Vehicle control method and device, electronic equipment and computer readable storage medium

Abstract

The invention provides a vehicle control method and device, electronic equipment and a computer readable storage medium. The vehicle control method comprises the following steps: receiving an operation request input by a driver under the condition that a barrier in front of a vehicle is predicted to be possibly collided with the vehicle; the operation request at least comprises a steering wheel operation request; acquiring an actual execution result of the vehicle based on the steering wheel operation request; according to the steering wheel operation request and the actual execution result, whether the vehicle state tends to be in an unstable state or not is determined; and if the vehicle state tends to be in the unstable state, stability control is carried out by reducing the yaw of the vehicle. Therefore, the stability of the vehicle can be improved, and the vehicle is prevented from rollover.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle control method, device, electronic device, and computer-readable storage medium. Background Art

[0002] With the rapid development of autonomous driving technology, vehicle safety systems have become a key factor in improving driving safety in the modern automotive industry. Related technologies rely on driver control to improve driving safety. However, in emergency situations, sudden steering and braking can easily cause the vehicle to roll over. Summary of the Invention

[0003] The present application provides an improved vehicle control method, device, electronic device and computer-readable storage medium.

[0004] The present application provides a vehicle control method, the vehicle control method comprising: In a case where a collision between an obstacle in front of the vehicle and the vehicle is predicted to occur, an operation request input by a driver is received; the operation request at least includes a steering wheel operation request; Acquiring an actual execution result of the vehicle based on the steering wheel operation request; determining, based on the steering wheel operation request and the actual execution result, whether the vehicle state tends to be unstable; If the vehicle state tends to be unstable, stability control is performed by reducing the yaw of the vehicle.

[0005] Furthermore, if the vehicle state tends to be unstable, stability control is performed by reducing the yaw of the vehicle, including: When a difference between a desired yaw and an actual yaw is greater than a first preset threshold, the difference is reduced; wherein the desired yaw is obtained based on a steering wheel angle corresponding to the steering wheel operation request; and the actual yaw is detected by the vehicle based on the actual execution result.

[0006] Furthermore, reducing the gap includes: Obtaining the expected rear wheel steering angle according to the actual vehicle state parameters and the estimated vehicle state parameters; If it is monitored that the vehicle state is a first state lower than a vehicle speed threshold or the steering wheel operation input by the driver is non-emergency, the actual rear wheel steering angle of the vehicle is corrected to the expected rear wheel steering angle.

[0007] Furthermore, obtaining the expected rear wheel steering angle according to the actual vehicle state parameters and the estimated vehicle state parameters includes: Acquiring actual vehicle state parameters of the actual route of the vehicle; the actual vehicle state parameters include the vehicle's current position, vehicle speed, actual longitudinal acceleration, actual front wheel angle, and actual rear wheel angle; Based on the principle that the actual route is close to the planned obstacle avoidance route, the estimated vehicle state parameters as well as the vehicle's current position, the vehicle speed, and the actual front wheel angle are used to optimize the actual rear wheel angle and the actual longitudinal acceleration to obtain a desired rear wheel angle.

[0008] Furthermore, after correcting the actual rear wheel steering angle of the vehicle to the desired rear wheel steering angle, the method further includes: generating a rear wheel steering angle request using the desired rear wheel steering angle; sending the rear wheel request to the rear wheel actuator; Controlling the output of the rear wheel actuator.

[0009] Furthermore, controlling the output of the rear wheel actuator includes: parsing the desired rear wheel steering angle of the rear wheel steering angle request; determining whether the desired rear wheel steering angle is greater than a rear steering actuator maximum value; When the desired rear wheel steering angle is greater than the maximum value of the rear steering actuator and is within a reasonable difference range, the rear steering actuator is controlled to output the maximum value of the rear steering actuator; and a control variable corresponding to the difference between the desired rear wheel steering angle and the maximum value of the rear steering actuator is distributed to the front and rear axle torque actuators or the single-wheel brake actuator; When the desired rear wheel steering angle is less than the maximum value of the rear steering actuator, the rear steering actuator is controlled to output the desired rear wheel steering angle.

[0010] Furthermore, allocating the control amount corresponding to the difference between the desired rear wheel steering angle and the maximum value of the rear steering actuator to the front and rear axle torque actuators or the single-wheel brake actuator includes: sending the control amount corresponding to the difference to the front and rear axle torque actuators; Determine whether the conditions for front and rear torque distribution are met; When the front-rear torque distribution condition is not satisfied, a control amount corresponding to the difference is sent to a single-wheel brake actuator, so as to control the single-wheel brake actuator to brake any single wheel of the vehicle's multiple wheels; wherein the multiple wheels include the single wheel and the remaining wheels except the single wheel, and the braking force of the single wheel is different from the braking force of the remaining wheels; When the conditions for front and rear torque distribution are met, the front and rear axle torque actuators are controlled to output front axle torque and rear axle torque; the front axle torque is greater than the rear axle torque.

[0011] Furthermore, the operation request input by the driver also includes: an acceleration control request; The method further comprises: If the vehicle state is detected to be a second state higher than the vehicle speed threshold and the acceleration control request is detected, stability control is performed.

[0012] Further, the acceleration control request includes a braking request; if based on the second state detected as the vehicle state being higher than a vehicle speed threshold and the acceleration control request, the stability control is performed, comprising: based on the second state and the braking request, controlling a single-wheel brake actuator to brake any single wheel of the vehicle's multiple wheels; wherein the multiple wheels include the single wheel and the remaining wheels except the single wheel, and the braking force of the single wheel is different from the braking force of the remaining wheels; and / or, The acceleration control request includes an engine torque request; if based on monitoring that the vehicle state is a second state higher than the vehicle speed threshold and the acceleration control request, stability control is performed, including: based on the second state and the engine torque request, controlling the front and rear axle torque actuators to output front axle torque and rear axle torque; the front axle torque is greater than the rear axle torque.

[0013] Furthermore, after performing stability control based on the monitoring of the vehicle state being in the second state higher than the vehicle speed threshold and the acceleration control request, the method further includes: Based on the acceleration control request, the acceleration of the vehicle is controlled; the acceleration control request is used to control the lateral acceleration of the vehicle.

[0014] Furthermore, controlling the acceleration of the vehicle based on the acceleration control request includes: Obtaining a request value of the acceleration control request; Determining whether the request value is greater than a threshold value; When the requested value is less than the threshold value, outputting the requested value; When the request value is greater than the threshold value, outputting the threshold value; Wherein, the acceleration control request includes a braking request; accordingly, the threshold value includes a braking threshold value; and / or, the acceleration control request includes an engine torque request; accordingly, the threshold value includes a torque threshold value.

[0015] The present application provides a vehicle control device for implementing the above vehicle control method, the vehicle control device comprising: An operation request receiving module, configured to receive an operation request input by a driver when a collision is predicted between an obstacle in front of the vehicle and the vehicle; the operation request at least includes a steering wheel operation request; A result acquisition module, configured to acquire an actual execution result of the vehicle based on the steering wheel operation request; a vehicle state module, configured to determine whether the vehicle state tends to be unstable according to the steering wheel operation request and the actual execution result; The stability control module is configured to perform stability control by reducing the yaw of the vehicle if the vehicle tends to be unstable.

[0016] The present application provides an electronic device, comprising one or more processors, for implementing any of the methods described above.

[0017] The present application provides a computer-readable storage medium having a program stored thereon. When the program is executed by a processor, the method described in any one of the above items is implemented.

[0018] The present application provides a computer program product, comprising a computer program / instruction, which implements any of the above methods when executed by a processor.

[0019] In some embodiments, the vehicle control method of the present application receives a steering wheel operation request from the driver when a collision is predicted between the vehicle and an obstacle ahead. If the vehicle becomes unstable, stability control is performed by reducing the vehicle's yaw. Thus, when the driver's steering wheel operation causes vehicle instability, stability control by reducing the vehicle's yaw can improve vehicle stability and prevent the vehicle from rolling over. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Shown is a schematic diagram of a vehicle control system to which the vehicle control method according to an embodiment of the present application is applied; Figure 2 FIG2 is a flow chart of a vehicle control method according to an embodiment of the present application; Figure 3 Shown Figure 2 The schematic diagram of the vehicle control method shown obtains the desired rear wheel steering angle; Figure 4 Shown Figure 2 A schematic diagram of a specific flow chart of a vehicle control method shown; Figure 5 Shown is a schematic structural diagram of a vehicle control device according to an embodiment of the present application; Figure 6 The figure shows a schematic diagram of the specific structure of the vehicle control device according to an embodiment of the present application; Figure 7 Shown is a schematic structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0021] Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with one or more embodiments of this specification. Rather, they are merely examples of apparatuses and methods consistent with certain aspects of one or more embodiments of this specification, as detailed in the appended claims.

[0022] It should be noted that in other embodiments, the steps of the corresponding method are not necessarily performed in the order shown and described in this specification. In some other embodiments, the method may include more or fewer steps than those described in this specification. In addition, a single step described in this specification may be broken down into multiple steps for description in other embodiments, and multiple steps described in this specification may be combined into a single step for description in other embodiments.

[0023] To address the technical issue of vehicles being prone to rollover, embodiments of the present application provide a vehicle control method. When a collision is predicted between a frontal obstacle and the vehicle, upon receiving a steering wheel operation request from the driver, stability control is performed by reducing the vehicle's yaw if the vehicle becomes unstable. Thus, when the driver's steering wheel operation causes the vehicle to become unstable, stability control is performed by reducing the vehicle's yaw, thereby improving vehicle stability and preventing rollover.

[0024] Related technologies can also automatically identify and avoid obstacles through the vehicle's own perception system without driver intervention. Its working principle can be roughly divided into four parts: 1. Environmental Perception: Sensors acquire information about the vehicle's surroundings. 2. Information Processing: This information is processed and analyzed to determine whether a collision risk exists. 3. Decision Planning: After confirming a collision risk, the system plans an optimal obstacle avoidance path based on the vehicle's current state and environmental information. 4. Execution Control: The control algorithm model enables active steering of the vehicle, ensuring it follows the planned optimal obstacle avoidance path to avoid obstacles.

[0025] However, the aforementioned obstacle avoidance process relies on a perception system (such as lidar, cameras, millimeter-wave radar, etc.) and a powerful central processing unit. In extreme weather or complex road conditions, limited sensor performance may lead to system misjudgment.

[0026] Compared to the above-mentioned related technologies, in the embodiments of the present application, a plurality of sensors, such as non-radar sensors, are used, so that detection is not restricted by the external environment and will not cause system misjudgment. Detailed description is as follows.

[0027] Figure 1 Shown is a schematic diagram of a vehicle control system to which the vehicle control method according to an embodiment of the present application is applied.

[0028] like Figure 1 As shown, the vehicle control system applied by the vehicle control method may include but is not limited to: an intelligent driving module, a rear wheel actuator, a front and rear axle torque actuator and a single-wheel brake actuator.

[0029] Among them, the above-mentioned intelligent driving module is used to detect the presence of radar signals through multiple sensors such as Figure 6 As shown in the figure, the system monitors obstacles ahead of the vehicle and predicts a potential collision between the obstacle ahead and the vehicle itself, issuing an obstacle avoidance warning. At the same time, it generates and corrects the planned obstacle avoidance route. In this way, through the intelligent driving module's multiple sensors and other non-radar sensors, detection is not restricted by the external environment and will not lead to system misjudgments. Furthermore, data from multiple sensors is used to monitor the vehicle's surroundings and obstacle information in real time. The intelligent driving module outputs corresponding obstacle avoidance warnings and plans obstacle avoidance routes, and continuously optimizes the vehicle's actual route based on the driver's operation.

[0030] It should be noted that the rear wheel actuator, front and rear axle torque actuator and single-wheel brake actuator are used to perform stability control by reducing the vehicle's yaw.

[0031] The rear wheel actuator can output the rear wheel steering angle. The front and rear axle torque actuator can output the front axle torque and rear axle torque, with the front axle torque being greater than the rear axle torque. The single-wheel brake actuator can brake any single wheel of the vehicle's multiple wheels.

[0032] Figure 2 Shown is a flow chart of a vehicle control method according to an embodiment of the present application.

[0033] like Figure 2 As shown, the vehicle control method may include but is not limited to steps 110 to 140: Step 110: When it is predicted that an obstacle in front of the vehicle may collide with the vehicle, an operation request input by the driver is received; the operation request at least includes a steering wheel operation request.

[0034] The predicted potential collision between the vehicle and the obstacle ahead indicates a collision risk. The vehicle's sensors monitor the driving status of vehicles in front, behind, and on both sides. Once an obstacle is detected and a collision is predicted (the intelligent driving module detects the collision and other sensors other than radar), the driver is immediately notified of an obstacle avoidance or emergency braking alert.

[0035] In this case, the driver's input operation request can avoid a collision. At the same time, the system assists the driver to prevent the driver from making excessive operations and causing the vehicle to roll over.

[0036] In this context, the driver can adjust the front wheel steering angle. Accordingly, in one embodiment, the rear wheel steering angle is adjusted to be the same as the front wheel steering angle. This prevents rollover caused by the front wheels moving while the rear wheels remain stationary, and allows the front and rear wheels to rotate simultaneously, thereby improving vehicle balance.

[0037] Step 120: Obtain the actual execution result of the vehicle based on the steering wheel operation request.

[0038] When the driver operates the steering wheel, a steering wheel operation request is received. This steering wheel operation request includes a desired steering wheel angle, such as A. Due to the influence of the road surface type or the response, the actual result of executing the steering wheel operation request may not be A. Therefore, the desired steering wheel angle A is corrected based on the road surface type the vehicle is currently traveling on. For example, if the road surface type is cement, the request correction coefficient corresponding to the road surface type is 0.85, and the actual result of executing the steering wheel operation request is 0.8 multiplied by A.

[0039] In this regard, it should be noted that the driver's desired steering wheel angle is intended to achieve a desired yaw of the vehicle, while the actual steering wheel angle is the actual yaw that the vehicle can actually achieve.

[0040] Step 130 : Determine whether the vehicle state tends to be unstable based on the steering wheel operation request and the actual execution result.

[0041] In this document, "target or expectation" in each context related to "target or expectation" refers to the value expected to be achieved after the driver's input. "Actual" in each context related to "actual" refers to the value actually output by the vehicle after execution. Please refer to the following sections related to "target or expectation" and "actual" for details.

[0042] The determination of whether the vehicle state is tending to be unstable in step 130 may include but is not limited to steps (1) to (4): (1) Based on the steering wheel operation request input by the driver, the desired yaw is obtained; the desired yaw is obtained through the steering wheel angle.

[0043] (2) Detecting the actual yaw of the vehicle in response to the steering wheel operation request.

[0044] (3) Determine the difference between the expected yaw and the actual yaw.

[0045] (4) When the difference is greater than a first preset threshold, it is determined that the vehicle state is tending to be unstable.

[0046] (5) When the difference is less than a second preset threshold, it is determined that the vehicle state is in a stable state.

[0047] The first and second preset thresholds can be set based on user needs. The first preset threshold is greater than the second preset threshold. The first preset threshold indicates that the difference between the desired yaw and the actual yaw is too large, and corresponds to an unstable state (e.g., a state where rollover is possible). The second preset threshold indicates that the difference between the desired yaw and the actual yaw is small, and corresponds to a stable state.

[0048] When the difference is less than a third preset threshold and greater than the second preset threshold, the vehicle's actual rear wheel steering angle is corrected to the desired rear wheel steering angle to reduce the discrepancy. The third preset threshold is greater than the second preset threshold and less than the first preset threshold. This third preset threshold is also user-configurable. The third preset threshold indicates that the difference between the desired and actual yaw has not yet reached an instability state, but there is still a risk of instability.

[0049] The “first” in the above-mentioned “first preset threshold”, the “second” in the above-mentioned “second preset threshold” and the “third” in the above-mentioned “third preset threshold” are used to distinguish the three preset thresholds and are not limited in order.

[0050] In step 140 , if the vehicle is in an unstable state, stability control is performed by reducing the vehicle's yaw.

[0051] In this article, the driver controls the vehicle by controlling the steering wheel. In an emergency, the system can intervene in a timely manner based on the driver's operation, such as using stability control, to provide personalized assistance, rather than completely replacing the driver's control.

[0052] In an embodiment of the present application, if a collision between a vehicle and an obstacle ahead of the vehicle is predicted, and a driver inputs a steering wheel operation request, stability control is performed by reducing the vehicle's yaw if the vehicle becomes unstable. Thus, when the driver operates the steering wheel, causing the vehicle to become unstable, stability control is performed by reducing the vehicle's yaw, thereby improving vehicle stability and preventing the vehicle from rolling over.

[0053] Continue as Figure 2As shown, the above step 140 may include but is not limited to: when the difference between the desired yaw and the actual yaw is greater than a first preset threshold, reducing the difference; wherein the desired yaw is obtained based on the steering wheel angle corresponding to the steering wheel operation request; the actual yaw is obtained by the vehicle based on actual execution result detection.

[0054] The desired yaw in this paper can be represented by the target yaw rate, and the actual yaw can be represented by the actual yaw rate.

[0055] The system maintains vehicle steering stability by monitoring wheel slip, tire force, and the vehicle's steering state (understeer and oversteer, respectively, when the driver is fully engaged). Based on the driver's input and the rear wheel angle request generated by MPC (Model Predictive Control), the system calculates the target yaw rate using a vehicle model. The difference between the target yaw rate and the actual yaw rate determines whether the vehicle is unstable (e.g., if the driver suddenly brakes, causing the vehicle to lose steering ability). The system then adjusts engine torque and braking force to maintain vehicle stability.

[0056] In the embodiment of the present application, when encountering danger, the driver may brake and turn, and the vehicle's steering ability will be greatly weakened. This article will reduce the gap in this situation, such as adjusting the wheel braking force in a timely manner, and detecting the vehicle's yaw angular velocity and lateral acceleration at the same time, so as to avoid the risk of the vehicle losing control, and ensure driving safety while improving steering smoothness.

[0057] Figure 3 Shown Figure 2 The vehicle control method shown is a schematic diagram of the desired rear wheel steering angle.

[0058] like Figure 3 As shown, when the difference between the desired yaw and the actual yaw is greater than a first preset threshold, the following steps 1 and 2 are used to reduce the difference: In step 1, a desired rear wheel steering angle is obtained based on actual vehicle state parameters and estimated vehicle state parameters. Furthermore, in step 2, if the vehicle state is detected to be a first state below a vehicle speed threshold or the steering wheel operation input by the driver is non-emergency, the actual rear wheel steering angle of the vehicle is corrected to the desired rear wheel steering angle.

[0059] The above vehicle state is a first state below a vehicle speed threshold, also known as a low vehicle dynamics state.

[0060] In this paper, the driver's actual front wheel steering angle is determined based on the steering wheel angle corresponding to the vehicle's steering wheel operation request. The desired rear wheel steering angle is then derived based on the actual front wheel steering angle. Finally, the vehicle's actual rear wheel steering angle is corrected to the desired rear wheel steering angle.

[0061] The vehicle status and driver operation are acquired through on-board sensors such as wheel speed sensors and acceleration sensors, and provided to the obstacle avoidance intention correction for comparison with the planned obstacle avoidance route. By estimating vehicle status parameters such as vehicle speed, wheel vertical force, wheel longitudinal force, wheel lateral force, and road adhesion, a reference basis is provided for the next step of stability control and actuator allocation.

[0062] The second step may further include the following two steps: first, obtaining actual vehicle state parameters of the vehicle's actual route; the actual vehicle state parameters include the vehicle's current position, speed, actual longitudinal acceleration, actual front wheel angle, and actual rear wheel angle. Second, based on the principle that the actual route is close to the planned obstacle avoidance route, the estimated vehicle state parameters, as well as the vehicle's current position, speed, and actual front wheel angle are used to optimize the actual rear wheel angle and actual longitudinal acceleration to obtain a desired rear wheel angle.

[0063] In applications, the actual route is the vehicle's real-time route. This actual route may deviate from or be inconsistent with the planned obstacle avoidance route. In these cases, there is a deviation between the actual route and the planned obstacle avoidance route. Based on the actual state parameters of the actual route, the actual route is controlled in real time to return to or converge with the planned obstacle avoidance route to reduce these deviations.

[0064] Based on this, the principle of keeping the actual route close to the planned obstacle avoidance route means that during path planning and actual route tracking, the vehicle moves along the pre-planned obstacle avoidance route, ensuring that the deviation between the actual route and the planned obstacle avoidance route is as small as possible. This process can be controlled using control algorithms such as MPC (Model Predictive Control).

[0065] It should be noted that the planned obstacle avoidance route can be a pre-planned one to enhance vehicle safety. This planned obstacle avoidance route can serve as a reference for optimizing the actual route and regressing it toward the planned obstacle avoidance route, thus forming the basis for the MPC algorithm to predict vehicle dynamic behavior over a period of time. To correct for these deviations, the MPC algorithm optimizes the actual rear wheel steering angle and actual longitudinal acceleration (as the current control inputs) within the actual vehicle state parameters to obtain the desired rear wheel steering angle. See below for details.

[0066] In an embodiment of the present application, the desired rear wheel turning angle is obtained according to the actual route of the vehicle following the obstacle avoidance route planned for the vehicle, so that the desired rear wheel turning angle can not only control the stability of the vehicle, but also enable the vehicle to avoid obstacles, thereby improving the driving safety of the vehicle and optimizing the smoothness and safety balance mechanism of the obstacle avoidance action.

[0067] Continue as Figure 3 As shown, the MPC algorithm is used to predict the vehicle dynamic behavior in the future, and based on these prediction results, the current control input is optimized to achieve the desired control target such as the desired rear wheel steering angle.

[0068] To this end, it receives the obstacle avoidance route obtained from the intelligent driving module and outputs the expected rear wheel angle based on parameters such as the vehicle's current position, speed, acceleration, and wheel angle.

[0069] Based on this, the above implementation process is as follows: According to the two-degree-of-freedom vehicle model, the state vector To represent the vehicle's position, heading angle, and velocity, and is the position of the vehicle in the global coordinate system, is the vehicle's heading angle, is the speed of the vehicle.

[0070]

[0071] The control input vector can be expressed as:

[0072] in, is the vehicle's acceleration. This acceleration includes lateral acceleration and longitudinal acceleration. In this optimization process, the longitudinal acceleration is optimized, and the lateral acceleration is obtained from the driver's operation. is the front wheel angle, is the rear wheel turning angle, is the control input vector, the subscript and superscript Used to distinguish the front wheel angle and the rear wheel angle. According to the two-degree-of-freedom vehicle model, the vehicle's kinematic equation can be expressed as:

[0073]

[0074]

[0075]

[0076] in, is the vehicle's wheelbase, It is a proportional factor used to adjust the influence of rear wheel steering angle on vehicle dynamics. is the distance from the front wheel to the vehicle's center of mass. and is the inverse of the vehicle's position in the global coordinate system, is the inverse of the vehicle’s heading angle, is the inverse of the vehicle's speed. MPC achieves control by predicting the state in the future. In discrete-time systems, state prediction can be achieved recursively. Assuming the time step is , then the prediction of future status can be carried out through the following prediction model:

[0077] Among them, the above T is divided into Step, each step length is represent, The value range is greater than or equal to 0 and less than or equal to , and is the system matrix, which is obtained by linearizing the state equation of the vehicle model. It is The vehicle location information of the step, It is The vehicle location information of the step, It is The vehicle state parameters of the step, It is Step, represents the current, It is Step represents the next step. The goal of MPC is to find a series of control inputs that make the vehicle's state in the future as close to the expected trajectory as possible while satisfying the acceleration limit constraints (e.g., acceleration limit). The cost function can be expressed as:

[0078] in, is the value of the cost function, It is The vehicle state parameters of the step, It is Step, represents the previous step, is the actual state of the length of the prediction time domain, is the expected state of the length of the prediction horizon, is the length of the prediction horizon, It is The expected state of the step, It is Step expectations, 、 is a weight matrix used to adjust the importance of different items. The goal is to find The minimum value of the rear wheel steering angle is obtained by using quadratic programming to obtain the optimal solution. Thus, the input for adjusting the control is, for example, the acceleration of the vehicle. and rear wheel angle .

[0079] In some examples of the present application, after correcting the actual rear wheel steering angle of the vehicle to the desired rear wheel steering angle, the method may further include but is not limited to the following steps [1] to [3]: [1] Generate a rear wheel angle request using the desired rear wheel angle. [2] Send the rear wheel request to the rear wheel actuator. [3] Control the output of the rear wheel actuator.

[0080] In this example, the output of the rear wheel actuator can be controlled by the following steps <1> and steps <4> accomplish: <1> , parse the expected rear wheel steering angle of the rear wheel steering angle request. <2> , determine whether the desired rear wheel steering angle is greater than the maximum value of the rear steering actuator. The maximum value of the rear steering actuator can be adjusted according to the driver's preference, such as 3°, 5°, etc. <3> When the desired rear wheel steering angle is greater than the maximum value of the rear steering actuator and within a reasonable difference range, the rear steering actuator is controlled to output the maximum value of the rear steering actuator. Furthermore, the control variable corresponding to the difference between the desired rear wheel steering angle and the maximum value of the rear steering actuator is allocated to the front and rear axle torque actuators or the single-wheel brake actuator. This reasonable difference range can be set based on user needs. If the requested value is greater than the maximum value and within an unreasonable difference range, no allocation is made and no control is performed, and the process returns to step 110 and is repeated. <4> When the desired rear wheel steering angle is less than the maximum value of the rear steering actuator, the rear steering actuator is controlled to output the desired rear wheel steering angle.

[0081] In the embodiment of the present application, on the basis of the driver operating the steering wheel, the safety of the vehicle can be better ensured through the joint action of multiple actuators.

[0082] The above steps <3> This may include but is not limited to the following four steps: The first step is to send the control amount corresponding to the difference to the front and rear axle torque actuators. The second step is to determine whether the conditions for front and rear torque distribution are met. The third step is to send the control amount corresponding to the difference to the single-wheel brake actuator when the conditions for front and rear torque distribution are not met, so as to control the single-wheel brake actuator to brake any single wheel of the vehicle's multiple wheels (referred to as single-wheel braking); wherein the multiple wheels include a single wheel and the remaining wheels except the single wheel, and the braking force of the single wheel is different from the braking force of the remaining wheels. If the control amount corresponding to the difference exceeds the road surface control limit, the single-wheel brake actuator is not activated. The fourth step is to control the front and rear axle torque actuators to output the front axle torque and the rear axle torque (referred to as front and rear torque distribution) when the conditions for front and rear torque distribution are met; the front axle torque is greater than the rear axle torque.

[0083] Among them, controlling the front and rear axle torque actuators to output the front axle torque and the rear axle torque is used to change the torque through the yaw moment when the vehicle yaws.

[0084] The front-to-rear torque distribution condition is satisfied when the accelerator pedal reaches a threshold opening degree. This threshold can be set based on user needs, such as a 5% to 10% opening degree. The front-to-rear torque distribution condition is not satisfied when the accelerator pedal is not depressed or the accelerator pedal does not reach the threshold opening degree.

[0085] In the embodiment of the present application, based on the assisted obstacle avoidance of the automobile, stability control is performed by controlling the rear turn, the front and rear axle driving force distribution and the coordination of single-wheel braking. Compared with a single active front wheel, it has higher fault tolerance and can better ensure driving safety. Even if a controller fails, other controllers can still be used for control. At the same time, multiple controllers can greatly improve the vehicle's obstacle avoidance flexibility.

[0086] In other embodiments, after controlling the front and rear axle torque actuators to output front and rear axle torques, the method further includes comparing the actual yaw moments corresponding to the front and rear axle torques with a desired yaw moment. If the desired yaw moment is not met, a control variable corresponding to the yaw moment difference between the desired yaw moment and the actual yaw moment is transmitted to a single-wheel brake actuator, causing the single-wheel brake actuator to brake any of the vehicle's multiple wheels. This approach, by first using a relatively gentle control method, such as front-to-rear torque distribution, and then transitioning to a more aggressive control method, such as single-wheel braking, provides the user with a controlled transition, thereby avoiding overly aggressive stability control that could affect user experience and improving the user experience.

[0087] Figure 4 Shown Figure 2 The specific flow chart of the vehicle control method is shown.

[0088] Continue to see Figures 1 to 4 As shown, the operation request input by the driver also includes an acceleration control request. Accordingly, the method may further include, but is not limited to, step 150: performing stability control based on detecting that the vehicle state is in a second state exceeding a vehicle speed threshold and the acceleration control request. The second state exceeding the vehicle speed threshold is also referred to as high vehicle dynamics.

[0089] The “first” in the above “first state” and the “second” in the above “second state” are used to distinguish the two states and are not limited in order.

[0090] In some examples, the acceleration control request includes a braking request. Based on a second state detected as exceeding a vehicle speed threshold and the acceleration control request, stability control is performed, including: controlling a single-wheel brake actuator to brake any single wheel of the vehicle's multiple wheels based on the second state and the braking request; the multiple wheels include the single wheel and wheels other than the single wheel, and the braking force of the single wheel differs from the braking force of the remaining wheels. The vehicle speed threshold herein is set according to user needs. The vehicle speed threshold is used to indicate a speed limit corresponding to different states.

[0091] In other examples, the acceleration control request includes an engine torque request; based on monitoring the vehicle state as a second state higher than a vehicle speed threshold and the acceleration control request, stability control is performed, including: based on the second state and the engine torque request, controlling the front and rear axle torque actuators to output front axle torque and rear axle torque; the front axle torque is greater than the rear axle torque.

[0092] In some embodiments, after step 150 above, the vehicle control method may further include, but is not limited to: controlling the acceleration of the vehicle based on an acceleration control request; the acceleration control request is used to control the lateral acceleration of the vehicle.

[0093] Wherein, the above-mentioned control of the acceleration of the vehicle based on the acceleration control request may include but is not limited to: ①, obtaining the request value of the acceleration control request. The request value is used to represent the numerical value of the acceleration control request. Determine whether the request value is greater than the threshold value. ②, when the request value is less than the threshold value, output the request value. ③, when the request value is greater than the threshold value, output the threshold value. Wherein, the acceleration control request includes a braking request; accordingly, the threshold value includes a braking threshold value; and / or, the acceleration control request includes an engine torque request; accordingly, the threshold value includes a torque threshold value. The threshold value in this article can be set according to user needs.

[0094] This paper balances driver input with automated assistance for stability control, enhancing driving safety while also strengthening the driver's confidence and sense of control. Especially at high speeds, when faced with unexpected situations, automated intervention in stability control can effectively reduce the risk of accidents caused by human error. Furthermore, this model promotes the widespread adoption of intelligent driving technology, lowering the barrier to entry for autonomous driving while ensuring driving safety.

[0095] Its advantages mainly include the following three points: 1) Enhanced safety and driving experience: This application combines human judgment with precise machine control to improve emergency response efficiency. This application uses driver and automated assistance for stability control, improving the safety and comfort of the driving experience.

[0096] 2) Flexibility and adaptability: Adjust automated assistance based on individual driver skills and preferences, making it suitable for a wider range of users.

[0097] 3) Economy and practicality: Compared with fully active obstacle avoidance systems, it is cheaper and easier to popularize.

[0098] Based on the same application concept as the above method, the embodiment of the present application also provides a vehicle control device, such as Figure 5 As shown, the device may include the following modules: The operation request receiving module 31 is configured to receive an operation request input by a driver when a collision between the vehicle and an obstacle in front of the vehicle is predicted to occur; the operation request at least includes a steering wheel operation request; An execution result acquisition module 32 is used to obtain the actual execution result of the vehicle based on the steering wheel operation request; The vehicle state module 33 is used to determine whether the vehicle state tends to be unstable according to the steering wheel operation request and the actual execution result; The stability control module 34 is configured to perform stability control by reducing the yaw of the vehicle if the vehicle tends to be unstable.

[0099] As an embodiment, the stability control module 34 is configured to reduce the difference between the desired yaw and the actual yaw when the difference between the desired yaw and the actual yaw is greater than a first preset threshold; wherein the desired yaw is obtained based on the steering wheel angle corresponding to the steering wheel operation request; and the actual yaw is detected by the vehicle based on actual execution results.

[0100] Figure 6 Shown is a schematic diagram of the specific structure of the vehicle control device of an embodiment of the present application.

[0101] like Figure 1 、 Figure 5 and Figure 6 As shown, the stability control module is specifically used to: obtain the expected rear wheel turning angle based on the actual vehicle state parameters and the estimated vehicle state parameters; the obstacle avoidance intention correction module is used to correct the actual rear wheel turning angle of the vehicle to the expected rear wheel turning angle if it is monitored that the vehicle state is a first state below the vehicle speed threshold or the steering wheel operation input by the driver is non-emergency.

[0102] Continue as Figure 6 As shown, the above-mentioned device also includes: a rear wheel angle request generating module, which is used to generate a rear wheel angle request using the expected rear wheel angle after correcting the actual rear wheel angle of the vehicle to the expected rear wheel angle; a sending module, which is used to send the rear wheel request to the rear wheel actuator; and an actuator allocation module, which is used to control the output of the rear wheel actuator.

[0103] As an embodiment, the operation request input by the driver also includes: an acceleration control request; the above-mentioned device also includes: a stability control module, which is used to perform stability control based on monitoring that the vehicle state is a second state higher than the vehicle speed threshold and the acceleration control request.

[0104] As an embodiment, the above-mentioned device also includes: an acceleration control module, which is used to control the acceleration of the vehicle based on the acceleration control request after performing stability control based on monitoring that the vehicle state is a second state higher than the vehicle speed threshold and an acceleration control request; the acceleration control request is used to control the lateral acceleration of the vehicle.

[0105] The implementation process of the functions and effects of each module and sub-module in the above-mentioned device is specifically detailed in the implementation process of the corresponding steps in the above-mentioned method, which can achieve the same technical effect and will not be repeated here.

[0106] An embodiment of the present application provides an electronic device, including the above vehicle control device.

[0107] The electronic device described above can execute the methods provided in the embodiments herein. The electronic device described above can include the vehicle control device described above, such as one or more of a server device and a PC (Personal Computer) device. The server device and PC device can each be, but are not limited to, a server, a desktop computer, a tablet computer, or a laptop computer.

[0108] Figure 7 Shown is a schematic structural diagram of an electronic device 50 provided in an embodiment of the present application.

[0109] like Figure 7 As shown, the electronic device 50 includes one or more processors 51 for implementing the vehicle control method described above.

[0110] In some embodiments, the electronic device 50 may include a storage medium 59. For example, the computer-readable storage medium may store a program that can be called by the processor 51, and may include a non-volatile storage medium. In some embodiments, the electronic device 50 may include a memory 58 and an interface 57. In some embodiments, the electronic device 50 may also include other hardware depending on the actual application.

[0111] The computer-readable storage medium of the embodiment of the present application stores a program thereon, which, when executed by the processor 51, is used to implement the vehicle control method described above.

[0112] The present application provides a computer program product, comprising a computer program / instruction, which implements any of the above methods when executed by a processor.

[0113] The present application also provides a computer program stored in a computer-readable storage medium, such as Figure 7 The computer program is stored in a storage medium 59, and when the processor executes the computer program, the processor 51 is prompted to execute the method described above.

[0114] This application may take the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to magnetic disk storage, CD-ROMs, optical storage, etc.) containing program code. Computer-readable storage media include both permanent and non-permanent, removable and non-removable media, and may implement information storage using any method or technology. The information may be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0115] The above description is only a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this specification should be included in the scope of protection of this specification.

[0116] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, the phrase "comprises a ..." defining an element does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

Claims

1. A vehicle control method, characterized in that: include: When an obstacle in front of the vehicle is predicted to collide with the vehicle, an operation request input by the driver is received; The operation request at least includes a steering wheel operation request; Acquire an actual execution result of the vehicle based on the steering wheel operation request; determining, according to the steering wheel operation request and the actual execution result, whether the vehicle state tends to be unstable; If the vehicle is in an unstable state, stability control is performed by reducing the yaw of the vehicle.

2. The vehicle control method according to claim 1, characterized in that: If the vehicle state tends to be unstable, stability control is performed by reducing the yaw of the vehicle, including: When the difference between the expected yaw and the actual yaw is greater than a first preset threshold, the difference is reduced; wherein the expected yaw is obtained based on the steering wheel angle corresponding to the steering wheel operation request; and the actual yaw is detected by the vehicle based on the actual execution result.

3. The vehicle control method according to claim 2, characterized in that: The reducing the gap comprises: According to the actual vehicle state parameters and the estimated vehicle state parameters, the expected rear wheel steering angle is obtained; If it is monitored that the vehicle state is a first state lower than a vehicle speed threshold or the steering wheel operation input by the driver is non-emergency, the actual rear wheel steering angle of the vehicle is corrected to the expected rear wheel steering angle.

4. The vehicle control method according to claim 3, characterized in that: The step of obtaining the expected rear wheel turning angle according to the actual vehicle state parameter and the estimated vehicle state parameter includes: Acquiring actual vehicle state parameters of the actual route of the vehicle; the actual vehicle state parameters include the current position of the vehicle, vehicle speed, actual longitudinal acceleration, actual front wheel steering angle, and actual rear wheel steering angle; Based on the principle that the actual route is close to the planned obstacle avoidance route, the actual rear wheel steering angle and the actual longitudinal acceleration are optimized using the estimated vehicle state parameters as well as the vehicle's current position, the vehicle speed and the actual front wheel steering angle to obtain the desired rear wheel steering angle.

5. The vehicle control method according to claim 3, characterized in that: After correcting the actual rear wheel steering angle of the vehicle to the desired rear wheel steering angle, the method further includes: generating a rear wheel steering angle request using the desired rear wheel steering angle; sending the rear wheel request to the rear wheel actuator; Controlling the output of the rear wheel actuator.

6. The vehicle control method according to claim 5, characterized in that: The controlling the output of the rear wheel actuator comprises: parsing the desired rear wheel steering angle of the rear wheel steering angle request; Determining whether the expected rear wheel steering angle is greater than a rear steering actuator maximum value; When the desired rear wheel steering angle is greater than the maximum value of the rear steering actuator and is within a reasonable difference range, the rear steering actuator is controlled to output the maximum value of the rear steering actuator; and a control amount corresponding to the difference between the desired rear wheel steering angle and the maximum value of the rear steering actuator is allocated to the front and rear axle torque actuators or the single-wheel brake actuator; When the desired rear wheel steering angle is less than the maximum value of the rear steering actuator, the rear steering actuator is controlled to output the desired rear wheel steering angle.

7. The vehicle control method according to claim 6, characterized in that: The method of allocating the control amount corresponding to the difference between the expected rear wheel steering angle and the maximum value of the rear steering actuator to the front and rear axle torque actuators or the single wheel brake actuators includes: Sending the control amount corresponding to the difference to the front and rear axle torque actuators; Determine whether the conditions for front and rear torque distribution are met; When the front-rear torque distribution condition is not met, the control amount corresponding to the difference is sent to the single-wheel brake actuator, so that the single-wheel brake actuator is controlled to brake any single wheel of the multiple wheels of the vehicle; wherein the multiple wheels include the single wheel and the remaining wheels except the single wheel, and the braking force of the single wheel is different from the braking force of the remaining wheels; When the conditions for front and rear torque distribution are met, the front and rear axle torque actuators are controlled to output front axle torque and rear axle torque; the front axle torque is greater than the rear axle torque.

8. The vehicle control method according to claim 1, characterized in that: The operation request input by the driver also includes: an acceleration control request; The method further comprises: If the vehicle state is detected to be a second state higher than the vehicle speed threshold and the acceleration control request is detected, stability control is performed.

9. The vehicle control method according to claim 8, characterized in that: The acceleration control request includes a braking request; if based on the second state where the vehicle state is detected to be higher than the vehicle speed threshold and the acceleration control request, stability control is performed, including: based on the second state and the braking request, controlling a single-wheel brake actuator to brake any single wheel of the multiple wheels of the vehicle; wherein the multiple wheels include the single wheel and the remaining wheels except the single wheel, and the braking force of the single wheel is different from the braking force of the remaining wheels; and / or, The acceleration control request includes an engine torque request; if based on monitoring that the vehicle state is a second state higher than a vehicle speed threshold and the acceleration control request, stability control is performed, including: based on the second state and the engine torque request, controlling the front and rear axle torque actuators to output front axle torque and rear axle torque; the front axle torque is greater than the rear axle torque.

10. The vehicle control method according to claim 8, characterized in that: After the stability control is performed based on the monitoring that the vehicle state is in the second state higher than the vehicle speed threshold and the acceleration control request, the method further includes: Based on the acceleration control request, the acceleration of the vehicle is controlled; the acceleration control request is used to control the lateral acceleration of the vehicle.

11. The vehicle control method according to claim 10, characterized in that: The controlling the acceleration of the vehicle based on the acceleration control request includes: Obtaining a request value of the acceleration control request; Determine whether the request value is greater than a threshold value; When the request value is less than the threshold value, outputting the request value; When the request value is greater than the threshold value, outputting the threshold value; Wherein, the acceleration control request includes a braking request; accordingly, the threshold value includes a braking threshold value; and / or, the acceleration control request includes an engine torque request; accordingly, the threshold value includes a torque threshold value.

12. A vehicle control device, characterized in that: include: An operation request receiving module, used for receiving an operation request input by a driver when an obstacle in front of the vehicle is predicted to collide with the vehicle; The operation request at least includes a steering wheel operation request; A result acquisition module, used for acquiring an actual execution result of the vehicle based on the steering wheel operation request; A vehicle state module, used for determining whether the vehicle state tends to be unstable according to the steering wheel operation request and the actual execution result; The stability control module is configured to perform stability control by reducing the yaw of the vehicle if the vehicle tends to be unstable.

13. An electronic device, characterized in that: The method comprises one or more processors for implementing the vehicle control method as claimed in any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that: A program is stored thereon, and when the program is executed by a processor, the vehicle control method as described in any one of claims 1-11 is implemented.

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