Lane correction method and device based on chassis cooperative control

Abstract

This application relates to a lane correction method and device based on chassis cooperative control. The method includes: determining whether the lane meets preset correction conditions based on lane line information; calculating the yaw moment value of the vehicle using a preset 14-DOF vehicle model; obtaining the road adhesion coefficient of the vehicle during driving; matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and road adhesion coefficient; and using the vehicle's electronically controlled suspension and at least one lane correction action for cooperative control of lane correction to obtain the final lane correction result. This solves the problems of related technologies that struggle to guarantee the vehicle's self-centering, safety, and comfort, neglect the roll effect on the vehicle during lane correction, reduce the user's driving experience, and have low intelligence and practicality.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and in particular to a lane correction method and device based on chassis cooperative control. Background Technology

[0002] With the development of intelligent driving technology in automobiles, Level 2 driving assistance functions have become standard features in almost all passenger cars above Class B. Among them, the lane departure correction function aims to detect unconscious lane departures by the driver and help the driver straighten the vehicle to ensure safe driving along the lane line.

[0003] In related technologies, it is possible to determine the target yaw rate for vehicle correction, calculate the feedback torque based on the target yaw rate, and calculate the compensation torque based on the feedforward torque, feedback torque, and steering wheel torque, so as to perform lane correction control through EPS (Electric Power Steering).

[0004] However, in related technologies, the steering torque generated by the EPS system and the driver's hand torque are prone to superimposed conflict, making it difficult to guarantee the vehicle's self-centering and safety. Furthermore, it ignores the side roll effect on the vehicle during lane correction, reducing the user's driving experience. Its intelligence and practicality are low and urgently need improvement. Summary of the Invention

[0005] This application provides a lane correction method and device based on chassis cooperative control to solve the problems of existing lane correction systems having a relatively simple execution scheme, or using EPS steering torque scheme like most mainstream car companies, or differential braking scheme used by a few car companies, without comprehensive consideration of the whole vehicle system, and without adaptive selection of execution scheme.

[0006] The first aspect of this application provides a lane correction method based on chassis cooperative control, comprising the following steps: identifying lane line information in front of the vehicle, and determining whether the lane meets preset correction conditions based on the lane line information; if the lane meets the preset correction conditions, calculating the yaw moment value of the vehicle using a preset fourteen-degree-of-freedom vehicle model; obtaining the road surface adhesion coefficient of the vehicle during driving, and matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the yaw moment value of the vehicle and the road surface adhesion coefficient, and using the vehicle's electronically controlled suspension and the at least one lane correction action for cooperative control of lane correction to obtain the final lane correction result.

[0007] The above technical solution takes into account three factors: comfort, self-centering, and safety. It comprehensively decides to use at least one lane correction action from the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action to achieve optimal vehicle control. Furthermore, by using electronically controlled suspension in coordination with the steering, braking, and drive systems, it can correct the vehicle's posture, reduce body roll, and improve the driving experience.

[0008] Optionally, in one embodiment of this application, the step of matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the yaw moment value of the vehicle and the road surface adhesion coefficient includes: determining the at least one lane correction action as the differential braking correction action when the yaw moment value of the vehicle is greater than a first preset threshold and / or the road surface adhesion coefficient is less than a second preset threshold, and the vehicle meets preset safety conditions.

[0009] The above technical solution enables differential braking correction action when the vehicle's yaw moment is greater than the first preset threshold and / or the road surface adhesion coefficient is less than the second preset threshold. This differential braking correction action ensures that the ESC stability control function can intervene at any time, thus guaranteeing the safety of the entire vehicle.

[0010] Optionally, in one embodiment of this application, matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the yaw moment value of the vehicle and the road surface adhesion coefficient includes: determining the at least one lane correction action as the electric power steering (EPS) correction action when the yaw moment value of the vehicle is less than the third preset threshold and the vehicle meets preset steering comfort conditions, wherein the third preset threshold is less than the first preset threshold.

[0011] The above technical solution enables the electric power steering (EPS) system to correct the vehicle's yaw moment when it is less than the third preset threshold. This not only avoids affecting the driver's experience of the combined steering wheel torque but also returns the vehicle to the normal lane.

[0012] Optionally, in one embodiment of this application, the step of matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the yaw moment value of the vehicle and the road surface adhesion coefficient further includes: determining the at least one lane correction action as a differential drive correction action when the yaw moment value of the vehicle is greater than the third preset threshold and less than the first preset threshold, and the vehicle meets the preset comfort condition and the preset self-centering condition, wherein the third preset threshold is less than the first preset threshold.

[0013] The above technical solution enables differential drive correction when the yaw moment of the vehicle is greater than the third preset threshold and less than the first preset threshold. The differential drive scheme is used for correction, taking into account both vehicle comfort and self-centering.

[0014] Optionally, in one embodiment of this application, the coordinated control of lane correction using the vehicle's electronically controlled suspension and the at least one lane correction action includes: inputting the vehicle's body posture into a preset vehicle model to analyze the vehicle's actual roll state; and, based on the actual roll state, correcting the vehicle's body posture according to the coordinated control of the stiffness and damping of the electronically controlled suspension with the electric power steering (EPS) correction action, the differential braking correction action, and the differential drive correction action.

[0015] The above technical solution can compensate for the roll effect by considering the coordinated control of the stiffness and damping of the electronically controlled suspension with the correction actions of the electric power steering system (EPS), differential braking, and differential drive. This corrects the vehicle's body posture, counteracts the influence of the overall vehicle correction torque on the body posture, maintains smooth driving, and improves the driver's driving experience.

[0016] A second aspect of this application provides a lane correction device based on chassis cooperative control, comprising: an identification module for identifying lane line information in front of a vehicle and determining whether the lane meets preset correction conditions based on the lane line information; a calculation module for calculating the yaw moment value of the vehicle using a preset fourteen-degree-of-freedom vehicle model when the lane meets the preset correction conditions; and a correction module for obtaining the road surface adhesion coefficient of the vehicle during driving, and matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and the road surface adhesion coefficient, and using the vehicle's electronically controlled suspension and the at least one lane correction action for coordinated lane correction control to obtain a final lane correction result.

[0017] Optionally, in one embodiment of this application, the correction module includes: a first determining unit, configured to determine the at least one lane correction action as the differential braking correction action when the yaw moment value of the vehicle is greater than a first preset threshold and / or the road surface adhesion coefficient is less than a second preset threshold, and the vehicle meets preset safety conditions.

[0018] Optionally, in one embodiment of this application, the correction module includes: a second determining unit, configured to determine that the at least one lane correction action is an electric power steering (EPS) correction action when the yaw moment value of the vehicle is less than the third preset threshold and the vehicle meets preset steering comfort conditions, wherein the third preset threshold is less than the first preset threshold.

[0019] Optionally, in one embodiment of this application, the correction module further includes: a third determining unit, configured to determine that the at least one lane correction action is a differential drive correction action when the yaw moment value of the vehicle is greater than the third preset threshold and less than the first preset threshold, and the vehicle meets the preset comfort condition and the preset self-centering condition, wherein the third preset threshold is less than the first preset threshold.

[0020] Optionally, in one embodiment of this application, the correction module further includes: an analysis unit, used to input the vehicle's body posture into a preset vehicle model to analyze the actual roll state of the vehicle; and a correction unit, used to correct the vehicle's body posture based on the actual roll state, according to the coordinated control of the stiffness and damping of the electronically controlled suspension and the correction action of the electric power steering system (EPS), the differential braking correction action, and the differential drive correction action.

[0021] 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 lane correction method based on chassis cooperative control as described in the above embodiments.

[0022] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described lane correction method based on chassis cooperative control.

[0023] This application's embodiments consider three factors: comfort, self-centering, and safety. It comprehensively determines whether to employ at least one lane correction action from among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action for lane correction. Furthermore, it utilizes electronically controlled suspension in coordination with the steering, braking, and drive systems to correct vehicle posture, reduce body roll, and improve the driving experience. This solves the problems in related technologies where the steering torque generated by the EPS system and the driver's hand torque can easily overlap and conflict, making it difficult to guarantee the vehicle's self-centering and safety. It also ignores the body roll impact during lane correction, reducing the user's driving experience and resulting in lower intelligence and practicality.

[0024] 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

[0025] 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:

[0026] Figure 1 This is a flowchart of a lane correction method based on chassis cooperative control provided according to an embodiment of this application;

[0027] Figure 2 This is a schematic diagram illustrating the principle of a lane correction method based on chassis cooperative control according to an embodiment of this application;

[0028] Figure 3 This is a flowchart of a lane correction method based on chassis cooperative control according to an embodiment of this application;

[0029] Figure 4 This is a schematic diagram of a lane correction device based on chassis cooperative control according to an embodiment of this application;

[0030] Figure 5 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0031] The embodiments of this application are described in detail below. Examples of the 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.

[0032] The following description, with reference to the accompanying drawings, describes a lane correction method and apparatus based on chassis cooperative control according to embodiments of this application. Addressing the issues mentioned in the background art, such as the steering torque generated by the EPS system easily causing superposition and conflict with the driver's hand torque, making it difficult to guarantee the vehicle's self-centering and safety, and neglecting the roll effect on the vehicle during lane correction, thus reducing the user's driving experience and exhibiting low intelligence and practicality, this application provides a lane correction method based on chassis cooperative control. This method considers three factors—comfort, self-centering, and safety—and comprehensively decides to use at least one lane correction action from the electric power steering (EPS) system, differential braking, and differential drive systems for lane correction. Furthermore, it employs electronically controlled suspension in coordination with the steering, braking, and drive systems to correct vehicle posture, reduce body roll, and improve the driving experience. This solves the problems in related technologies, such as the steering torque generated by the EPS system easily causing superposition and conflict with the driver's hand torque, making it difficult to guarantee the vehicle's self-centering and safety, and ignoring the side roll effect on the vehicle during lane correction, which reduces the user's driving experience and has low intelligence and practicality.

[0033] Specifically, Figure 1 This is a schematic flowchart of a lane correction method based on chassis cooperative control provided in an embodiment of this application.

[0034] like Figure 1 As shown, the lane correction method based on chassis cooperative control includes the following steps:

[0035] In step S101, lane line information in front of the vehicle is identified, and it is determined whether the lane meets the preset correction conditions based on the lane line information.

[0036] It is understood that the preset correction conditions in the embodiments of this application can be conditions under which a vehicle deviates from its lane while driving and requires correction.

[0037] In actual implementation, such as Figure 2 As shown, the embodiments of this application can perform lane departure perception and recognition, identify lane line information in front of the vehicle, and determine whether the lane meets certain correction conditions based on the lane line information. Based on the judgment result, it provides support for subsequent lane deviation calculation and lane correction reminder and control, thereby helping the driver to straighten the vehicle and ensure safe driving along the lane line at all times, thus improving the user's driving experience.

[0038] It should be noted that the preset correction conditions can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0039] In step S102, if the lane meets the preset correction conditions, the yaw moment value of the vehicle is calculated using the preset fourteen-degree-of-freedom vehicle model.

[0040] It is understood that the yaw moment of the vehicle in the embodiments of this application is the moment of vehicle body rolling or tilting caused by factors such as steering or lateral force.

[0041] As one possible way to achieve this, such as Figure 2 As shown, the embodiments of this application can calculate the yaw moment of the vehicle. That is, when the lane meets certain correction conditions, the current deviation is analyzed based on the fourteen-degree-of-freedom vehicle model to determine the required yaw moment value of the whole vehicle, and then the chassis control scheme is determined.

[0042] The embodiments of this application can use a preset 14-DOF vehicle model to calculate the yaw moment of the vehicle, thereby providing support for subsequent lane correction and ensuring the safety and comfort of the vehicle.

[0043] It should be noted that the preset correction conditions can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0044] In step S103, the road surface adhesion coefficient of the vehicle during driving is obtained, and at least one lane correction action is matched among the electric power steering system EPS correction action, differential braking correction action and differential drive correction action according to the vehicle's yaw moment value and road surface adhesion coefficient. The vehicle's electronic suspension and at least one lane correction action are used to perform coordinated control of lane correction to obtain the final lane correction result.

[0045] It is understood that the road surface adhesion coefficient in this embodiment is the friction coefficient between the tire and the ground, which is crucial for braking stability.

[0046] In practical implementation, this embodiment can obtain the road surface adhesion coefficient of the vehicle during driving, and match the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action with the vehicle's yaw moment value and the road surface adhesion coefficient. It calculates and intelligently analyzes the required yaw moment for the entire vehicle, determines the chassis coordination control scheme, and selects one of three schemes—EPS steering moment, differential drive, or differential braking—to correct the vehicle's alignment. This embodiment can utilize the vehicle's electronically controlled suspension and at least one lane correction action for coordinated lane correction control, obtaining the final lane correction result, thereby correcting the vehicle's posture and reducing body roll.

[0047] This application embodiment can take into account three factors: comfort, self-centering, and safety. It comprehensively decides to use at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action to achieve optimal vehicle control. Furthermore, by using electronically controlled suspension in coordination with the steering, braking, and drive systems, it can correct the vehicle's posture, reduce body roll effect, and improve the user's driving experience.

[0048] Optionally, in one embodiment of this application, matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and road surface adhesion coefficient includes: determining at least one lane correction action as a differential braking correction action when the vehicle's yaw moment value is greater than a first preset threshold and / or the road surface adhesion coefficient is less than a second preset threshold, and the vehicle meets preset safety conditions.

[0049] It is understood that the first preset threshold in the embodiments of this application may be, but is not limited to, 2000 Nm, the second preset threshold may be, but is not limited to, 0.3, and the preset safety condition may be the condition that the vehicle meets the steering safety requirements.

[0050] For example, in embodiments of this application, when the vehicle's yaw moment Tq is 2300 Nm, which is greater than the first preset threshold of 2000 Nm, and EPS steering control would affect the driver's experience of combined steering wheel torque and potentially cause vehicle instability, safety factors are considered. At least one lane correction action is determined to be a differential braking correction action, and a differential braking scheme is used for correction to ensure that ESC stability control function can intervene at any time, guaranteeing vehicle safety. As another example, in embodiments of this application, when the road surface adhesion coefficient is 0.2, which is less than the second preset threshold of 0.3, and overcorrection and instability may occur, at least one lane correction action is determined to be a differential braking correction action, and a differential braking scheme is used for correction to ensure ESC (Electronic Stability Control) function can intervene at any time, guaranteeing vehicle safety. The stability control function of the Controller (Automotive Electronic Stability Control System) can intervene at any time to ensure the safety of the whole vehicle; for example, in the embodiment of this application, when the yaw moment value Tq of the vehicle is 2600Nm, which is greater than the first preset threshold of 2000Nm, and the road surface adhesion coefficient is 0.1, which is less than the second preset threshold of 0.3, safety factors are taken into consideration to determine at least one lane correction action as a differential braking correction action.

[0051] This application embodiment can determine differential braking correction action when the yaw moment value of the vehicle is greater than a first preset threshold and / or the road surface adhesion coefficient is less than a second preset threshold, thereby using differential braking correction action to ensure that the ESC stability control function can intervene at any time and ensure the safety of the whole vehicle.

[0052] It should be noted that the first preset threshold, the second preset threshold, and the preset safety conditions can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0053] Optionally, in one embodiment of this application, matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and road surface adhesion coefficient includes: determining at least one lane correction action as an EPS correction action when the vehicle's yaw moment value is less than a third preset threshold and the vehicle meets preset steering comfort conditions, wherein the third preset threshold is less than a first preset threshold.

[0054] It is understood that the third preset threshold in the embodiments of this application may be, but is not limited to, 500 Nm.

[0055] In actual implementation, this application embodiment can determine at least one lane correction action as an electric power steering (EPS) correction action when the vehicle's yaw moment value Tq is 300 Nm less than the third preset threshold of 500 Nm and the road surface adhesion coefficient is normal, taking comfort factors into priority. The third preset threshold is less than the first preset threshold.

[0056] The embodiments of this application can obtain the electric power steering system EPS correction action when the yaw moment value of the vehicle is less than the third preset threshold. This can not only avoid affecting the driver's experience of human-machine co-driving steering wheel torque superposition, but also return the whole vehicle to the normal lane.

[0057] It should be noted that the third preset threshold can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0058] Optionally, in one embodiment of this application, matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and road surface adhesion coefficient further includes: determining at least one lane correction action as a differential drive correction action when the vehicle's yaw moment value is greater than a third preset threshold and less than a first preset threshold, and the vehicle meets preset comfort conditions and preset self-centering conditions, wherein the third preset threshold is less than the first preset threshold.

[0059] It is understood that the first preset threshold in the embodiments of this application may be, but is not limited to, 2000 Nm, and the third preset threshold may be, but is not limited to, 500 Nm.

[0060] For example, in this embodiment of the application, when the yaw moment value Tq of the vehicle is 1200 Nm, which is greater than the third preset threshold of 500 Nm and less than the first preset threshold of 2000 Nm, and the vehicle meets certain comfort conditions and certain self-centering conditions, at least one lane correction action can be determined as a differential drive correction action, wherein the third preset threshold is less than the first preset threshold; as another example, in this embodiment of the application, when the yaw moment value Tq of the vehicle is 1000 Nm, which is greater than the third preset threshold of 500 Nm and less than the first preset threshold of 2000 Nm, and the vehicle meets certain comfort conditions and certain self-centering conditions, at least one lane correction action can be determined as a differential drive correction action.

[0061] This application embodiment can obtain differential drive correction action when the yaw moment value of the vehicle is greater than a third preset threshold and less than a first preset threshold. The differential drive scheme is used for correction, taking into account both vehicle comfort and self-centering.

[0062] It should be noted that the first and third preset thresholds can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0063] Optionally, in one embodiment of this application, lane correction is coordinated by using the vehicle's electronically controlled suspension and at least one lane correction action, including: inputting the vehicle's body posture into a preset vehicle model to analyze the vehicle's actual roll state; and, based on the actual roll state, correcting the vehicle's body posture according to the coordinated control of the stiffness and damping of the electronically controlled suspension with the correction actions of the electric power steering system (EPS), differential braking correction actions, and differential drive correction actions.

[0064] It is understood that the actual roll state in the embodiments of this application can be the roll characteristics of the entire vehicle.

[0065] In actual implementation, the embodiments of this application can input the vehicle's body posture into a preset vehicle model to analyze the actual roll state of the vehicle. Once it is determined that the whole vehicle may have a roll risk, the stiffness and damping of the corresponding side suspension are increased in advance. Based on the coordinated control of the stiffness and damping of the electronically controlled suspension with the correction action of the electric power steering system EPS, the differential braking correction action, and the differential drive correction action, the roll effect is compensated through the chassis coordinated control method, the vehicle's body posture is corrected, the influence of the whole vehicle's correction torque on the body posture is countered, the vehicle's smooth driving is maintained, and the driver's driving experience is improved.

[0066] It should be noted that the preset vehicle model can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0067] Specifically, it can be combined with Figure 2 and Figure 3As shown, the working principle of the lane correction method based on chassis cooperative control in this application is explained in detail with a specific embodiment.

[0068] like Figure 2 As shown, the embodiments of this application mainly consist of five parts: lane departure perception and recognition, calculation of required vehicle yaw moment, determination of chassis coordination control scheme, execution of correction control, and correction of vehicle posture.

[0069] The lane departure perception and recognition section mainly includes three modules: lane line recognition, deviation calculation, and warning + correction control. Once a vehicle deviation correction is detected, the yaw moment is calculated using a 14-DOF vehicle model. The required yaw moment calculation section analyzes the current deviation based on the 14-DOF vehicle model to determine the required yaw moment value, which is used to determine the chassis control scheme. The chassis control scheme determination section mainly considers three factors: comfort, self-centering, and safety, and comprehensively decides which scheme to use for lane deviation correction. The correction control execution section follows the decision results of the chassis control scheme determination section and uses one of three schemes—EPS steering torque, differential drive, or differential braking—to correct the vehicle deviation. The vehicle posture correction section is a key manifestation of chassis collaborative control. Before executing the correction action, the vehicle model is used to analyze the vehicle's roll characteristics. Once a potential roll risk is identified, the stiffness and damping of the corresponding side suspension are increased in advance to counteract the impact of the vehicle deviation correction moment on the vehicle posture, maintain smooth driving, and improve the driver's riding experience.

[0070] like Figure 3 As shown, embodiments of this application may include the following steps:

[0071] Step S301: Lane departure perception and recognition.

[0072] Step S302: Analysis of the 14-DOF vehicle model.

[0073] Step S303: Identification of road surface adhesion coefficient.

[0074] Step S304: Calculate the required yaw moment Tq for the entire vehicle.

[0075] Step S305: Determine if the road surface adhesion coefficient is low. If yes, proceed to step S306; otherwise, proceed to step S307.

[0076] Step S306: Use a differential braking scheme to correct the deviation, ensuring that the ESC can intervene at any time to guarantee safety.

[0077] Step S307: Determine whether the yaw moment Tq of the whole vehicle is small and whether the steering comfort is good. If yes, proceed to step S308; if no, proceed to step S309.

[0078] Step S308: Use EPS steering torque scheme to correct the deviation and ensure driving comfort.

[0079] Step S309: Determine whether the yaw moment Tq of the whole vehicle is too large and whether it will affect safety. If yes, proceed to step S306; if no, proceed to step S310.

[0080] Step S310: Use a differential drive scheme to correct the deviation, taking into account both comfort and self-alignment.

[0081] Step S311: Vehicle model analysis of overall vehicle roll.

[0082] Step S312: The electronically controlled suspension intervenes to correct the vehicle's posture and reduce body roll.

[0083] The lane correction method based on chassis cooperative control proposed in this application considers three factors: comfort, self-centering, and safety. It comprehensively determines whether to use at least one lane correction action from among the electric power steering (EPS) system, differential braking, and differential drive systems. Furthermore, it employs coordinated control of the electronically controlled suspension with the steering, braking, and drive systems to correct vehicle posture, reduce body roll, and improve the driving experience. This solves the problems in related technologies where the steering torque generated by the EPS system and the driver's hand torque can easily overlap and conflict, making it difficult to guarantee the vehicle's self-centering and safety. It also ignores the body roll effect during lane correction, reducing the user's driving experience and exhibiting low intelligence and practicality.

[0084] Next, referring to the accompanying drawings, a lane correction device based on chassis cooperative control proposed according to an embodiment of this application is described.

[0085] Figure 4 This is a schematic diagram of the lane correction device based on chassis cooperative control according to an embodiment of this application.

[0086] like Figure 4 As shown, the lane correction device 10 based on chassis cooperative control includes: an identification module 100, a calculation module 200, and a correction module 300.

[0087] Specifically, the recognition module 100 is used to recognize lane line information in front of the vehicle and determine whether the lane meets the preset correction conditions based on the lane line information.

[0088] The calculation module 200 is used to calculate the yaw moment of the vehicle using a preset fourteen-degree-of-freedom vehicle model when the lane meets the preset correction conditions.

[0089] The lane correction module 300 is used to obtain the road surface adhesion coefficient of the vehicle during driving, and match at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action according to the vehicle's yaw moment value and the road surface adhesion coefficient. It also uses the vehicle's electronically controlled suspension and at least one lane correction action to perform coordinated control of lane correction, and obtain the final lane correction result.

[0090] Optionally, in one embodiment of this application, the correction module 300 includes: a first determining unit.

[0091] The first determining unit is used to determine at least one lane correction action as a differential braking correction action when the yaw moment value of the vehicle is greater than a first preset threshold and / or the road surface adhesion coefficient is less than a second preset threshold, and the vehicle meets preset safety conditions.

[0092] Optionally, in one embodiment of this application, the correction module 300 includes a second determining unit.

[0093] The second determining unit is used to determine at least one lane correction action as an electric power steering (EPS) correction action when the yaw moment value of the vehicle is less than a third preset threshold and the vehicle meets preset steering comfort conditions. The third preset threshold is less than the first preset threshold.

[0094] Optionally, in one embodiment of this application, the correction module 300 further includes a third determining unit.

[0095] The third determining unit is used to determine at least one lane correction action as a differential drive correction action when the yaw moment value of the vehicle is greater than a third preset threshold and less than a first preset threshold, and the vehicle meets preset comfort conditions and preset self-centering conditions. The third preset threshold is less than the first preset threshold.

[0096] Optionally, in one embodiment of this application, the correction module 300 further includes an analysis unit and a correction unit.

[0097] The analysis unit is used to input the vehicle's body posture into a preset vehicle model in order to analyze the vehicle's actual roll state.

[0098] The correction unit is used to correct the vehicle's body posture based on the actual roll state and through the coordinated control of the stiffness and damping of the electronically controlled suspension with the correction actions of the electric power steering (EPS), differential braking, and differential drive.

[0099] It should be noted that the foregoing explanation of the lane correction method embodiment based on chassis cooperative control also applies to the lane correction device based on chassis cooperative control in this embodiment, and will not be repeated here.

[0100] The lane correction device based on chassis cooperative control proposed in this application considers three factors: comfort, self-centering, and safety. It comprehensively determines whether to use at least one lane correction action from among the electric power steering (EPS) system, differential braking, and differential drive systems. Furthermore, it employs coordinated control of the electronically controlled suspension with the steering, braking, and drive systems to correct vehicle posture, reduce body roll, and improve the driving experience. This solves the problems in related technologies where the steering torque generated by the EPS system and the driver's hand torque can easily overlap and conflict, making it difficult to guarantee the vehicle's self-centering and safety. It also ignores the body roll effect during lane correction, reducing the user's driving experience and exhibiting low intelligence and practicality.

[0101] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0102] The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0103] When the processor 502 executes the program, it implements the lane correction method based on chassis cooperative control provided in the above embodiments.

[0104] Furthermore, the vehicle also includes:

[0105] Communication interface 503 is used for communication between memory 501 and processor 502.

[0106] The memory 501 is used to store computer programs that can run on the processor 502.

[0107] The memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0108] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 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 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0109] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0110] Processor 502 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.

[0111] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described lane correction method based on chassis cooperative control.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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. A lane correction method based on chassis cooperative control, characterized in that, Includes the following steps: Identify lane line information in front of the vehicle, and determine whether the lane meets the preset correction conditions based on the lane line information; If the lane meets the preset correction conditions, the yaw moment of the vehicle is calculated using a preset fourteen-degree-of-freedom vehicle model. The road surface adhesion coefficient of the vehicle during driving is obtained, and at least one lane correction action is matched among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action according to the yaw moment value of the vehicle and the road surface adhesion coefficient. The lane correction is then coordinated with the vehicle's electronically controlled suspension and the at least one lane correction action to obtain the final lane correction result.

2. The method according to claim 1, characterized in that, The process of matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and the road surface adhesion coefficient includes: If the yaw moment of the vehicle is greater than a first preset threshold and / or the road surface adhesion coefficient is less than a second preset threshold, and the vehicle meets preset safety conditions, then the at least one lane correction action is determined to be the differential braking correction action.

3. The method according to claim 2, characterized in that, The process of matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and the road surface adhesion coefficient includes: If the yaw moment of the vehicle is less than a third preset threshold and the vehicle meets preset steering comfort conditions, the at least one lane correction action is determined to be an EPS correction action of the electric power steering system, wherein the third preset threshold is less than the first preset threshold.

4. The method according to claim 3, characterized in that, The method of matching at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action based on the vehicle's yaw moment value and the road surface adhesion coefficient further includes: When the yaw moment of the vehicle is greater than the third preset threshold and less than the first preset threshold, and the vehicle meets the preset comfort condition and the preset self-centering condition, the at least one lane correction action is determined to be a differential drive correction action, wherein the third preset threshold is less than the first preset threshold.

5. The method according to claim 1, characterized in that, The coordinated control of lane correction using the vehicle's electronically controlled suspension and at least one lane correction action includes: The vehicle's body posture is input into a preset vehicle model to analyze the vehicle's actual roll state; Based on the actual roll state, the vehicle's body posture is corrected through coordinated control of the stiffness and damping of the electronically controlled suspension, the EPS correction action of the electric power steering system, the differential braking correction action, and the differential drive correction action.

6. A lane correction device based on chassis cooperative control, characterized in that, include: The recognition module is used to recognize lane line information in front of the vehicle and determine whether the lane meets the preset correction conditions based on the lane line information. The calculation module is used to calculate the yaw moment value of the vehicle using a preset fourteen-degree-of-freedom vehicle model when the lane meets the preset correction conditions. The lane correction module is used to obtain the road surface adhesion coefficient of the vehicle during driving, and match at least one lane correction action among the electric power steering (EPS) correction action, differential braking correction action, and differential drive correction action according to the yaw moment value of the vehicle and the road surface adhesion coefficient. The module also uses the vehicle's electronically controlled suspension and the at least one lane correction action to perform coordinated control of lane correction, and obtains the final lane correction result.

7. The apparatus according to claim 6, characterized in that, The correction module includes: The first determining unit is configured to determine the at least one lane correction action as the differential braking correction action when the yaw moment value of the vehicle is greater than a first preset threshold and / or the road surface adhesion coefficient is less than a second preset threshold, and the vehicle meets preset safety conditions.

8. The apparatus according to claim 7, characterized in that, The correction module includes: The second determining unit is configured to determine that the at least one lane correction action is an EPS correction action of the electric power steering system when the yaw moment value of the vehicle is less than a third preset threshold and the vehicle meets preset steering comfort conditions, wherein the third preset threshold is less than the first preset threshold.

9. A vehicle, characterized in that, include: The memory, the processor, and the computer program stored in the memory and executable on the processor, the processor executing the program to implement the lane correction method based on chassis cooperative control as described in any one of claims 1-5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the lane correction method based on chassis cooperative control as described in any one of claims 1-5.

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