A vehicle control method and device, controller, medium and vehicle

Abstract

The application discloses a vehicle control method and device, a controller, a medium and a vehicle. The method comprises the following steps: when a vehicle is in an emergency braking state, the tire pressure of the vehicle is released to improve the braking ability of the vehicle. It can be seen that the application releases the tire pressure, increases the contact area between the tire and the ground, strengthens the braking force, and realizes emergency braking.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle control method and device, a controller, a medium and a vehicle. BACKGROUND

[0002] At present, the normal pressure range of tires specified by vehicle manufacturers takes into account the safety and fuel economy of the tires, but in the process of driving, shortening the braking distance as much as possible is an important method to ensure the safety of the people on the vehicle and the vehicle itself when encountering braking conditions.

[0003] Therefore, there is an urgent need for a control method that can improve braking ability in emergency braking conditions.

[0004] SUMMARY

[0005] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a control method for increasing the contact area between the tire and the ground by releasing the tire pressure when the vehicle needs to brake in an emergency, thereby enhancing the braking force and achieving emergency braking.

[0006] The first aspect of the present application discloses a vehicle control method, the vehicle control method comprising:

[0007] When the vehicle is in an emergency braking state, the tire pressure of the vehicle is controlled to be released to improve the braking ability of the vehicle.

[0008] In an alternative embodiment, the method further comprises:

[0009] When the depth of the brake pedal of the vehicle exceeds a preset threshold, or the automatic emergency braking system of the vehicle triggers an emergency braking demand, it is determined that the vehicle is in an emergency braking state.

[0010] In an alternative embodiment, controlling the tire pressure of the vehicle to be released comprises:

[0011] According to the collision risk level information of the vehicle, the tire pressure of the vehicle is controlled to be released in stages.

[0012] In an alternative embodiment, according to the collision risk level information of the vehicle, the tire pressure of the vehicle is controlled to be released in stages, comprising:

[0013] When the collision risk level is at or exceeds a first preset level, the tire pressure of the vehicle is controlled to be released to a first tire pressure threshold.

[0014] When it is determined that the collision risk level after release is a second preset level, the tire pressure of the vehicle is controlled to be released to a second tire pressure threshold; wherein the collision risk corresponding to the second preset level is higher than or equal to the first preset level.

[0015] In an alternative embodiment, the first tire pressure threshold is 60% of the initial tire pressure, and the second tire pressure threshold is 0% of the initial tire pressure.

[0016] In an alternative embodiment, the collision risk level information is determined according to the distance, orientation and relative speed between the vehicle and the target vehicle.

[0017] In an alternative embodiment, the method further comprises:

[0018] During the tire pressure release process, the tire pressure release rate and / or release time of the corresponding side wheels are adjusted according to the vehicle's deviation information to correct the deviation.

[0019] In an alternative embodiment, the tire pressure release is achieved by a controllable air valve installed on the tire, wherein the controllable air valve is directly communicated with the vehicle's automatic emergency brake system.

[0020] In an alternative embodiment, the vehicle's tires comprise at least four controllable air valves.

[0021] In a second aspect of the present application, a vehicle control device is disclosed, which is used for the method of any one of the first aspect, comprising a processing module, which determines whether the vehicle is in an emergency braking state;

[0022] a control module, which controls the tire pressure release of the vehicle's tires.

[0023] In a third aspect of the present application, a controller is disclosed, which comprises:

[0024] a processor, a memory and a program or instruction stored in the memory and executable on the processor, which, when executed by the processor, implements the method of any one of the first aspect.

[0025] In a fourth aspect of the present application, a computer storage medium is disclosed, which stores computer instructions, which, when invoked, is used to perform part or all steps of the vehicle control method disclosed in the first aspect.

[0026] In a fifth aspect of the present application, a vehicle is disclosed, which comprises the controller of the third aspect and / or the computer readable storage medium of the fourth aspect.

[0027] Compared with the prior art, the present application has the following beneficial effects:

[0028] The present application increases the contact area of the tire and the ground by releasing the tire pressure, improves the friction between the vehicle and the ground, can realize the improvement of the braking force in the emergency state, and can adopt a targeted release strategy according to the possible vehicle deviation problem during the vehicle release process, which takes into account the safety of the vehicle while improving the braking force.

[0029] Additional aspects and advantages of the present application will be apparent from the following description of the application. BRIEF DESCRIPTION OF DRAWINGS

[0030] The above and / or additional aspects and advantages of the present application will become apparent and be more readily understood through consideration of the following description, taken in conjunction with the accompanying drawings, in which:

[0031] Figure 1 is a flowchart of a vehicle control method disclosed by embodiments of the present application;

[0032] Figure 2 is a schematic diagram of a four-valve tire structure disclosed by embodiments of the present application;

[0033] Figure 3 is a schematic diagram of a controller disclosed by embodiments of the present application.

[0034] Reference signs: (1) tire; (2) valve. DETAILED DESCRIPTION

[0035] In order to enable persons skilled in the art to better understand the schemes of the present application, the technical schemes in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by persons skilled in the art without creative labor fall within the scope of protection of the present application.

[0036] The terms "first", "second", and the like in the specification and claims of the present application and the above-described drawings are used to distinguish different objects, rather than to describe a particular order. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, device, product, or the like that includes a series of steps or units is not limited to the listed steps or units, but can optionally include steps or units not listed or can optionally include other steps or units inherent to such processes, methods, products, or the like.

[0037] Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the present application. The appearance of the phrase in various places in the specification does not necessarily all refer to the same embodiment, nor is it necessarily independent or alternative embodiments to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0038] The application provides a vehicle control method, which aims to release the tire pressure when the vehicle is in an emergency state, improve the braking ability of the vehicle, and reduce the collision risk and severity of the collision accident in the emergency braking state.

[0039] Please refer to Figure 1 , Figure 1 is a flowchart of a vehicle control method of the application, which comprises:

[0040] When the vehicle is in an emergency braking state, the tire pressure of the vehicle is controlled to be released to improve the braking ability of the vehicle.

[0041] Specifically, during the driving of the vehicle, an emergency situation may occur, such as a sudden stop in front of the vehicle or a collision with an obstacle due to insufficient attention to the road conditions, etc. At this time, since the tire pressure of the vehicle is constant, the braking ability of the vehicle has a maximum limit, and the release of the tire pressure can increase the contact area between the tire and the ground and improve the maximum limit of the braking ability of the vehicle.

[0042] Among them, the application controls the tire pressure release, and the controlled tire can be the double rear wheels of the rear axle of the vehicle, the double wheels of the front axle of the vehicle, or the double wheels on the left side or the right side. According to the braking demand of the vehicle, the front left wheel and the rear right wheel or the front right wheel and the rear left wheel can also be controlled, and the tire pressure release of any single wheel, three wheels or four wheels can also be controlled. According to the actual demand of the vehicle control, different planning can be made, and the number and position of the vehicle control tires cannot constitute a limitation to the present application.

[0043] It can be seen that the application releases the tire pressure when the vehicle is in an emergency state, improves the braking ability of the vehicle, and reduces the collision risk and severity of the collision accident in the emergency braking state.

[0044] In an optional embodiment, when the depth of the brake pedal of the vehicle exceeds a preset threshold, or the automatic emergency brake system of the vehicle triggers an emergency braking demand, it is determined that the vehicle is in an emergency braking state.

[0045] Specifically, according to different scenes, it can be due to the active operation of the driver, such as the depth of the brake pedal of the vehicle exceeding a preset threshold or the rate of pedal change for emergency braking state judgment, or the automatic emergency brake system of the vehicle considering that the current vehicle condition needs to trigger emergency braking, and then determining that the vehicle is in an emergency braking state.

[0046] Further, the preset threshold of the depth of the brake pedal of the vehicle can be 90% of the pedal depth, and the rate of pedal change of the vehicle can be 60% of the pedal depth in 0.1 seconds. The specific preset threshold and pedal depth can be adjusted according to the demand of the vehicle, and the numerical range does not constitute a limitation to the present application.

[0047] It can be seen that the application determines whether the vehicle is in an emergency state through various methods, thereby ensuring the rigor and safety of the vehicle control method.

[0048] In an alternative embodiment, the tire pressure of the vehicle is controlled to be released, comprising:

[0049] According to the collision risk level information of the vehicle, the tire pressure of the vehicle is controlled to be released in stages.

[0050] Specifically, the collision risk level information of the vehicle is multiplexed with the existing forward collision warning system (FCW) of the vehicle, and the release of the tire pressure of the vehicle is determined according to the collision risk level information displayed by the forward collision warning system. The tire pressure release in stages can be divided into two stages, three stages or other multiple stages, as long as it is greater than or equal to two stages. Different stages correspond to different tire pressure release values, and the relationship between the specific stage and the tire pressure can be determined by calibration.

[0051] In the above embodiment, for example, when the tire pressure release of the vehicle is divided into two stages:

[0052] When the collision risk level is at or exceeds the first preset level, the tire pressure of the vehicle is controlled to be released to the first tire pressure threshold; when it is judged that the collision risk level after release is the second preset level, the tire pressure of the vehicle is controlled to be released to the second tire pressure threshold; wherein the collision risk corresponding to the second preset level is higher than or equal to the first preset level.

[0053] Specifically, the collision risk level is divided into three levels, the first level, the vehicle can avoid collision under full braking; the second level, there is a possibility of collision under full braking; the third level, collision is unavoidable under full braking. The first preset level is the second level or the third level, and the second preset level is higher than or equal to the preset level. When the second preset level is lower than the first preset level, the tire pressure of the vehicle is not controlled to be released.

[0054] For example, when the first preset level is the second level, the vehicle is controlled to be released to the first tire pressure threshold, and if the second preset level is still at the second level of collision risk level or better third level according to the prompt of the forward collision warning system after the first stage release, the vehicle is controlled to be released to the second tire pressure threshold.

[0055] If the first preset level is the third level, the vehicle is controlled to be released to the first tire pressure threshold, and if the second preset level is still at the second level or the third level of collision risk level according to the prompt of the forward collision warning system after the first stage release, the vehicle is controlled to be released to the second tire pressure threshold.

[0056] In an alternative embodiment, the first tire pressure threshold is 60% of the initial tire pressure, and the second tire pressure threshold is 0% of the initial tire pressure.

[0057] Specifically, in the first stage of tire pressure release, the contact area between the tire and the ground is increased, and the braking force is enhanced, and after emergency braking, the tire pressure can be quickly restored to normal driving of the vehicle. In the second stage of tire pressure release, the contact area is increased to provide more deceleration for the vehicle and enhance the driving safety of the vehicle. The application controls the solenoid valve duty cycle in an open-loop manner to press the air valve and then release the pressure, which is convenient to control, and the tire pressure release speed is constant. Only the release time needs to be controlled. In the above examples, the tire pressure release to 60% and / or 0% of the normal tire pressure is the control of the release time.

[0058] It can be seen that the application can control the tire more accurately by adopting segmented control for tire release, and different braking modes can be adopted according to different emergency braking scenarios, thereby improving the safety and practicality of tire pressure release during emergency braking of the vehicle.

[0059] In an alternative embodiment, the collision risk level information is determined according to the distance, direction and relative speed between the vehicle and the target vehicle.

[0060] Specifically, the vehicle front collision warning system is reused to collect the distance, direction and relative speed between the vehicle and the collision target, and the collision level is analyzed through these data. The collision target can be a vehicle in front or any obstacle.

[0061] It can be seen that the application reuses the vehicle front collision warning system, and does not need to additionally carry other sensing devices or systems on the vehicle, thereby reducing the application cost of the vehicle control method.

[0062] In an alternative embodiment, the control of the tire pressure release of the vehicle comprises:

[0063] According to the braking demand information, the target tire and the target release tire pressure corresponding to the target tire are determined.

[0064] Specifically, the application can also analyze the required braking force in real time according to the information collected by the vehicle collision system to control the percentage of tire pressure release, and can also be combined with the staged tire pressure release to more accurately release the tire pressure.

[0065] For example, when the vehicle is in emergency braking, the vehicle needs 1000N braking force to avoid collision, and the vehicle can only provide 900N braking force, then the vehicle tire is controlled to deflate, the contact area of the vehicle tire is increased, and 100N friction force is provided through friction to achieve the braking effect.

[0066] It can be seen that the application can adjust the amount of tire pressure deflation according to the braking demand to provide accurate braking force enhancement and minimize the impact on the tire state under the premise of emergency braking.

[0067] In an alternative embodiment, the control method comprises adjusting the tire pressure deflation rate and / or deflation time of the corresponding side wheels according to the vehicle's deflection information during tire pressure deflation to achieve deflection correction.

[0068] Specifically, in the case of a certain deflation rate, the braking capacity enhancement system considers the steering stability by controlling the tire pressure deflation time difference of the rear wheels. When the vehicle is in an out-of-control trend due to the vehicle itself or the driver steering the steering wheel during emergency braking, the tire pressure deflation of the tire A1 on the side where the vehicle is out of control is suspended until the vehicle is in a stable state, and the time T1 is recorded. When the vehicle returns to a stable trend, A1 resumes deflation, and other deflated tires temporarily stop deflation. According to the initial tire pressure and real-time tire pressure of A1 and other tires, if the difference between the initial tire pressure and the real-time tire pressure is within a certain range or the time of other tires temporarily stopping deflation reaches T1, A1 and other tires are controlled to deflate together.

[0069] Wherein, the calculation method of real-time tire pressure calculation value P is as follows:

[0070]

[0071] Where: P is the real-time tire pressure calculation value, unit bar

[0072] P init The initial tire pressure of the rear tire at the initial time of emergency braking

[0073] f(v, P) is the tire pressure change rate during tire pressure deflation, which is obtained according to the speed and real-time tire pressure according to Table 1:

[0074] V / Real-time tire pressure 150 170 190 210 230 250 50 1.52 1.55 1.74 1.93 2.04 2.1 60 1.66 1.69 1.88 2.07 2.18 2.24 70 1.81 1.84 2.03 2.22 2.33 2.39 80 2.1 2.13 2.32 2.51 2.62 2.68 90 2.36 2.39 2.58 2.77 2.88 2.94 100 2.42 2.45 2.64 2.83 2.94 3

[0075] Table 1 Speed and Real-time Tire Pressure Table

[0076] For example, when the control method controls the two rear wheels of the vehicle, the deflated tire on the out-of-control side is A1 and the other side is A2. When the vehicle shows a tendency to lose control, the tire pressure deflation of A1 is suspended until the vehicle is stable, and the time T1 is recorded. When the vehicle returns to a stable state, A1 resumes deflation and A2 stops deflation. According to the above tire pressure calculation formula, the real-time tire pressure of A1 and A2 is calculated. According to the difference between the initial tire pressure of A1 and A2 and the real-time tire pressure or the time T1 when A2 suspends deflation, A1 and A2 are controlled to deflate simultaneously.

[0077] For example, the pressure difference between the tires can be achieved by controlling the opening of the air valve to adjust the deflation rate of the tire pressure of different tires to restore the stability of the vehicle.

[0078] Further, the brake capacity improvement system calculates the tire pressure of A1 and A2 of the rear tire according to the above embodiment, finds the rear axle limit braking force in this state according to the experimental test, and applies additional braking force to the rear wheel through the braking force distribution system with a certain increment, thereby further improving the braking capacity in emergency state. The rear axle limit braking force is calculated according to the formula:

[0079]

[0080] Wherein, F is the rear wheel limit braking force, unit N; F init is the maximum braking force of the rear axle under the standard default tire pressure P d , P is the actual tire pressure of the rear tire; a, b are the braking force correction coefficients obtained by experiment.

[0081] It can be seen that the present application considers the possible vehicle deviation during tire pressure deflation, and provides a method for restoring vehicle stability by calculating real-time tire pressure or deflation time, which better solves the safety problems that may occur in the implementation of the present application and improves the safety of tire pressure deflation.

[0082] In an alternative embodiment, the tire pressure deflation is achieved by a controllable air valve installed on the tire, wherein the controllable air valve is directly connected in communication with the automatic emergency brake system of the vehicle.

[0083] Specifically, the controllable air valve on the tire is directly connected in communication with the automatic emergency brake system, and the emergency brake system can transmit real-time information to the controllable air valve. The controllable air valve selects whether to open according to the transmitted information, realizing automatic control of tire deflation.

[0084] In an alternative embodiment, any tire of the vehicle comprises at least four controllable air valves.

[0085] Specifically, as Figure 2 shown, four controllable air valves are provided on the tire to accelerate the deflation of the tire pressure.

[0086] It can be seen that the application improves the speed of tire pressure release by directly connecting the controllable air valve and the automatic emergency brake system and by setting multiple controllable air valves, and can release the tire pressure faster in an emergency state.

[0087] The application provides a device for executing the method in any of the foregoing embodiments, and the device comprises:

[0088] a processing module configured to determine whether the vehicle is in an emergency braking state;

[0089] a control module configured to control the tire pressure release of the vehicle.

[0090] The application also provides a controller 300, as shown in the accompanying drawings, comprising a processor 310, a memory 320, and a computer program stored in the memory and executable on the processor, and the processor executes the program to control the controller to implement the vehicle control method of the foregoing embodiments. Figure 3

[0091] Preferably, the memory and the processor are both inside the controller, but the memory can also be located outside the controller, and the location of the memory is not limited.

[0092] According to the embodiments of the application, a computer readable storage medium is also provided, and program instructions are stored in the storage medium, and the program instructions are used to execute the corresponding steps of the vehicle control method of the embodiments of the application when the program instructions are executed by a computer or a processor, and are used to implement the corresponding modules for vehicle control according to the embodiments of the application.

[0093] The computer readable storage medium may, for example, include a storage component of a tablet computer, a hard disk of a personal computer, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a portable compact disc read-only memory (CD-ROM), a USB memory, or any combination of the above storage media. The computer readable storage medium can be any combination of one or more computer readable storage media, for example, one computer readable storage medium contains computer readable program code for randomly generating a sequence of action instructions, and another computer readable storage medium contains computer readable program code for controlling crystal growth.

[0094] The application also provides a vehicle comprising the controller as described above and / or the computer readable storage medium as described above.

[0095] ​Understandably, the memory in the embodiments of the present disclosure can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically EPROM (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM) used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), and direct rambus RAM (DRAM). It should be noted that the memory of the system and method described herein is intended to include, but not be limited to, these and any other suitable types of memory.

[0096] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the exemplary description of the above terms does not necessarily refer to the same embodiment or example.

[0097] Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle control method, characterized in that, The method includes: When a vehicle is in an emergency braking state, the tire pressure of the vehicle is controlled to be released in stages according to the collision risk level information of the vehicle to improve the braking ability of the vehicle. Specifically, when the brake pedal depth of the vehicle exceeds a preset threshold, or when the automatic emergency braking system of the vehicle triggers an emergency braking demand, the vehicle is determined to be in an emergency braking state.

2. The method according to claim 1, wherein the tire pressure of the vehicle is controlled to be released in stages based on the collision risk level information of the vehicle, comprising: When the collision risk level is at or above the first preset level, the tire pressure of the vehicle is controlled to be released to the first tire pressure threshold. When the collision risk level after the pressure release is determined to be the second preset level, the tire pressure of the vehicle is controlled to be released to the second tire pressure threshold; wherein the collision risk corresponding to the second preset level is higher than or equal to the first preset level.

3. The method according to claim 2, characterized in that, The first tire pressure threshold is 60% of the initial tire pressure, and the second tire pressure threshold is 0% of the initial tire pressure.

4. The method according to claim 2, characterized in that, The collision risk level information is determined based on the distance, orientation, and relative speed between the vehicle and the collision target.

5. The method according to claim 1, characterized in that, The method further includes: During tire pressure release, the tire pressure release rate and / or release time of the corresponding wheel are adjusted based on the vehicle's yaw information to correct the yaw.

6. The method according to claim 1, characterized in that, The tire pressure relief is achieved through a controllable air valve installed on the tire, wherein the controllable air valve is directly connected to the vehicle's automatic emergency braking system.

7. The method according to claim 6, characterized in that, The vehicle's tires include at least four of the controllable air valves.

8. A vehicle control device, characterized in that, The apparatus is used to perform the method according to any one of claims 1-7, the apparatus comprising: The processing module determines whether the vehicle is in an emergency braking state. The control module controls the release of tire pressure in the vehicle's tires.

9. A controller, characterized in that, It includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1-7.

11. A vehicle, characterized in that, Includes the controller as described in claim 9, and / or the computer-readable storage medium as described in claim 10.

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