state parameters has been described in detail in step S201, and will not be repeated here.
[0135] S402: Obtain the vehicle roll angle from multiple vehicle state parameters.
[0136] S403: Based on multiple vehicle state parameters, multiple calculation parameters are obtained, and the vertical load transfer rate (LTR) value is calculated based on these multiple calculation parameters.
[0137] In this embodiment, the discussion on calculating the vertical load transfer rate (LTR) has been explained in detail in step S203, and will not be repeated here.
[0138] S404: Determine whether the roll angle is greater than the roll angle limit.
[0139] In this embodiment, the discussion on the roll angle limit has been explained in detail in step S204, and will not be repeated here.
[0140] S405: If the roll angle is greater than the roll angle limit, the anti-rollover torque to be adjusted for the vehicle is determined based on the difference between the roll angle and the roll angle limit.
[0141] In this embodiment, the discussion on determining the anti-rollover torque to be adjusted for the vehicle based on the difference between the roll angle and the roll angle limit has been explained in detail in step S205, and will not be repeated here.
[0142] S406: If the roll angle is less than or equal to the roll angle limit, then continue to determine whether the LTR value is greater than the LTR limit.
[0143] In this embodiment, the discussion of LTR value and LTR limit has been explained in detail in step S206, and will not be repeated here.
[0144] In this embodiment, if the LTR value is less than or equal to the LTR limit, then proceed to step S401.
[0145] S407: If the LTR value is greater than the LTR limit, the anti-rollover torque to be adjusted for the vehicle is determined based on the LTR difference between the LTR value and the LTR limit.
[0146] In this embodiment, the discussion on determining the anti-rollover torque to be adjusted for the vehicle based on the LTR difference between the LTR value and the LTR limit has been explained in detail in step S207, and will not be repeated here.
[0147] S408: Determine whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness.
[0148] In this embodiment, the suspension is a force-transmitting connection device between the vehicle frame and the axle. Its function is to transmit the force and torque between the wheels and the frame to ensure the smooth driving of the vehicle.
[0149] In this embodiment, suspension stiffness is a measure of the suspension's ability to resist deformation, and is equal to the ratio of the load borne by the suspension to the deformation of the suspension caused by that load.
[0150] S409: If the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension stiffness, the suspension corresponding to the vehicle will be adjusted according to the anti-rollover torque to counteract the vehicle rolling over.
[0151] Specifically, based on the anti-rollover torque, after a preset time, the corresponding suspension of the vehicle is controlled to adjust its stiffness in order to counteract the occurrence of a rollover.
[0152] In this embodiment, the discussion on the preset duration has been explained in detail in step S208, and will not be repeated here.
[0153] In this embodiment, after the vehicle rollover is mitigated, step S401 continues.
[0154] S410: If the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness, then determine whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping.
[0155] In this embodiment, suspension damping is the vehicle's ability to suppress wheel vibrations and reduces vehicle bouncing by consuming the kinetic energy of the vibrations.
[0156] S411: If the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension damping, the suspension corresponding to the vehicle will be adjusted according to the anti-rollover torque to counteract the vehicle rollover.
[0157] Specifically, based on the anti-rollover torque, after a preset time, the corresponding suspension of the vehicle is controlled to adjust the suspension damping to counteract the vehicle rolling over.
[0158] In this embodiment, the discussion on the preset duration has been explained in detail in step S208, and will not be repeated here.
[0159] In this embodiment, after the vehicle rollover is mitigated, step S401 continues.
[0160] S412: If the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping, determine whether the anti-rollover torque exceeds the torque adjustment range of the active stabilizer bar.
[0161] In this embodiment, the active lateral stabilizer bar, also known as an anti-roll bar or balance bar, is an auxiliary elastic element in the automotive suspension used to improve the suspension's roll stiffness and reduce the vehicle's body roll angle.
[0162] S413: If the anti-rollover torque does not exceed the torque adjustment range of the active lateral stabilizer bar, the corresponding active lateral stabilizer bar of the vehicle will be adjusted according to the anti-rollover torque to counteract the vehicle rollover.
[0163] Specifically, based on the anti-rollover torque, after a preset time, the corresponding active lateral stabilizer bar of the vehicle is controlled to adjust the torque to counteract the vehicle rolling over.
[0164] In this embodiment, the discussion on the preset duration has been explained in detail in step S208, and will not be repeated here.
[0165] In this embodiment, after the vehicle rollover is mitigated, step S401 continues.
[0166] S414: If the anti-rollover torque exceeds the torque adjustment range of the active stabilizer bar, determine whether the anti-rollover torque exceeds the torque adjustment range of the suspension and the active stabilizer bar combined.
[0167] S415: If the anti-rollover torque does not exceed the torque adjustment range of the joint adjustment, the suspension and active stabilizer bar corresponding to the vehicle will be jointly adjusted according to the anti-rollover torque to counteract the vehicle rollover.
[0168] Specifically, based on the anti-rollover torque, after a preset time, the vehicle's corresponding suspension and active lateral stabilizer bar are adjusted in conjunction to counteract the vehicle's rollover.
[0169] In this embodiment, the discussion on the preset duration has been explained in detail in step S208, and will not be repeated here.
[0170] In this embodiment, the combined adjustment is to adjust the suspension stiffness, suspension damping, and active stabilizer bar in a certain proportion according to the actual driving conditions of the vehicle.
[0171] In this embodiment, after the vehicle rollover is mitigated, step S401 continues.
[0172] S416: If the anti-rollover torque exceeds the torque adjustment range of the joint adjustment, a rollover warning will be issued for the vehicle immediately.
[0173] Specifically, if the anti-rollover torque exceeds the torque adjustment range of the joint adjustment, a rollover warning will be issued instantly in a preset manner.
[0174] The preset method can be any of the following: flashing light, AI voice or text prompts, or other methods.
[0175] The rollover warning can be indicated by a flashing rollover warning light on the vehicle screen, a rollover alert voice message played on the vehicle audio system, or a text warning message that pops up on the vehicle screen.
[0176] The vehicle screen can be an electronic instrument panel, a central control screen, or other screens.
[0177] In summary, the vehicle control method provided in this embodiment adjusts the stiffness of the vehicle's suspension according to the anti-rollover torque to counteract vehicle rollover; adjusts the damping of the vehicle's suspension according to the anti-rollover torque to counteract vehicle rollover; adjusts the torque of the vehicle's active stabilizer bar according to the anti-rollover torque to counteract vehicle rollover; and adjusts the suspension and active stabilizer bar together according to the anti-rollover torque to counteract vehicle rollover. By adjusting the vehicle's torque in the above sequence, the vehicle's active anti-rollover intervention is safer and more reliable.
[0178] In addition, if the anti-rollover torque exceeds the torque adjustment range of the joint adjustment, a rollover warning will be issued instantly, so that the driver can be warned of the rollover in advance and make corresponding adjustments to the vehicle based on the warning.
[0179] Figure 5 This is a schematic diagram of the vehicle control device provided in an embodiment of this application. Figure 5 As shown, the vehicle control device includes: a first acquisition module 501, a second acquisition module 502, a calculation module 503, a first judgment module 504, a first determination module 505, a second judgment module 506, a second determination module 507, and a first adjustment module 508.
[0180] The first acquisition module 501 is used to acquire multiple vehicle state parameters corresponding to the current vehicle state collected by the sensor.
[0181] The second acquisition module 502 is used to acquire the roll angle of the vehicle from the plurality of vehicle state parameters;
[0182] The calculation module 503 is used to obtain multiple calculation parameters based on the multiple vehicle state parameters, and to calculate the vertical load transfer rate (LTR) value based on the multiple calculation parameters.
[0183] The first judgment module 504 is used to determine whether the roll angle is greater than the roll angle limit;
[0184] The first determining module 505 is used to determine the anti-rollover torque to be adjusted for the vehicle based on the difference between the roll angle and the roll angle limit if the roll angle is greater than the roll angle limit.
[0185] The second judgment module 506 is used to determine whether the LTR value is greater than the LTR limit if the roll angle is less than or equal to the roll angle limit.
[0186] The second determining module 507 is used to determine the anti-rollover torque to be adjusted for the vehicle based on the LTR difference between the LTR value and the LTR limit if the LTR value is greater than the LTR limit.
[0187] The first adjustment module 508 is used to adjust the actuator corresponding to the anti-rollover torque control vehicle after a preset time period to counteract the rollover of the vehicle.
[0188] In one possible implementation, the calculated parameters include: the vehicle's sprung mass, total mass, gravitational acceleration, wheel spacing, roll arm height, lateral acceleration, vehicle speed, yaw rate, roll acceleration, roll angle, and active stabilizer bar torque.
[0189] Accordingly, the formula for calculating the vertical load transfer rate (LTR) value based on the multiple calculation parameters is as follows:
[0190]
[0191] In the formula, LTR is the vertical load transfer rate; m s ρ is the sprung mass; m is the total mass; g is the acceleration due to gravity; L is the wheel spacing; h is the tilt arm height; yaw rate is lateral acceleration; u is vehicle speed; r is yaw rate. This is the roll angle acceleration; θ is the roll angle; T is the torque of the active stabilizer bar.
[0192] In one possible implementation, the actuator includes a suspension; correspondingly, the adjustment module 508 specifically includes:
[0193] The judgment unit 5081 is used to determine whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness;
[0194] The adjustment unit 5082 is used to control the stiffness adjustment of the suspension corresponding to the vehicle according to the anti-rollover torque if the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension stiffness, so as to counteract the vehicle rollover.
[0195] In one possible implementation, the device further includes:
[0196] The third judgment module 509 is used to determine whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness if the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping.
[0197] The second adjustment module 510 is used to control the suspension corresponding to the vehicle to adjust the damping according to the anti-rollover torque if the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension damping, so as to counteract the vehicle rollover.
[0198] In one possible implementation, the actuator includes an active lateral stabilizer bar; correspondingly, the device further includes:
[0199] The fourth judgment module 511 is used to determine whether the anti-rollover torque exceeds the torque adjustment range of the active lateral stabilizer bar if the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping.
[0200] The third adjustment module 512 is used to adjust the torque of the active lateral stabilizer bar force corresponding to the vehicle according to the anti-rollover torque if the anti-rollover torque does not exceed the torque adjustment range of the active lateral stabilizer bar force, so as to counteract the vehicle rollover.
[0201] In one possible implementation, the device further includes:
[0202] The fifth judgment module 513 is used to determine whether the anti-rollover torque exceeds the torque adjustment range of the active lateral stabilizer bar torque if the anti-rollover torque exceeds the torque adjustment range of the suspension and the active lateral stabilizer bar.
[0203] The fourth adjustment module 514 is used to control the suspension and the active lateral stabilizer bar corresponding to the vehicle to perform joint adjustment according to the anti-rollover torque if the anti-rollover torque does not exceed the torque adjustment range of the joint adjustment, so as to counteract the vehicle rollover.
[0204] In one possible implementation, the device further includes:
[0205] The alarm module 515 is used to instantly issue a rollover alarm for the vehicle if the anti-rollover torque exceeds the torque adjustment range of the joint adjustment.
[0206] The apparatus provided in this embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effects are similar, and will not be described again here.
[0207] Figure 6 This is a schematic diagram of the hardware structure of the vehicle controller provided in an embodiment of this application. Figure 6 As shown, the vehicle controller of this embodiment includes a processor 601 and a memory 602; the memory stores computer-executed instructions; at least one processor executes the computer-executed instructions stored in the memory, causing at least one processor to execute the vehicle control method described above.
[0208] Alternatively, the memory 602 can be either standalone or integrated with the processor 601.
[0209] When the memory 602 is set up independently, the controller also includes a bus 603 for connecting the memory 602 and the processor 601.
[0210] This application embodiment also provides a computer storage medium storing computer execution instructions. When a processor executes the computer execution instructions, the vehicle control method described above is implemented.
[0211] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle control method described above.
[0212] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.
[0213] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.
[0214] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.
[0215] The integrated modules implemented as software functional modules described above can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of this application.
[0216] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.
[0217] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.
[0218] 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 illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.
[0219] The aforementioned storage medium can be implemented from any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium accessible to general-purpose or special-purpose computers.
[0220] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.
[0221] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.
[0222] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.
Claims
1. A vehicle control method characterized by, Vehicle controllers used during vehicle operation include: Acquire multiple vehicle status parameters corresponding to the current vehicle status collected by the sensors; The roll angle of the vehicle is obtained from the plurality of vehicle state parameters; Multiple calculation parameters are obtained based on the multiple vehicle state parameters, and the vertical load transfer rate (LTR) value is calculated based on the multiple calculation parameters. Determine whether the roll angle is greater than the roll angle limit; If the roll angle is greater than the roll angle limit, the anti-rollover torque to be adjusted for the vehicle is determined based on the difference between the roll angle and the roll angle limit. If the roll angle is less than or equal to the roll angle limit, then continue to determine whether the LTR value is greater than the LTR limit; If the LTR value is greater than the LTR limit, the anti-rollover torque to be adjusted for the vehicle is determined based on the LTR difference between the LTR value and the LTR limit. After a preset time period, the actuators corresponding to the anti-rollover torque control vehicle are adjusted accordingly to counteract the vehicle rollover.
2. The method of claim 1, wherein, The calculation parameters include: vehicle sprung mass, total mass, gravitational acceleration, wheel spacing, roll arm height, lateral acceleration, vehicle speed, yaw rate, roll acceleration, roll angle, and active stabilizer bar torque; Accordingly, the formula for calculating the vertical load transfer rate (LTR) value based on the multiple calculation parameters is as follows: where LTR is the vertical load transfer ratio; m s is the sprung mass; m is the total mass; is the gravitational acceleration; L is the wheel base; h is the roll-arm height; is the lateral acceleration; u is the vehicle speed; r is the yaw rate; is the roll angle acceleration; is the roll angle; T is the active roll bar torque.
3. The method according to claim 1 or 2, characterized in that, The actuator mentioned above includes a suspension; Accordingly, the step of adjusting the actuator corresponding to the anti-rollover torque control vehicle to counteract vehicle rollover includes: Determine whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness; If the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension stiffness, the suspension corresponding to the vehicle is controlled to adjust its stiffness according to the anti-rollover torque in order to counteract the vehicle rollover.
4. The method of claim 3, wherein, After determining whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness, the method further includes: If the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension stiffness, then determine whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping. If the anti-rollover torque does not exceed the torque adjustment range corresponding to the suspension damping, the suspension corresponding to the vehicle is controlled to adjust the damping according to the anti-rollover torque in order to counteract the vehicle rollover.
5. The method of claim 4, wherein, The actuator includes an active lateral stabilizer bar; Accordingly, after determining whether the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping, the method further includes: If the anti-rollover torque exceeds the torque adjustment range corresponding to the suspension damping, then determine whether the anti-rollover torque exceeds the torque adjustment range of the active lateral stabilizer bar. If the anti-rollover torque does not exceed the torque adjustment range of the active lateral stabilizer bar, the active lateral stabilizer bar corresponding to the vehicle is controlled to adjust its torque according to the anti-rollover torque in order to counteract the vehicle rollover.
6. The method of claim 5, wherein, After determining whether the anti-rollover torque exceeds the torque adjustment range of the active lateral stabilizer bar, the method further includes: If the anti-rollover torque exceeds the torque adjustment range of the active lateral stabilizer bar, then determine whether the anti-rollover torque exceeds the torque adjustment range of the suspension and the active lateral stabilizer bar combined. If the anti-rollover torque does not exceed the torque adjustment range of the combined adjustment, then the suspension and the active lateral stabilizer bar corresponding to the vehicle are jointly adjusted according to the anti-rollover torque to counteract the vehicle rollover.
7. The method of claim 6, wherein, After determining whether the anti-rollover torque exceeds the torque adjustment range of the combined adjustment of the suspension and the active stabilizer bar, the method further includes: If the anti-rollover torque exceeds the torque adjustment range of the joint adjustment, a rollover warning for the vehicle will be issued instantly.
8. A vehicle control device characterized by comprising: Applied to vehicle controllers, including: The first acquisition module is used to acquire multiple vehicle state parameters corresponding to the current vehicle state collected by the sensors. The second acquisition module is used to acquire the roll angle of the vehicle from the plurality of vehicle state parameters; The calculation module is used to obtain multiple calculation parameters based on the multiple vehicle state parameters, and to calculate the vertical load transfer rate (LTR) value based on the multiple calculation parameters. The first judgment module is used to determine whether the roll angle is greater than the roll angle limit; The first determining module is used to determine the anti-rollover torque to be adjusted for the vehicle based on the difference between the roll angle and the roll angle limit if the roll angle is greater than the roll angle limit. The second judgment module is used to determine whether the LTR value is greater than the LTR limit if the roll angle is less than or equal to the roll angle limit. The second determining module is used to determine the anti-rollover torque to be adjusted for the vehicle based on the LTR difference between the LTR value and the LTR limit if the LTR value is greater than the LTR limit. The first adjustment module is used to adjust the actuator corresponding to the anti-rollover torque control vehicle after a preset time period to counteract the vehicle rollover.
9. A vehicle controller characterized by comprising: include: At least one processor and memory; The memory stores computer-executed instructions; The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the vehicle control method as described in any one of claims 1 to 7.
10. A computer storage medium, characterized in that, The computer storage medium stores computer execution instructions, and when the processor executes the computer execution instructions, it implements the vehicle control method as described in any one of claims 1 to 7.
11. A computer program product comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle control method as described in any one of claims 1 to 7.