Vehicle transverse control method and system, vehicle-mounted communication equipment and vehicle

Abstract

The invention provides a vehicle transverse control method and system, vehicle-mounted communication equipment and a vehicle, and the method comprises the steps: carrying out the transverse deviation detection of the vehicle, and recognizing whether the vehicle deviates from the driving direction or not based on a transverse deviation detection result; when the driving direction of the vehicle deviates, whether the vehicle is in manual driving control or not is judged; when the vehicle is not in the manual driving control state and an original transverse control system of the vehicle fails, wheel end braking force of the vehicle is redistributed to generate yawing moment, the movement direction of the vehicle is corrected through the yawing moment, and transverse control is conducted on the vehicle; and when the vehicle is not in the manual driving control state and the original transverse control system of the vehicle does not fail, transverse control is conducted on the vehicle through the original transverse control system. The yaw moment is generated by directly redistributing the wheel end braking force, the movement direction of the vehicle is corrected, the movement direction of the vehicle is controllable all the time, it is ensured that the vehicle is kept in the correct driving direction all the time, and transverse collision is avoided.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle lateral control method and system, a vehicle-mounted communication device and a vehicle. Background Art

[0002] The development of autonomous driving technology has become an important direction of the modern automobile industry. In the autonomous driving system, the Automatic Emergency Braking (AEB) system, as an important safety technology, usually consists of three main parts: ranging module, control module (Electronic Control Unit, ECU) and braking module. The ranging module uses sensors such as radar and camera to monitor the road conditions ahead. The control module analyzes the sensor data and evaluates the risk of collision. When it is judged that there is a possibility of collision and the driver has not taken sufficient braking measures, the braking module will automatically intervene and implement emergency braking. The working principle of the AEB system is to monitor the obstacles in front of the vehicle in real time through sensors, and evaluate the distance and relative speed to the obstacles. If the AEB system determines that there is a risk of collision, it will first warn the driver. If the driver does not respond in time, the AEB system will automatically initiate emergency braking to reduce the possibility of collision or reduce the severity of the collision.

[0003] However, the existing AEB system mainly focuses on longitudinal braking performance, while ignoring the optimization of lateral control performance, which causes the car to deviate when executing the AEB system, causing unsafe factors. In addition, the existing AEB system is not dynamic enough. For example, during emergency braking, the existing AEB system cannot adjust the direction of movement of the vehicle in real time, which may increase the risk of lateral collision. At the same time, the existing AEB system is not anti-interference enough. For example, when the vehicle deviates due to unbalanced objects, inconsistent tire pressure, inconsistent tire wear, inaccurate four-wheel alignment, suspension system failure and other reasons, the existing AEB system will reduce the reliability of lateral control performance due to insufficient anti-interference ability. In addition, for vehicles at the assisted driving level (L1 level), although these vehicles have AEB system functions, they have no lateral control function and their lateral performance is very poor. For some vehicles at the autonomous driving level (L2 level) and above, lateral control is highly dependent on cameras and other visual sensors, lacking redundant lateral control. If the vision fails, such as in scenes where the lane lines are unclear, rainy days, dark nights, backlighting, etc., the performance of the camera may be seriously affected, thereby affecting the lateral control performance of the AEB system. Summary of the invention

[0004] In view of the above-mentioned shortcomings of the prior art, the purpose of the present application is to provide a vehicle lateral control method and system, a vehicle-mounted communication device and a vehicle, so as to solve the technical problems existing in the prior art.

[0005] To achieve the above objectives and other related objectives, the present application provides a vehicle lateral control method, comprising the following steps:

[0006] Performing lateral deviation detection on the target vehicle, and identifying whether the target vehicle deviates from the driving direction based on the lateral deviation detection result; and

[0007] When the target vehicle deviates from the driving direction, determining whether the target vehicle is under manual driving control;

[0008] When the target vehicle is not under manual driving control and the original lateral control system of the target vehicle fails, the wheel-end braking force of the target vehicle is redistributed to generate a yaw moment, and the moving direction of the target vehicle is corrected by the yaw moment to perform lateral control on the target vehicle;

[0009] When the target vehicle is not under manual driving control and the original lateral control system of the target vehicle is not invalid, the target vehicle is laterally controlled by using the original lateral control system.

[0010] In one embodiment of the present application, the process of performing lateral deviation detection on the target vehicle and identifying whether the target vehicle deviates from the driving direction based on the lateral deviation detection result includes:

[0011] By using an inertial measurement unit pre-configured in the target vehicle, the inertial navigation data of the target vehicle is collected, and the heading angle and pitch angle of the target vehicle are calculated based on the inertial navigation data; the inertial navigation data includes: three-dimensional acceleration, three-dimensional angular velocity and magnetometer data;

[0012] Using a wheel speed meter pre-configured in the target vehicle, the rotation speed of each wheel in the target vehicle is collected, and the yaw angular velocity and lateral acceleration of the target vehicle are calculated based on the rotation speed of each wheel;

[0013] The steering wheel angle of the target vehicle is collected by a steering wheel angle sensor pre-configured in the target vehicle;

[0014] The heading angle, the pitch angle, the yaw angular velocity, the lateral acceleration and the steering wheel angle are associated as a lateral offset detection result of the target vehicle, and whether the target vehicle deviates from the driving direction is identified based on the heading angle, the pitch angle, the yaw angular velocity, the lateral acceleration and the steering wheel angle.

[0015] In one embodiment of the present application, the process of redistributing the wheel-end braking force of the target vehicle to generate the yaw moment includes:

[0016] Determine the motion equation of the target vehicle according to a vehicle body coordinate system established in advance or in real time, and perform force analysis on the target vehicle based on the motion equation and the drive type of the target vehicle, and calculate the resultant force of the lateral force and the longitudinal force on the wheels of the target vehicle on the longitudinal axis in the vehicle body coordinate system; wherein the longitudinal axis in the vehicle body coordinate system is the coordinate axis where the driving direction of the target vehicle is located;

[0017] Based on the moment of inertia of the target vehicle around the vertical axis in the vehicle body coordinate system, the distance from the center of mass of the target vehicle to the front axle of the vehicle, and the distance from the center of mass of the target vehicle to the rear axle of the vehicle, the ideal lateral acceleration of the target vehicle is calculated; wherein the vertical axis in the vehicle body coordinate system is a coordinate axis perpendicular to the driving direction of the target vehicle and the driving road surface;

[0018] Calculating a difference between the ideal lateral acceleration and the actual lateral acceleration, and taking an absolute value of the difference between the ideal lateral acceleration and the actual lateral acceleration as a lateral acceleration deviation value;

[0019] Determining the moment of inertia when redistributing the wheel-end braking force of the target vehicle based on the lateral acceleration deviation value, recorded as the target moment of inertia; wherein the actual lateral acceleration is calculated by the wheel speed of the target vehicle;

[0020] According to the angular acceleration of the target vehicle on the vertical axis, the lateral offset acceleration generated by the target rotational inertia is calculated, and based on the lateral offset acceleration and the lateral acceleration deviation value, the wheel end braking force of the target vehicle is redistributed to generate a yaw moment.

[0021] In one embodiment of the present application, the process of determining the moment of inertia of the target vehicle when the wheel-end braking force is redistributed based on the lateral acceleration deviation value includes:

[0022] Acquire the left front wheel braking force, left rear wheel braking force, right front wheel braking force and right rear wheel braking force of the target vehicle defined in advance or in real time;

[0023] The lateral acceleration deviation value is compared with a first preset value, and when the lateral acceleration deviation value is equal to the first preset value, a moment of inertia calculation equation is constructed based on the lateral center axis distance of the wheels of the target vehicle, the left front wheel braking force, the left rear wheel braking force, the right front wheel braking force and the right rear wheel braking force, and the target moment of inertia is determined based on the moment of inertia calculation equation.

[0024] In one embodiment of the present application, based on the lateral offset acceleration and the lateral acceleration deviation value, the process of redistributing the wheel-end braking force of the target vehicle to generate the yaw moment includes:

[0025] Calculating a difference between the lateral offset acceleration and the lateral acceleration deviation value, and recording it as a target difference;

[0026] The target difference is compared with a second preset value, and when the target difference is equal to the second preset value, the absolute value of the left front wheel braking force, the absolute value of the left rear wheel braking force, the absolute value of the right front wheel braking force and the absolute value of the right rear wheel braking force are calculated, and a yaw moment is generated when the sum is a minimum value; and the left front wheel braking force, left rear wheel braking force, right front wheel braking force and right rear wheel braking force corresponding to the generation of the yaw moment are used as the vehicle-end braking force redistributed by the target vehicle.

[0027] In one embodiment of the present application, the process of establishing the vehicle body coordinate system in advance or in real time includes:

[0028] Taking the target vehicle's travel direction as the longitudinal direction and the direction perpendicular to the longitudinal direction as the transverse direction, a transverse and longitudinal coordinate system is established; and,

[0029] A body coordinate system of the target vehicle is established based on the horizontal and vertical coordinate systems and the right-hand rule, and the longitudinal coordinate axis in the body coordinate system is recorded as the x-axis, the transverse coordinate axis in the body coordinate system is recorded as the y-axis, and the coordinate axis perpendicular to the horizontal and vertical coordinate systems is taken as the vertical axis, recorded as the z-axis; wherein the planes where the horizontal and vertical coordinate systems are located are parallel to the driving road surface of the target vehicle.

[0030] In one embodiment of the present application, the method further includes: when the target vehicle is under manual driving control, controlling the target vehicle according to control instructions of a driver in the target vehicle.

[0031] The present application also provides a vehicle lateral control system, the system comprising:

[0032] A vehicle deviation detection module, used to perform lateral deviation detection on the target vehicle, and identify whether the target vehicle deviates from the driving direction based on the lateral deviation detection result;

[0033] A driving mode recognition module, used to determine whether the target vehicle is under manual driving control when the target vehicle deviates from the driving direction;

[0034] A lateral redundancy control module, used for redistributing the wheel-end braking force of the target vehicle to generate a yaw moment, and correcting the moving direction of the target vehicle by the yaw moment to perform lateral control on the target vehicle when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle fails;

[0035] The original lateral control module is used to perform lateral control on the target vehicle by using the original lateral control system when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle is not invalid.

[0036] The present application also provides a vehicle-mounted communication device, comprising a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any one of the above-mentioned vehicle lateral control methods.

[0037] The present application also provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of any one of the above-mentioned vehicle lateral control methods are implemented.

[0038] As described above, the present application provides a vehicle lateral control method and system, an on-board communication device and a vehicle, which have the following beneficial effects: when the target vehicle triggers a forward collision warning, the present application can detect the lateral offset of the target vehicle through the inertial measurement unit and the wheel speed meter pre-configured on the target vehicle, and identify whether the target vehicle has deviated from the driving direction based on the lateral offset detection result. When the target vehicle deviates from the driving direction, the target vehicle can be controlled laterally according to whether the target vehicle is under manual driving control and whether the original lateral control system fails. Therefore, during the execution of the automatic emergency braking system of the vehicle, if the vehicle is detected to have a lateral offset, the present application can directly generate a yaw moment by redistributing the wheel-end braking force, correct the vehicle's movement direction, and make the vehicle's movement direction always controllable. Through this active intervention method, it can ensure that the vehicle always stays in the correct driving direction during emergency braking, avoid lateral collision, so that the vehicle's movement direction is always controllable, improve the dynamic adjustment ability of the vehicle during emergency braking, and further improve driving safety. In addition, by utilizing the inertial measurement unit and the wheel speed meter in the vehicle braking system, the present application no longer relies solely on the camera for lateral control, so that the vehicle can still effectively maintain the lateral stability of the vehicle in rainy days, at night, backlight and other scenes where the camera fails, avoid lateral collisions, and improve the adaptability of the automatic emergency braking system. At the same time, the present application uses the built-in inertial measurement unit and wheel speed meter to determine whether the vehicle has lateral deviation. Compared with the technology that relies solely on the camera, the present application has stronger anti-interference ability and can better deal with the problem of vehicle deviation caused by vehicle factors itself, thereby improving the lateral control performance of the vehicle. Therefore, the present application effectively integrates the field of autonomous driving systems, the field of sensor fusion technology, and the field of vehicle dynamics control, and through the coordination of multiple fields, it solves the problem of optimizing lateral control performance in related technologies, and provides new ideas and technical routes for the development of autonomous driving technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A schematic diagram of a flow chart of a vehicle lateral control method provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of a force model analysis of a target vehicle at a certain moment provided in an embodiment of the present application;

[0041] Figure 3 A schematic diagram of generating a yaw moment by the wheel-end braking force of a target vehicle provided in an embodiment of the present application;

[0042] Figure 4 A schematic diagram of a process flow of executing an automatic emergency braking system provided in an embodiment of the present application;

[0043] Figure 5 A schematic diagram of a target vehicle driving in a certain scenario provided by an embodiment of the present application;

[0044] Figure 6 A schematic diagram of the hardware structure of a vehicle lateral control system provided in an embodiment of the present application;

[0045] Figure 7 The present invention is a schematic diagram of the hardware structure of an in-vehicle communication device suitable for implementing one or more embodiments of the present application. DETAILED DESCRIPTION

[0046] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0047] It should be noted that the illustrations provided in this embodiment only illustrate the basic concept of the present application in a schematic manner, and the figures only show the components related to the present application rather than being drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0048] Figure 1 FIG. 1 shows a flow chart of a vehicle lateral control method provided by an embodiment of the present application. Specifically, in an exemplary embodiment, Figure 1 As shown, this embodiment provides a vehicle lateral control method, the method comprising the following steps:

[0049] S110, perform lateral deviation detection on the target vehicle, and identify whether the target vehicle deviates from the driving direction based on the lateral deviation detection result. As an example, in the embodiment or other embodiments, the target vehicle can be a vehicle determined in advance or in real time, for example, the target vehicle can be a vehicle equipped with an intelligent driving system, a forward collision warning (FCW) system, an automatic emergency braking (AEB) system, an electronic stability program (ESP), an inertial measurement unit (IMU), a wheel speed meter and other systems or devices, and the target vehicle has a complete electronic and electrical architecture to ensure normal communication between systems or devices.

[0050] S120, when the target vehicle deviates from the driving direction, determine whether the target vehicle is under manual driving control. As an example, in an embodiment or other embodiments, it is possible to determine whether the target vehicle is under manual driving control by detecting whether the steering wheel of the target vehicle has a corresponding torque. For example, if the steering wheel of the target vehicle has a corresponding torque, it is determined that the target vehicle is under manual driving control; if the steering wheel of the target vehicle does not have a corresponding torque, it is determined that the target vehicle is not under manual driving control, but is under other driving modes (such as intelligent driving mode, assisted driving mode) control, etc. In this embodiment or other embodiments, when the target vehicle is under manual driving control, the driver's control instructions are executed first, that is, the target vehicle is controlled according to the control instructions of the driver in the target vehicle.

[0051] S130-1, when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle fails, the wheel-end braking force of the target vehicle is redistributed to generate a yaw moment, and the moving direction of the target vehicle is corrected by the yaw moment to perform lateral control on the target vehicle;

[0052] S130-2, when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle is not invalid, the target vehicle is laterally controlled by using the original lateral control system. As an example, in this embodiment or other embodiments, the specific process of laterally controlling the target vehicle by using the original lateral control system is performed according to the actual situation of the target vehicle, and this embodiment will not be repeated here.

[0053] It can be seen from this that during the execution of the automatic emergency braking system of the target vehicle, if the vehicle is detected to have a lateral deviation, this embodiment can directly generate a yaw torque by redistributing the wheel-end braking force to correct the vehicle's movement direction. Through this active intervention method, it can be ensured that the vehicle always maintains the correct driving direction during emergency braking and avoids lateral collisions, so that the vehicle's movement direction is always controllable, improving the vehicle's dynamic adjustment capability during emergency braking, and further improving driving safety.

[0054] According to the above records, in an exemplary embodiment, the process of performing lateral deviation detection on a target vehicle and identifying whether the target vehicle deviates from the driving direction based on the lateral deviation detection result includes:

[0055] The inertial measurement unit pre-configured in the target vehicle is used to collect the inertial navigation data of the target vehicle, and the heading angle and pitch angle of the target vehicle are calculated based on the inertial navigation data; the inertial navigation data includes: three-dimensional acceleration, three-dimensional angular velocity and magnetometer data. As an example, in this embodiment or other embodiments, the measurement range of the inertial measurement unit IMU is -10g to 10g, the accuracy is 0.01g, and the measurement range of the heading angle is 0 degrees to 360 degrees, and the accuracy is 0.1 degrees.

[0056] The wheel speed meter pre-configured in the target vehicle is used to collect the rotation speed of each wheel in the target vehicle, and the yaw rate and lateral acceleration of the target vehicle are calculated based on the rotation speed of each wheel. As an example, in this embodiment or other embodiments, the measurement range of the wheel speed meter is 0rpm to 200rpm, and the accuracy is 0.1rpm.

[0057] The steering wheel angle of the target vehicle is collected by a steering wheel angle sensor pre-configured in the target vehicle. As an example, in this embodiment or other embodiments, the measurement range of the steering wheel angle is -900 degrees to 900 degrees, with an accuracy of 0.1 degrees.

[0058] The heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle are associated as the lateral deviation detection result of the target vehicle, and the target vehicle is identified to deviate from the driving direction based on the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle. Specifically, in this embodiment or other embodiments, when identifying whether the target vehicle deviates from the driving direction based on the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle, the driving data of the target vehicle when no deviation from the driving direction occurs can be first collected or tested, and then these driving data are used as reference data, and then the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle detected or calculated in real time are respectively compared with the reference data, and the target vehicle is identified to deviate from the driving direction based on the comparison results. Since the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle will change dynamically in different scenes, the specific comparison process will not be repeated in this embodiment. For example, as an example, if the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle detected or calculated in real time are inconsistent with the corresponding data values ​​in the reference data, it can be determined that the target vehicle has deviated from the driving direction. As an example, if the difference between the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle detected or calculated in real time and the corresponding data values ​​in the reference data is not within a preset difference range, it can be determined that the target vehicle has deviated from the driving direction.

[0059] It can be seen that this embodiment, by utilizing the inertial measurement unit and the wheel speed meter in the vehicle braking system, no longer relies solely on the camera for lateral control, so that the vehicle can still effectively maintain the lateral stability of the vehicle in rainy days, at night, backlight and other scenes where the camera fails, avoid lateral collisions, and improve the adaptability of the automatic emergency braking system. At the same time, this embodiment uses the built-in inertial measurement unit and wheel speed meter to determine whether the vehicle has lateral deviation. Compared with the technology that relies solely on the camera, this embodiment has stronger anti-interference ability and can better deal with the problem of vehicle deviation caused by vehicle factors itself, thereby improving the lateral control performance of the vehicle.

[0060] According to the above records, in an exemplary embodiment, the process of redistributing the wheel-end braking force of the target vehicle to generate the yaw moment includes:

[0061] The motion equation of the target vehicle is determined according to the vehicle body coordinate system established in advance or in real time, and the force analysis of the target vehicle is performed based on the motion equation and the driving type of the target vehicle, and the resultant force of the lateral force and the longitudinal force on the wheels of the target vehicle on the longitudinal axis in the vehicle body coordinate system is calculated; wherein the longitudinal axis in the vehicle body coordinate system is the coordinate axis where the target vehicle is traveling. Specifically, in this embodiment or other embodiments, the process of establishing the vehicle body coordinate system in advance or in real time includes: establishing a transverse and longitudinal coordinate system with the traveling direction of the target vehicle as the longitudinal direction and the direction perpendicular to the longitudinal direction as the transverse direction; and, establishing the vehicle body coordinate system of the target vehicle based on the transverse and longitudinal coordinate system and the right-hand rule, and recording the longitudinal coordinate axis in the vehicle body coordinate system as the x-axis, the transverse coordinate axis in the vehicle body coordinate system as the y-axis, and the coordinate axis perpendicular to the transverse and longitudinal coordinate system as the vertical axis, recorded as the z-axis; wherein the plane where the transverse and longitudinal coordinate system is located is parallel to the driving road surface of the target vehicle, that is, the plane where the x-axis and the y-axis are located is parallel to the driving road surface of the target vehicle. Figure 2 The schematic diagram of the force model analysis of the target vehicle at a certain moment is shown in FIG. Figure 2 As shown, the force analysis of the vehicle is carried out. According to its force balance and moment balance, it can be obtained that: in the x-axis direction, In the y-axis direction, Around the z-axis, In the formula, m represents the mass of the target vehicle, represents the acceleration of the target vehicle in the x-axis direction, v y Indicates the speed of the target vehicle in the y-axis direction, represents the yaw rate of the target vehicle, F xf represents the resultant longitudinal force of the tire on the front axle of the target vehicle on the x-axis, δf represents the front wheel deflection angle of the target vehicle, and F yf It represents the resultant lateral force of the tire on the front axle of the target vehicle on the y-axis, F xrIt represents the resultant longitudinal force of the tire on the rear axle of the target vehicle on the x-axis, F dissp It represents the resultant force of the resistance on the target vehicle in the longitudinal direction. represents the acceleration of the target vehicle in the y-axis direction, F yr It represents the resultant lateral force of the tire on the rear axle of the target vehicle on the y-axis, I z represents the moment of inertia of the target vehicle around the z-axis, represents the yaw angular acceleration of the target vehicle, I f Indicates the distance from the center of mass of the target vehicle to the front axle, I r Represents the distance from the target vehicle's center of mass to the rear axle. If the resultant force F is ignored xf The impact on the vehicle's yaw motion, i.e., F xf sin(δf)≈0, then: In the formula, v x represents the speed of the target vehicle in the x-axis direction, represents the acceleration of the target vehicle in the y-axis direction. Among them, the resultant force of the lateral and longitudinal forces on the tires of the target vehicle on the x-axis of the vehicle body coordinate system is F x For: F x =F xf cos(δf)-F yf cos(δf)+F xr -F dissp .

[0062] The ideal lateral acceleration of the target vehicle is calculated based on the moment of inertia of the target vehicle around the vertical axis in the vehicle body coordinate system, the distance from the center of mass of the target vehicle to the front axle of the vehicle, and the distance from the center of mass of the target vehicle to the rear axle of the vehicle; wherein the vertical axis in the vehicle body coordinate system is the coordinate axis perpendicular to the driving direction of the target vehicle and the driving road surface, that is, the vertical axis in the vehicle body coordinate system is the z axis. Specifically, when the speed v x When constant, The 2-DOF vehicle yaw dynamics differential equation is obtained: The acceleration and angular acceleration of the target vehicle in the xyz-axis direction calculated by the measurement data of the inertial measurement unit IMU in the actual state are respectively denoted as (a x , a y , a z , β x , β y , β z ), then from the above formula, we can know that the ideal lateral acceleration of the target vehicle is Among them, a x represents the actual acceleration of the target vehicle on the x-axis calculated by the measurement data of the inertial measurement unit IMU, a yIt represents the actual acceleration of the target vehicle on the y-axis calculated by the measurement data of the inertial measurement unit IMU, z represents the actual acceleration of the target vehicle on the z-axis calculated by the measurement data of the inertial measurement unit IMU, β x represents the actual angular acceleration of the target vehicle on the x-axis calculated by the measurement data of the inertial measurement unit IMU, β y represents the actual angular acceleration of the target vehicle on the y-axis calculated by the measurement data of the inertial measurement unit IMU, β z It represents the actual angular acceleration of the target vehicle on the z-axis calculated by the measurement data of the inertial measurement unit IMU. Among them, the ideal state of the target vehicle can be determined according to the actual scene and the type of vehicle, and this embodiment will not be described in detail here. For example, the target vehicle can be driven on a flat road surface without vertical road surface unevenness input, and the suspension system structure of the target vehicle is rigid, and the target vehicle is only disturbed by the equilibrium state parts. The target vehicle can be determined to be in an ideal state.

[0063] The difference between the ideal lateral acceleration and the actual lateral acceleration is calculated, and the absolute value of the difference between the ideal lateral acceleration and the actual lateral acceleration is used as the lateral acceleration deviation value. Specifically, the calculation process of the lateral acceleration deviation value includes: Where Δa is the lateral acceleration deviation.

[0064] The moment of inertia when redistributing the wheel-end braking force of the target vehicle is determined based on the lateral acceleration deviation value, which is recorded as the target moment of inertia; wherein the actual lateral acceleration is calculated by the wheel speed of the target vehicle. In this embodiment or other embodiments, the process of determining the moment of inertia when redistributing the wheel-end braking force of the target vehicle based on the lateral acceleration deviation value includes: obtaining the left front wheel braking force, left rear wheel braking force, right front wheel braking force and right rear wheel braking force of the target vehicle defined in advance or in real time; comparing the lateral acceleration deviation value with the first preset value, and when the lateral acceleration deviation value is equal to the first preset value, based on the lateral center axis distance of the wheels of the target vehicle, the left front wheel braking force, the left rear wheel braking force, the right front wheel braking force and the right rear wheel braking force, constructing a moment of inertia calculation equation, and determining the target moment of inertia based on the moment of inertia calculation equation. As an example, since theoretically the vehicle's braking will not deviate when Δa approaches 0, the first preset value in this embodiment can be set to 0. Specifically, Figure 3 A schematic diagram showing the wheel end braking force on the target vehicle generating a yaw moment is shown, as Figure 3 As shown, in this embodiment, the lateral force can be offset by secondary distribution of the tire braking force. The moment of inertia generated by the secondary braking force distribution of the vehicle is: F ft l+F rr oeLhfl oeLh fr l=I Δ , where F fr represents the braking force of the left front wheel of the target vehicle, l represents the lateral center axis distance of the wheels of the target vehicle, and F rr Indicates the left rear wheel braking force of the target vehicle, F fl Indicates the right front wheel braking force of the target vehicle, F fr represents the right rear wheel braking force of the target vehicle, I Δ It represents the moment of inertia when the wheel-end braking force of the target vehicle is redistributed, that is, the target moment of inertia.

[0065] According to the angular acceleration of the target vehicle on the vertical axis, the lateral offset acceleration generated by the target rotational inertia is calculated, and based on the lateral offset acceleration and the lateral acceleration deviation value, the wheel-end braking force of the target vehicle is redistributed to generate a yaw moment. Specifically, the process of calculating the lateral offset acceleration generated by the target rotational inertia includes: a b =I Δ β z , where a b Represents the target moment of inertia I Δ The resulting lateral offset acceleration, β z Represents the angular acceleration of the target vehicle on the vertical axis, that is, the actual angular acceleration of the target vehicle on the z-axis calculated by the measurement data of the inertial measurement unit IMU. In this embodiment or other embodiments, based on the lateral offset acceleration and the lateral acceleration deviation value, the process of redistributing the wheel-end braking force of the target vehicle to generate a yaw moment includes: calculating the difference between the lateral offset acceleration and the lateral acceleration deviation value, recorded as the target difference; comparing the target difference with the second preset value, and when the target difference is equal to the second preset value, calculating the sum of the absolute value of the left front wheel braking force, the absolute value of the left rear wheel braking force, the absolute value of the right front wheel braking force and the absolute value of the right rear wheel braking force, and generating a yaw moment when the sum is the minimum value; and, using the left front wheel braking force, the left rear wheel braking force, the right front wheel braking force and the right rear wheel braking force corresponding to the generation of the yaw moment as the vehicle-end braking force redistributed by the target vehicle. Specifically, when a b - When Δa = 0, the vehicle reaches a balanced state, and theoretically the vehicle will no longer deviate during AEB braking. Therefore, the second preset value can be set to 0. In order to maximize the braking benefit, the additional excessive braking force can be minimized to reduce energy loss and tire wear. Therefore, this embodiment can be set at min(||F fr ||+‖F rr ‖+||F fl ||+‖F rl ‖), the yaw moment can be generated by readjusting the distribution according to the needs of the vehicle.

[0066] It can be seen that this embodiment can effectively integrate the fields of autonomous driving systems, sensor fusion technology, and vehicle dynamics control. Through the coordinated cooperation of multiple fields, it solves the problem of optimizing lateral control performance in related technologies and provides new ideas and technical routes for the development of autonomous driving technology.

[0067] In another exemplary embodiment of the present application, the embodiment provides an execution process of an automatic emergency braking system, such as Figure 4 As shown in FIG. 1 , the specific execution process of the automatic emergency braking system includes:

[0068] stp1, forward collision warning is performed through the FCW system in the intelligent driving system of the target vehicle. When the target vehicle triggers the forward collision warning, the AEB system enters the ready state.

[0069] stp2, the lateral offset detection of the vehicle is performed through the inertial measurement unit IMU and wheel speed meter pre-built into the target vehicle, and whether the target vehicle has a lateral collision risk is determined based on the lateral offset detection result. As an example, the process of determining whether the target vehicle has a lateral collision risk based on the lateral offset detection result in this embodiment can be referred to the above embodiment, and this embodiment will not be repeated here.

[0070] stp3, determine whether the steering wheel of the target vehicle is operated by the driver, if it is operated by the driver, enter stp4; if it is not operated by the driver, enter stp5. As an example, in this embodiment, if the steering wheel of the target vehicle has a corresponding torque, it is determined that the steering wheel of the target vehicle is operated by the driver; otherwise, if the steering wheel of the target vehicle does not have a corresponding torque, it is determined that the steering wheel of the target vehicle is not operated by the driver.

[0071] stp4, executes the driver's control instructions, controls the target vehicle according to the driver's control instructions in the target vehicle, and directly enters stp8.

[0072] stp5, determine whether the original lateral control system in the target vehicle fails; if the original lateral control system does not fail, enter stp6; if the original lateral control system fails, enter stp7.

[0073] stp6, use the original lateral control system to control the target vehicle laterally, and enter stp8. As an example, the specific process of using the original lateral control system to control the target vehicle laterally is performed according to the actual situation of the target vehicle, and this embodiment will not be repeated here.

[0074] stp7, the wheel-end braking force of the target vehicle is redistributed to generate a yaw moment, and the moving direction of the target vehicle is corrected by the yaw moment, the target vehicle is laterally controlled, and then enters stp8. As an example, the specific process of redistributing the wheel-end braking force of the target vehicle to generate a yaw moment and correcting the moving direction of the target vehicle by the yaw moment in this embodiment is referred to the above embodiment, and will not be repeated in this embodiment.

[0075] stp8, performs AEB system functions and ensures the lateral and longitudinal performance requirements of the target vehicle.

[0076] According to the above records, in a specific embodiment, if Figure 5 As shown, Figure 5 shows a schematic diagram of the target vehicle's driving in a certain scene. Figure 5 In the scenario shown, the desired direction of the vehicle is V1, and the acceleration direction measured by the inertial measurement unit IMU built into the vehicle is a1. At this time, the angle between the desired direction V1 and the acceleration direction a1 measured by the inertial measurement unit IMU is θ. If the vehicle triggers the AEB system at this time and the driver does not control the steering wheel, the vehicle will shift to the right and may collide with other vehicles. Therefore, in this scenario, the vehicle can be adjusted laterally according to the process described in the above embodiment. Among them, the specific process of the vehicle's lateral adjustment can be referred to the above embodiment, and this embodiment will not be repeated.

[0077] In summary, the present application provides a vehicle lateral control method, which can detect the lateral deviation of the target vehicle through the inertial measurement unit and wheel speed meter pre-configured on the target vehicle when the target vehicle triggers a forward collision warning, and identify whether the target vehicle has deviated from the driving direction based on the lateral deviation detection result. When the target vehicle deviates from the driving direction, the target vehicle can be laterally controlled according to whether the target vehicle is under manual driving control and whether the original lateral control system fails. Therefore, during the execution of the vehicle's automatic emergency braking system, if the method detects that the vehicle has a lateral deviation, the wheel-end braking force can be directly redistributed to generate a yaw torque to correct the vehicle's direction of movement. Through this active intervention method, it can ensure that the vehicle always maintains the correct driving direction during emergency braking to avoid lateral collisions, so that the vehicle's direction of movement is always controllable, improve the vehicle's dynamic adjustment ability during emergency braking, and further improve driving safety. In addition, by utilizing the inertial measurement unit and the wheel speed meter in the vehicle braking system, this method no longer relies solely on the camera for lateral control, so that the vehicle can still effectively maintain the lateral stability of the vehicle in rainy days, at night, backlight and other scenes where the camera fails, avoid lateral collisions, and improve the adaptability of the automatic emergency braking system. At the same time, this method uses the built-in inertial measurement unit and wheel speed meter to determine whether the vehicle has lateral deviation. Compared with the technology that relies solely on the camera, this method has stronger anti-interference ability and can better deal with the problem of vehicle deviation caused by vehicle factors itself, thereby improving the lateral control performance of the vehicle. Therefore, this method effectively integrates the field of autonomous driving systems, the field of sensor fusion technology, and the field of vehicle dynamics control, and through the coordination of multiple fields, it solves the problem of optimizing lateral control performance in related technologies, and provides new ideas and technical routes for the development of autonomous driving technology.

[0078] In addition, this method can integrate data from different sensors to form sensor fusion technology, and conduct a comprehensive analysis of the longitudinal and lateral motion states of the vehicle, which can not only provide more comprehensive and accurate environmental information, but also improve the overall control performance of the vehicle, and provide a more reliable basis for the lateral control of the vehicle. In addition, this method can accurately control the motion state of the vehicle by using vehicle dynamics control technology to ensure the stability of the vehicle during emergency braking. By using vehicle dynamics control technology, the braking force and steering force of the vehicle can be adjusted in real time to maintain the balance and control accuracy of the vehicle. Therefore, it can effectively solve the problem of insufficient performance of related technologies in lateral control, improve the overall performance of the automatic emergency braking system, especially in complex driving environments, such as rainy days, dark nights, backlight, etc., it can significantly improve the lateral control performance of the vehicle and avoid lateral collisions.

[0079] In another exemplary embodiment of the present application, Figure 6 As shown, this embodiment also provides a vehicle lateral control system, including:

[0080] The vehicle deviation detection module 610 is used to perform lateral deviation detection on the target vehicle, and identify whether the target vehicle deviates from the driving direction based on the lateral deviation detection result. As an example, in the embodiment or other embodiments, the target vehicle can be a vehicle determined in advance or in real time, for example, the target vehicle can be a vehicle equipped with an intelligent driving system, a forward collision warning (FCW) system, an automatic emergency braking (AEB) system, an electronic stability program (ESP), an inertial measurement unit (IMU), a wheel speed meter and other systems or devices, and the target vehicle has a complete electronic and electrical architecture to ensure normal communication between systems or devices.

[0081] The driving mode recognition module 620 is used to determine whether the target vehicle is under manual driving control when the target vehicle deviates from the driving direction. For example, if the steering wheel of the target vehicle has a corresponding torque, it is determined that the target vehicle is under manual driving control; if the steering wheel of the target vehicle does not have a corresponding torque, it is determined that the target vehicle is not under manual driving control, but is under other driving modes (such as intelligent driving mode, assisted driving mode) control, etc. In this embodiment or other embodiments, when the target vehicle is under manual driving control, the control instructions of the driver are executed first, that is, the target vehicle is controlled according to the control instructions of the driver in the target vehicle.

[0082] The lateral redundant control module 630 is used to redistribute the wheel-end braking force of the target vehicle to generate a yaw moment when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle fails, and to correct the movement direction of the target vehicle through the yaw moment to perform lateral control on the target vehicle.

[0083] The original lateral control module 640 is used to use the original lateral control system to perform lateral control on the target vehicle when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle is not invalid. As an example, in this embodiment or other embodiments, the specific process of using the original lateral control system to perform lateral control on the target vehicle is performed according to the actual situation of the target vehicle, and this embodiment will not be repeated here.

[0084] It can be seen from this that during the execution of the automatic emergency braking system of the target vehicle, if the vehicle is detected to have a lateral deviation, this embodiment can directly generate a yaw torque by redistributing the wheel-end braking force to correct the vehicle's movement direction. Through this active intervention method, it can be ensured that the vehicle always maintains the correct driving direction during emergency braking and avoids lateral collisions, so that the vehicle's movement direction is always controllable, improving the vehicle's dynamic adjustment capability during emergency braking, and further improving driving safety.

[0085] According to the above description, in an exemplary embodiment, the vehicle deviation detection module 610 performs lateral deviation detection on the target vehicle, and identifies whether the target vehicle deviates from the driving direction based on the lateral deviation detection result, including:

[0086] The inertial measurement unit pre-configured in the target vehicle is used to collect the inertial navigation data of the target vehicle, and the heading angle and pitch angle of the target vehicle are calculated based on the inertial navigation data; the inertial navigation data includes: three-dimensional acceleration, three-dimensional angular velocity and magnetometer data. As an example, in this embodiment or other embodiments, the measurement range of the inertial measurement unit IMU is -10g to 10g, the accuracy is 0.01g, and the measurement range of the heading angle is 0 degrees to 360 degrees, and the accuracy is 0.1 degrees.

[0087] The wheel speed meter pre-configured in the target vehicle is used to collect the rotation speed of each wheel in the target vehicle, and the yaw rate and lateral acceleration of the target vehicle are calculated based on the rotation speed of each wheel. As an example, in this embodiment or other embodiments, the measurement range of the wheel speed meter is 0rpm to 200rpm, and the accuracy is 0.1rpm.

[0088] The steering wheel angle of the target vehicle is collected by a steering wheel angle sensor pre-configured in the target vehicle. As an example, in this embodiment or other embodiments, the measurement range of the steering wheel angle is -900 degrees to 900 degrees, with an accuracy of 0.1 degrees.

[0089] The heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle are associated as the lateral deviation detection result of the target vehicle, and the target vehicle is identified to deviate from the driving direction based on the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle. Specifically, in this embodiment or other embodiments, when identifying whether the target vehicle deviates from the driving direction based on the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle, the driving data of the target vehicle when no deviation from the driving direction occurs can be first collected or tested, and then these driving data are used as reference data, and then the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle detected or calculated in real time are respectively compared with the reference data, and the target vehicle is identified to deviate from the driving direction based on the comparison results. Since the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle will change dynamically in different scenes, the specific comparison process will not be repeated in this embodiment. For example, as an example, if the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle detected or calculated in real time are inconsistent with the corresponding data values ​​in the reference data, it can be determined that the target vehicle has deviated from the driving direction. As an example, if the difference between the heading angle, pitch angle, yaw angular velocity, lateral acceleration and steering wheel angle detected or calculated in real time and the corresponding data values ​​in the reference data is not within a preset difference range, it can be determined that the target vehicle has deviated from the driving direction.

[0090] It can be seen that this embodiment, by utilizing the inertial measurement unit and the wheel speed meter in the vehicle braking system, no longer relies solely on the camera for lateral control, so that the vehicle can still effectively maintain the lateral stability of the vehicle in rainy days, at night, backlight and other scenes where the camera fails, avoid lateral collisions, and improve the adaptability of the automatic emergency braking system. At the same time, this embodiment uses the built-in inertial measurement unit and wheel speed meter to determine whether the vehicle has lateral deviation. Compared with the technology that relies solely on the camera, this embodiment has stronger anti-interference ability and can better deal with the problem of vehicle deviation caused by vehicle factors itself, thereby improving the lateral control performance of the vehicle.

[0091] According to the above records, in an exemplary embodiment, the process of the lateral redundancy control module 630 redistributing the wheel-end braking force of the target vehicle to generate the yaw moment includes:

[0092] The motion equation of the target vehicle is determined according to the vehicle body coordinate system established in advance or in real time, and the force analysis of the target vehicle is performed based on the motion equation and the driving type of the target vehicle, and the resultant force of the lateral force and the longitudinal force on the wheels of the target vehicle on the longitudinal axis in the vehicle body coordinate system is calculated; wherein the longitudinal axis in the vehicle body coordinate system is the coordinate axis where the target vehicle is traveling. Specifically, in this embodiment or other embodiments, the process of establishing the vehicle body coordinate system in advance or in real time includes: establishing a transverse and longitudinal coordinate system with the traveling direction of the target vehicle as the longitudinal direction and the direction perpendicular to the longitudinal direction as the transverse direction; and, establishing the vehicle body coordinate system of the target vehicle based on the transverse and longitudinal coordinate system and the right-hand rule, and recording the longitudinal coordinate axis in the vehicle body coordinate system as the x-axis, the transverse coordinate axis in the vehicle body coordinate system as the y-axis, and the coordinate axis perpendicular to the transverse and longitudinal coordinate system as the vertical axis, recorded as the z-axis; wherein the plane where the transverse and longitudinal coordinate system is located is parallel to the driving road surface of the target vehicle, that is, the plane where the x-axis and the y-axis are located is parallel to the driving road surface of the target vehicle. Figure 2 The schematic diagram of the force model analysis of the target vehicle at a certain moment is shown in FIG. Figure 2 As shown, the force analysis of the vehicle is carried out. According to its force balance and moment balance, it can be obtained that: in the x-axis direction, In the y-axis direction, Around the z-axis, In the formula, m represents the mass of the target vehicle, represents the acceleration of the target vehicle in the x-axis direction, v y Indicates the speed of the target vehicle in the y-axis direction, represents the yaw rate of the target vehicle, F xf represents the resultant longitudinal force of the tire on the front axle of the target vehicle on the x-axis, δf represents the front wheel deflection angle of the target vehicle, and F yf It represents the resultant lateral force of the tire on the front axle of the target vehicle on the y-axis, F xr It represents the resultant longitudinal force of the tire on the rear axle of the target vehicle on the x-axis, F dissp It represents the resultant force of the resistance on the target vehicle in the longitudinal direction. represents the acceleration of the target vehicle in the y-axis direction, F yr It represents the resultant lateral force of the tire on the rear axle of the target vehicle on the y-axis, I z represents the moment of inertia of the target vehicle around the z-axis, represents the yaw angular acceleration of the target vehicle, I f Indicates the distance from the center of mass of the target vehicle to the front axle, I r Represents the distance from the target vehicle's center of mass to the rear axle. If the resultant force F is ignored xf The impact on the vehicle's yaw motion, i.e., F xf sin(δf)≈0, then: In the formula, v x represents the speed of the target vehicle in the x-axis direction, represents the acceleration of the target vehicle in the y-axis direction. Among them, the resultant force of the lateral and longitudinal forces on the tires of the target vehicle on the x-axis of the vehicle body coordinate system is F x For: F x =F xf cos(δf)-F yf cos(δf)+F xr -F dissp .

[0093] The ideal lateral acceleration of the target vehicle is calculated based on the moment of inertia of the target vehicle around the vertical axis in the vehicle body coordinate system, the distance from the center of mass of the target vehicle to the front axle of the vehicle, and the distance from the center of mass of the target vehicle to the rear axle of the vehicle; wherein the vertical axis in the vehicle body coordinate system is the coordinate axis perpendicular to the driving direction of the target vehicle and the driving road surface, that is, the vertical axis in the vehicle body coordinate system is the z axis. Specifically, when the speed v x When constant, The 2-DOF vehicle yaw dynamics differential equation is obtained: The acceleration and angular acceleration of the target vehicle in the xyz-axis direction calculated by the measurement data of the inertial measurement unit IMU in the actual state are respectively denoted as (a x , a y , a z , β x , β y , β z ), then from the above formula, we can know that the ideal lateral acceleration of the target vehicle is Among them, a x represents the actual acceleration of the target vehicle on the x-axis calculated by the measurement data of the inertial measurement unit IMU, a t It represents the actual acceleration of the target vehicle on the y-axis calculated by the measurement data of the inertial measurement unit IMU, z represents the actual acceleration of the target vehicle on the z-axis calculated by the measurement data of the inertial measurement unit IMU, β x represents the actual angular acceleration of the target vehicle on the x-axis calculated by the measurement data of the inertial measurement unit IMU, β y represents the actual angular acceleration of the target vehicle on the y-axis calculated by the measurement data of the inertial measurement unit IMU, β zIt represents the actual angular acceleration of the target vehicle on the z-axis calculated by the measurement data of the inertial measurement unit IMU. Among them, the ideal state of the target vehicle can be determined according to the actual scene and the type of vehicle, and this embodiment will not be described in detail here. For example, the target vehicle can be driven on a flat road surface without vertical road surface unevenness input, and the suspension system structure of the target vehicle is rigid, and the target vehicle is only disturbed by the equilibrium state parts. The target vehicle can be determined to be in an ideal state.

[0094] The difference between the ideal lateral acceleration and the actual lateral acceleration is calculated, and the absolute value of the difference between the ideal lateral acceleration and the actual lateral acceleration is used as the lateral acceleration deviation value. Specifically, the calculation process of the lateral acceleration deviation value includes: Where Δa is the lateral acceleration deviation.

[0095] The moment of inertia when redistributing the wheel-end braking force of the target vehicle is determined based on the lateral acceleration deviation value, which is recorded as the target moment of inertia; wherein the actual lateral acceleration is calculated by the wheel speed of the target vehicle. In this embodiment or other embodiments, the process of determining the moment of inertia when redistributing the wheel-end braking force of the target vehicle based on the lateral acceleration deviation value includes: obtaining the left front wheel braking force, left rear wheel braking force, right front wheel braking force and right rear wheel braking force of the target vehicle defined in advance or in real time; comparing the lateral acceleration deviation value with the first preset value, and when the lateral acceleration deviation value is equal to the first preset value, based on the lateral center axis distance of the wheels of the target vehicle, the left front wheel braking force, the left rear wheel braking force, the right front wheel braking force and the right rear wheel braking force, constructing a moment of inertia calculation equation, and determining the target moment of inertia based on the moment of inertia calculation equation. As an example, since theoretically the vehicle's braking will not deviate when Δa approaches 0, the first preset value in this embodiment can be set to 0. Specifically, Figure 3 A schematic diagram showing the wheel end braking force on the target vehicle generating a yaw moment is shown, as Figure 3 As shown, in this embodiment, the lateral force can be offset by secondary distribution of the tire braking force. The moment of inertia generated by the secondary braking force distribution of the vehicle is: F fr l+F rr oeLh fl oeLh fr l=I Δ , where F fr represents the braking force of the left front wheel of the target vehicle, l represents the lateral center axis distance of the wheels of the target vehicle, and F rr Indicates the left rear wheel braking force of the target vehicle, F fl Indicates the right front wheel braking force of the target vehicle, F fr represents the right rear wheel braking force of the target vehicle, I ΔIt represents the moment of inertia when the wheel-end braking force of the target vehicle is redistributed, that is, the target moment of inertia.

[0096] According to the angular acceleration of the target vehicle on the vertical axis, the lateral offset acceleration generated by the target rotational inertia is calculated, and based on the lateral offset acceleration and the lateral acceleration deviation value, the wheel-end braking force of the target vehicle is redistributed to generate a yaw moment. Specifically, the process of calculating the lateral offset acceleration generated by the target rotational inertia includes: a b =I Δ β z , where a b Represents the target moment of inertia I Δ The resulting lateral offset acceleration, β z Represents the angular acceleration of the target vehicle on the vertical axis, that is, the actual angular acceleration of the target vehicle on the z-axis calculated by the measurement data of the inertial measurement unit IMU. In this embodiment or other embodiments, based on the lateral offset acceleration and the lateral acceleration deviation value, the process of redistributing the wheel-end braking force of the target vehicle to generate a yaw moment includes: calculating the difference between the lateral offset acceleration and the lateral acceleration deviation value, recorded as the target difference; comparing the target difference with the second preset value, and when the target difference is equal to the second preset value, calculating the sum of the absolute value of the left front wheel braking force, the absolute value of the left rear wheel braking force, the absolute value of the right front wheel braking force and the absolute value of the right rear wheel braking force, and generating a yaw moment when the sum is the minimum value; and, using the left front wheel braking force, the left rear wheel braking force, the right front wheel braking force and the right rear wheel braking force corresponding to the generation of the yaw moment as the vehicle-end braking force redistributed by the target vehicle. Specifically, when a b - When Δa = 0, the vehicle reaches a balanced state, and theoretically the vehicle will no longer deviate during AEB braking. Therefore, the second preset value can be set to 0. In order to maximize the braking benefit, the additional excessive braking force can be minimized to reduce energy loss and tire wear. Therefore, this embodiment can be set at min(||F fr ||+‖F rr ‖+||F fl ||+‖F rl ‖), the yaw moment can be generated by readjusting the distribution according to the needs of the vehicle.

[0097] It can be seen that this embodiment can effectively integrate the fields of autonomous driving systems, sensor fusion technology, and vehicle dynamics control. Through the coordinated cooperation of multiple fields, it solves the problem of optimizing lateral control performance in related technologies and provides new ideas and technical routes for the development of autonomous driving technology.

[0098] In summary, the present application provides a vehicle lateral control system, which can detect the lateral deviation of the target vehicle through the inertial measurement unit and wheel speed meter pre-configured on the target vehicle when the target vehicle triggers a forward collision warning, and identify whether the target vehicle has deviated from the driving direction based on the lateral deviation detection result. When the target vehicle deviates from the driving direction, the target vehicle can be laterally controlled according to whether the target vehicle is under manual driving control and whether the original lateral control system fails. Therefore, during the execution of the vehicle's automatic emergency braking system, if the system detects that the vehicle has a lateral deviation, it can directly generate a yaw torque by redistributing the wheel-end braking force to correct the vehicle's direction of movement. Through this active intervention method, it can ensure that the vehicle always maintains the correct driving direction during emergency braking to avoid lateral collisions, so that the vehicle's direction of movement is always controllable, improve the vehicle's dynamic adjustment ability during emergency braking, and further improve driving safety. In addition, by utilizing the inertial measurement unit and the wheel speed meter in the vehicle braking system, the system no longer relies solely on the camera for lateral control, so that the vehicle can still effectively maintain the lateral stability of the vehicle in rainy days, at night, backlight and other scenes where the camera fails, avoid lateral collisions, and improve the adaptability of the automatic emergency braking system. At the same time, the system uses the built-in inertial measurement unit and wheel speed meter to determine whether the vehicle has lateral deviation. Compared with the technology that relies solely on the camera, the system has stronger anti-interference ability and can better deal with the problem of vehicle deviation caused by vehicle factors itself, thereby improving the lateral control performance of the vehicle. Therefore, the system effectively integrates the fields of autonomous driving systems, sensor fusion technology, and vehicle dynamics control, and through the coordination of multiple fields, it solves the problem of optimizing lateral control performance in related technologies, and provides new ideas and technical routes for the development of autonomous driving technology.

[0099] In addition, the system can integrate data from different sensors to form sensor fusion technology, and conduct a comprehensive analysis of the longitudinal and lateral motion state of the vehicle, which can not only provide more comprehensive and accurate environmental information, but also improve the overall control performance of the vehicle, and provide a more reliable basis for the lateral control of the vehicle. In addition, by using vehicle dynamics control technology, the system can accurately control the motion state of the vehicle to ensure the stability of the vehicle during emergency braking. By using vehicle dynamics control technology, the braking force and steering force of the vehicle can be adjusted in real time to maintain the balance and control accuracy of the vehicle. Therefore, it can effectively solve the problem of insufficient performance of related technologies in lateral control, improve the overall performance of the automatic emergency braking system, especially in complex driving environments, such as rainy days, dark nights, backlight, etc., it can significantly improve the lateral control performance of the vehicle and avoid lateral collisions.

[0100] It should be noted that the vehicle lateral control system provided in the above embodiment and the vehicle lateral control method provided in the above embodiment belong to the same concept, wherein the specific manner in which the vehicle lateral control method performs operations has been described in detail in the above method embodiment, and will not be repeated here. In practical applications, the vehicle lateral control system provided in the above embodiment can allocate the above functions to different functional modules as needed, that is, divide the internal structure of the vehicle lateral control system into different functional modules, and then implement all or part of the functions of the corresponding functional modules through the vehicle lateral control method described in the above embodiment, and this is not specifically limited here.

[0101] The embodiment of the present application also provides a vehicle-mounted communication device, which may include a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program so that the vehicle-mounted communication device executes Figure 1 The steps of the vehicle lateral control method. Figure 7 FIG. 1 shows a schematic diagram of the structure of a vehicle-mounted communication device 1000. Figure 7 As shown, the in-vehicle communication device 1000 includes: a processor 1010 , a memory 1020 , a power supply 1030 , a display unit 1040 , and an input unit 1060 .

[0102] The processor 1010 is the control center of the vehicle communication device 1000. It uses various interfaces and lines to connect various components, and executes various functions of the vehicle communication device 1000 by running or executing computer programs / instructions stored in the memory 1020, thereby monitoring the vehicle communication device 1000 as a whole. In the embodiment of the present application, when the processor 1010 calls the computer program stored in the memory 1020, the following is executed: Figure 1 The steps of the vehicle lateral control method. Optionally, the processor 1010 may include one or more processing units; preferably, the processor 1010 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface and application, etc., and the modem processor mainly processes wireless communication. In some embodiments, the processor and the memory may be implemented on a single chip, and in some embodiments, they may also be implemented separately on separate chips.

[0103] The memory 1020 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, various applications, etc.; the data storage area may store instruction data created according to the use of the vehicle-mounted communication device 1000, etc. In addition, the memory 1020 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage devices, etc.

[0104] The in-vehicle communication device 1000 also includes a power source 1030 (such as a battery) for supplying power to various components. The power source can be logically connected to the processor 1010 through a power management system, so that the power management system can manage functions such as charging, discharging, and power consumption.

[0105] The display unit 1040 may be used to display information input by the user or information provided to the user and various menus of the vehicle-mounted communication device 1000, and in the embodiment of the present application, it is mainly used to display the display interface of each application in the vehicle-mounted communication device 1000 and objects such as text and pictures displayed in the display interface. The display unit 1040 may include a display panel 1050. The display panel 1050 may be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), or the like.

[0106] The input unit 1060 may be used to receive information such as numbers or characters input by the user. The input unit 1060 may include a touch panel 1070 and other input devices 1080. The touch panel 1070, also known as a touch screen, may collect touch operations of the user on or near it (such as operations of the user using a finger, a stylus, or any other suitable object or accessory on or near the touch panel 1070).

[0107] Specifically, the touch panel 1070 can detect the user's touch operation, detect the signal brought by the touch operation, convert these signals into touch point coordinates, send them to the processor 1010, and receive and execute the command sent by the processor 1010. In addition, the touch panel 1070 can be implemented in various types such as resistive, capacitive, infrared and surface acoustic wave. Other input devices 1080 can include but are not limited to one or more of a physical keyboard, function keys (such as volume control keys, power on / off keys, etc.), a trackball, a mouse, a joystick, etc.

[0108] Of course, the touch panel 1070 can cover the display panel 1050. When the touch panel 1070 detects a touch operation on or near it, it is transmitted to the processor 1010 to determine the type of touch event, and then the processor 1010 provides a corresponding visual output on the display panel 1050 according to the type of touch event. Figure 7 In the embodiment, the touch panel 1070 and the display panel 1050 are two independent components to realize the input and output functions of the vehicle communication device 1000, but in some embodiments, the touch panel 1070 and the display panel 1050 can be integrated to realize the input and output functions of the vehicle communication device 1000.

[0109] The vehicle-mounted communication device 1000 may further include one or more sensors, such as a pressure sensor, a gravity acceleration sensor, a proximity light sensor, etc. Of course, according to the needs of specific applications, the vehicle-mounted communication device 1000 may also include other components such as a camera.

[0110] The embodiment of the present application also provides a computer-readable storage medium, in which a computer program / instruction is stored. When the computer program / instruction is executed by a processor, the above-mentioned device can execute the above-mentioned Figure 1 The steps of the vehicle lateral control method.

[0111] It can be understood by those skilled in the art that Figure 7 This is only an example of an in-vehicle communication device and does not constitute a limitation on the device. The device may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For the convenience of description, the above parts are divided into modules (or units) according to their functions and described separately. Of course, when implementing this application, the functions of each module (or unit) can be implemented in the same or multiple software or hardware.

[0112] Those skilled in the art should understand that the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be applied to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the functions in the process. Figure 1 A process or multiple processes and / or boxes Figure 1 These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing device to work in a specific way, so that the instructions stored in the computer-readable memory produce a product including an instruction device, which implements the functions specified in the process. Figure 1 A process or multiple processes and / or boxes Figure 1These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide for implementing the process in the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0113] In another exemplary embodiment of the present application, the embodiment further provides a vehicle, which includes a vehicle lateral control system as described in the above embodiment, or includes an on-board communication device as described in the above embodiment. It should be noted that since the specific manner in which the vehicle lateral control system and the on-board communication device perform operations have been described in detail in the embodiments, the technical functions and effects of the vehicle provided in this embodiment can be referred to the above embodiments, and will not be repeated here.

[0114] It should be noted that the above embodiments collect, store, use, process, transmit, provide, disclose, delete, etc. related data (such as inertial navigation data, wheel speed, steering wheel angle, etc.) with or with the consent of the user. For example, inertial navigation data, wheel speed, steering wheel angle, etc. are authorized with the knowledge and consent of the user; or are actively provided by the user after reading the relevant instructions, or are actively authorized / provided / uploaded by the user when using some or all of the functions described in the above embodiments, or are obtained through other methods / ways with or with the consent of the user.

[0115] It should be understood that, although the terms first, second, etc. may be used to describe preset values, etc. in the embodiments of the present application, these terms are only used to distinguish preset values ​​from each other. For example, without departing from the scope of the embodiments of the present application, the first preset value may also be referred to as the second preset value, and similarly, the second preset value may also be referred to as the first preset value.

[0116] The above embodiments are merely illustrative of the principles and effects of the present application and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A vehicle lateral control method, characterized in that: The method comprises the following steps: Performing lateral deviation detection on the target vehicle, and identifying whether the target vehicle deviates from the driving direction based on the lateral deviation detection result; and When the target vehicle deviates from the driving direction, determining whether the target vehicle is under manual driving control; When the target vehicle is not under manual driving control and the original lateral control system of the target vehicle fails, the wheel-end braking force of the target vehicle is redistributed to generate a yaw moment, and the moving direction of the target vehicle is corrected by the yaw moment to perform lateral control on the target vehicle; When the target vehicle is not under manual driving control and the original lateral control system of the target vehicle is not invalid, the target vehicle is laterally controlled by using the original lateral control system.

2. The vehicle lateral control method according to claim 1, characterized in that: The process of performing lateral deviation detection on the target vehicle and identifying whether the target vehicle deviates from the driving direction based on the lateral deviation detection result includes: By using an inertial measurement unit pre-configured in the target vehicle, the inertial navigation data of the target vehicle is collected, and the heading angle and pitch angle of the target vehicle are calculated based on the inertial navigation data; the inertial navigation data includes: three-dimensional acceleration, three-dimensional angular velocity and magnetometer data; Using a wheel speed meter pre-configured in the target vehicle, the rotation speed of each wheel in the target vehicle is collected, and the yaw angular velocity and lateral acceleration of the target vehicle are calculated based on the rotation speed of each wheel; The steering wheel angle of the target vehicle is collected by a steering wheel angle sensor pre-configured in the target vehicle; The heading angle, the pitch angle, the yaw angular velocity, the lateral acceleration and the steering wheel angle are associated as a lateral offset detection result of the target vehicle, and whether the target vehicle deviates from the driving direction is identified based on the heading angle, the pitch angle, the yaw angular velocity, the lateral acceleration and the steering wheel angle.

3. The vehicle lateral control method according to claim 1 or 2, characterized in that: The process of redistributing the wheel-end braking force of the target vehicle to generate a yaw moment includes: Determine the motion equation of the target vehicle according to a vehicle body coordinate system established in advance or in real time, and perform force analysis on the target vehicle based on the motion equation and the drive type of the target vehicle, and calculate the resultant force of the lateral force and the longitudinal force on the wheels of the target vehicle on the longitudinal axis in the vehicle body coordinate system; wherein the longitudinal axis in the vehicle body coordinate system is the coordinate axis where the driving direction of the target vehicle is located; Based on the moment of inertia of the target vehicle around the vertical axis in the vehicle body coordinate system, the distance from the center of mass of the target vehicle to the front axle of the vehicle, and the distance from the center of mass of the target vehicle to the rear axle of the vehicle, the ideal lateral acceleration of the target vehicle is calculated; wherein the vertical axis in the vehicle body coordinate system is a coordinate axis perpendicular to the driving direction of the target vehicle and the driving road surface; Calculating a difference between the ideal lateral acceleration and the actual lateral acceleration, and taking an absolute value of the difference between the ideal lateral acceleration and the actual lateral acceleration as a lateral acceleration deviation value; Determining the moment of inertia when redistributing the wheel-end braking force of the target vehicle based on the lateral acceleration deviation value, recorded as the target moment of inertia; wherein the actual lateral acceleration is calculated by the wheel speed of the target vehicle; According to the angular acceleration of the target vehicle on the vertical axis, the lateral offset acceleration generated by the target rotational inertia is calculated, and based on the lateral offset acceleration and the lateral acceleration deviation value, the wheel end braking force of the target vehicle is redistributed to generate a yaw moment.

4. The vehicle lateral control method according to claim 3, characterized in that: The process of determining the moment of inertia when redistributing the wheel-end braking force of the target vehicle based on the lateral acceleration deviation value includes: Acquire the left front wheel braking force, left rear wheel braking force, right front wheel braking force and right rear wheel braking force of the target vehicle defined in advance or in real time; The lateral acceleration deviation value is compared with a first preset value, and when the lateral acceleration deviation value is equal to the first preset value, a moment of inertia calculation equation is constructed based on the lateral center axis distance of the wheels of the target vehicle, the left front wheel braking force, the left rear wheel braking force, the right front wheel braking force and the right rear wheel braking force, and the target moment of inertia is determined based on the moment of inertia calculation equation.

5. The vehicle lateral control method according to claim 4, characterized in that: The process of redistributing the wheel-end braking force of the target vehicle to generate a yaw moment based on the lateral offset acceleration and the lateral acceleration deviation value includes: Calculating a difference between the lateral offset acceleration and the lateral acceleration deviation value, and recording it as a target difference; The target difference is compared with a second preset value, and when the target difference is equal to the second preset value, the absolute value of the left front wheel braking force, the absolute value of the left rear wheel braking force, the absolute value of the right front wheel braking force and the absolute value of the right rear wheel braking force are calculated, and a yaw moment is generated when the sum is a minimum value; and the left front wheel braking force, left rear wheel braking force, right front wheel braking force and right rear wheel braking force corresponding to the generation of the yaw moment are used as the vehicle-end braking force redistributed by the target vehicle.

6. The vehicle lateral control method according to claim 3, characterized in that: The process of establishing the vehicle coordinate system in advance or in real time includes: Taking the target vehicle's travel direction as the longitudinal direction and the direction perpendicular to the longitudinal direction as the transverse direction, a transverse and longitudinal coordinate system is established; and, A body coordinate system of the target vehicle is established based on the horizontal and vertical coordinate systems and the right-hand rule, and the longitudinal coordinate axis in the body coordinate system is recorded as the x-axis, the transverse coordinate axis in the body coordinate system is recorded as the y-axis, and the coordinate axis perpendicular to the horizontal and vertical coordinate systems is taken as the vertical axis, recorded as the z-axis; wherein the planes where the horizontal and vertical coordinate systems are located are parallel to the driving road surface of the target vehicle.

7. The vehicle lateral control method according to claim 1, characterized in that: The method further includes: when the target vehicle is under manual driving control, controlling the target vehicle according to control instructions of a driver in the target vehicle.

8. A vehicle lateral control system, characterized in that: The system comprises: A vehicle deviation detection module, used to perform lateral deviation detection on the target vehicle, and identify whether the target vehicle deviates from the driving direction based on the lateral deviation detection result; A driving mode recognition module, used to determine whether the target vehicle is under manual driving control when the target vehicle deviates from the driving direction; A lateral redundancy control module, used for redistributing the wheel-end braking force of the target vehicle to generate a yaw moment, and correcting the moving direction of the target vehicle by the yaw moment to perform lateral control on the target vehicle when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle fails; The original lateral control module is used to perform lateral control on the target vehicle by using the original lateral control system when the target vehicle is not under manual driving control and the original lateral control system of the target vehicle is not invalid.

9. A vehicle-mounted communication device, characterized in that: The invention comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the vehicle lateral control method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: The vehicle includes the vehicle lateral control system as claimed in claim 8, or includes the vehicle-mounted communication device as claimed in claim 9.

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