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

Abstract

The present application provides a vehicle control method, device, electronic device and computer-readable storage medium. The vehicle control method includes 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; obtaining the actual execution result of the vehicle based on the steering wheel operation request; determining whether the vehicle state tends to be unstable according to the steering wheel operation request and the actual execution result; and if the vehicle state tends to be unstable, stability control is performed by reducing the yaw of the vehicle. In this way, the stability of the vehicle can be improved, thereby avoiding the vehicle from rolling over.

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 one of the key factors in improving driving safety in the modern automotive industry. In related technologies, driving safety is improved by the driver operating the vehicle. However, in an emergency, the driver may suddenly turn the steering wheel or slam on the brakes, causing the vehicle to easily 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:

[0005] In the case where an obstacle in front of the vehicle is predicted to collide with the vehicle, an operation request input by a driver is received; the operation request at least includes a steering wheel operation request;

[0006] Acquire an actual execution result of the vehicle based on the steering wheel operation request;

[0007] determining, according to the steering wheel operation request and the actual execution result, whether the vehicle state tends to be unstable;

[0008] If the vehicle is in an unstable state, stability control is performed by reducing the yaw of the vehicle.

[0009] Furthermore, if the vehicle state tends to be unstable, stability control is performed by reducing the yaw of the vehicle, including:

[0010] 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.

[0011] Further, reducing the gap includes:

[0012] According to the actual vehicle state parameters and the estimated vehicle state parameters, the expected rear wheel steering angle is obtained;

[0013] 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.

[0014] Furthermore, obtaining the expected rear wheel turning angle according to the actual vehicle state parameter and the estimated vehicle state parameter includes:

[0015] 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;

[0016] 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.

[0017] Furthermore, after correcting the actual rear wheel steering angle of the vehicle to the expected rear wheel steering angle, the method further includes:

[0018] generating a rear wheel steering angle request using the desired rear wheel steering angle;

[0019] sending the rear wheel steering angle request to the rear wheel actuator;

[0020] Controlling the output of the rear wheel actuator.

[0021] Further, the controlling the output of the rear wheel actuator includes:

[0022] parsing the desired rear wheel steering angle of the rear wheel steering angle request;

[0023] Determining whether the expected rear wheel steering angle is greater than a rear steering actuator maximum value;

[0024] 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;

[0025] 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.

[0026] Furthermore, the control amount corresponding to the difference between the expected 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, including:

[0027] Sending the control amount corresponding to the difference to the front and rear axle torque actuators;

[0028] Determine whether the conditions for front and rear torque distribution are met;

[0029] 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;

[0030] 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.

[0031] Further, the operation request input by the driver also includes: an acceleration control request;

[0032] The method further comprises:

[0033] 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.

[0034] Further, the acceleration control request includes a braking request; if based on the 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 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;

[0035] and / or,

[0036] 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.

[0037] Further, 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:

[0038] 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.

[0039] Further, the controlling the acceleration of the vehicle based on the acceleration control request includes:

[0040] Obtaining a request value of the acceleration control request;

[0041] Determine whether the request value is greater than a threshold value;

[0042] When the request value is less than the threshold value, outputting the request value;

[0043] When the request value is greater than the threshold value, outputting the threshold value;

[0044] 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.

[0045] The present application provides a vehicle control device for implementing the above vehicle control method, the vehicle control device comprising:

[0046] 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;

[0047] A result acquisition module, used for acquiring an actual execution result of the vehicle based on the steering wheel operation request;

[0048] 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;

[0049] The stability control module is configured to perform stability control by reducing the yaw of the vehicle if the vehicle tends to be unstable.

[0050] The present application provides an electronic device, comprising one or more processors, for implementing any of the methods described above.

[0051] 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.

[0052] 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.

[0053] In some embodiments, the vehicle control method of the present application receives a steering wheel operation request input by a driver when an obstacle in front of the vehicle is predicted to collide with the vehicle. If the vehicle is unstable, stability control is performed by reducing the yaw of the vehicle. In this way, when the driver operates the steering wheel and causes the vehicle to become unstable, stability control is performed by reducing the yaw of the vehicle, thereby improving the stability of the vehicle and preventing the vehicle from rolling over. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] 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;

[0055] Figure 2 Shown is a schematic flow chart of a vehicle control method according to an embodiment of the present application;

[0056] Figure 3 Shown Figure 2 The schematic diagram of the vehicle control method shown in the figure to obtain the desired rear wheel steering angle;

[0057] Figure 4 Shown Figure 2 A specific flow chart of the vehicle control method shown;

[0058] Figure 5 The figure is a schematic diagram of the structure of a vehicle control device according to an embodiment of the present application;

[0059] Figure 6 The figure shows a specific structural schematic diagram of a vehicle control device according to an embodiment of the present application;

[0060] Figure 7 Shown is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0061] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with one or more embodiments of the present specification. Instead, they are merely examples of devices and methods consistent with some aspects of one or more embodiments of the present specification as detailed in the appended claims.

[0062] 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 steps included in the method may be more or less than those described in this specification. In addition, a single step described in this specification may be decomposed 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.

[0063] In order to solve the technical problem that the vehicle is prone to rollover, the embodiment of the present application provides a vehicle control method, in which, when an obstacle in front of the vehicle is predicted to collide with the vehicle, a steering wheel operation request input by the driver is received. If the vehicle is unstable, stability control is performed by reducing the yaw of the vehicle. In this way, when the driver operates the steering wheel and causes the vehicle to become unstable, stability control is performed by reducing the yaw of the vehicle, which can improve the stability of the vehicle and prevent the vehicle from rolling over.

[0064] Related technologies can also automatically identify and avoid obstacles through the vehicle's own perception system without the need for driver intervention. Its working principle can be roughly divided into four parts:

[0065] 1. Environmental perception: Obtain information about the vehicle's surroundings through sensors. 2. Information processing: Process and analyze the information collected by the sensors to determine whether there is a collision risk. 3. Decision planning: After confirming that there is a collision risk, the system will plan the optimal obstacle avoidance path based on the vehicle's current state and environmental information. 4. Execution control: Active steering of the vehicle is achieved through the control algorithm model, so that the vehicle can avoid obstacles along the planned optimal obstacle avoidance path.

[0066] However, the above obstacle avoidance process relies on perception systems (such as lidar, cameras, millimeter-wave radar, etc.) and powerful central processing units. In extreme weather or complex road conditions, limited sensor performance may lead to system misjudgment.

[0067] Compared with the above-mentioned related technologies, in the embodiment of the present application, a plurality of sensors such as non-radar sensors are used, and the detection is not restricted by the external environment and will not cause system misjudgment. Detailed description is as follows.

[0068] 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.

[0069] 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.

[0070] The above-mentioned intelligent driving module is used to detect the presence of a plurality of sensors such as non-radar sensors (such as Figure 6As shown in the figure), it monitors the obstacles in front of the vehicle, and monitors the possible collision between the obstacles in front of the vehicle and the predicted vehicle, and issues obstacle avoidance reminders. At the same time, it generates and corrects the planned obstacle avoidance route. In this way, through the multiple sensors of the intelligent driving module and other non-radar sensors, the detection is not restricted by the external environment and will not cause system misjudgment. In addition, through the data of multiple sensors, the vehicle's surrounding environment and obstacle information are monitored in real time, and the corresponding obstacle avoidance reminders and planned obstacle avoidance routes are output through the intelligent driving module, and the actual route of the vehicle is continuously optimized in combination with the driver's operation.

[0071] 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.

[0072] 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 the rear axle torque, and the front axle torque is greater than the rear axle torque. The single wheel brake actuator brakes any single wheel of the vehicle's multiple wheels.

[0073] Figure 2 Shown is a flow chart of a vehicle control method according to an embodiment of the present application.

[0074] like Figure 2 As shown, the vehicle control method may include but is not limited to steps 110 to 140:

[0075] 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.

[0076] The above-mentioned obstacle in front of the vehicle and the predicted possible collision with the vehicle are used to indicate the existence of collision risk. In this way, the vehicle's own sensors detect the driving status of the vehicles in front and behind and on both sides. Once an obstacle is detected in front and a collision is predicted (the intelligent driving module obtains the collision, and the obstacle is detected by multiple other sensors other than radar), a steering avoidance or emergency braking reminder is immediately sent to the driver.

[0077] In this case, the driver inputs an operation request to avoid a collision. At the same time, the system assists the driver to prevent the driver from making excessive operations that cause the vehicle to roll over.

[0078] In this article, the driver can adjust the front wheel angle. Accordingly, in one embodiment, the rear wheel angle is adjusted to rotate in the same manner as the front wheel angle. In this way, rollover caused by the front wheel moving while the rear wheel is stationary can be avoided, and the front and rear wheels rotate at the same time, thereby improving the balance of the vehicle.

[0079] Step 120, obtaining the actual execution result of the vehicle based on the steering wheel operation request.

[0080] When the driver operates the steering wheel, a steering wheel operation request is obtained. The steering wheel operation request includes the expected steering wheel angle, such as A. Due to the influence of the road surface type or response, the actual execution result of the steering wheel operation request is not A. In this way, the expected steering wheel angle A is corrected according to the road surface type that the vehicle is currently driving on. For example, the road surface type is cement road surface. The request correction coefficient corresponding to the road surface type is 0.85, and the actual execution result of the steering wheel operation request is 0.8 multiplied by A.

[0081] In this regard, it should be noted that the driver's expected steering wheel angle is to enable the vehicle to achieve the expected yaw, while the actual steering wheel angle is the actual yaw that the vehicle can actually achieve.

[0082] Step 130: Determine whether the vehicle state tends to be unstable according to the steering wheel operation request and the actual execution result.

[0083] In this article, the "goal or expectation" in the following content related to "goal or expectation" refers to the value expected to be achieved after the driver inputs. The "actual" in the various contents related to "actual" refers to the value output after the vehicle actually executes. For details, please refer to the various contents related to "goal or expectation" and various contents related to "actual" below.

[0084] 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):

[0085] (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.

[0086] (2) Detecting the actual yaw of the vehicle in response to the steering wheel operation request.

[0087] (3) Determine the difference between the expected yaw and the actual yaw.

[0088] (4) When the difference is greater than a first preset threshold, it is determined that the vehicle state is tending to be unstable.

[0089] (5) When the difference is less than a second preset threshold, it is determined that the vehicle state is in a stable state.

[0090] The first preset threshold and the second preset threshold can be set according to user needs. The first preset threshold is greater than the second preset threshold. The first preset threshold is used to indicate that the difference between the expected yaw and the actual yaw is too large, and the first preset threshold corresponds to an unstable state (such as a state where rollover may occur). The second preset threshold is used to indicate that the difference between the expected yaw and the actual yaw is small, and the second preset threshold corresponds to a stable state.

[0091] When the difference is less than the third preset threshold and greater than the second preset threshold, the actual rear wheel steering angle of the vehicle is corrected to the expected rear wheel steering angle to reduce the difference. The third preset threshold is greater than the second preset threshold and less than the first preset threshold. The third preset threshold is also set according to user needs. The third preset threshold is used to indicate that the difference between the expected yaw and the actual yaw has not yet reached an unstable state, but there is also a risk of instability.

[0092] 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 there is no limitation on the order.

[0093] Step 140 : If the vehicle is in an unstable state, stability control is performed by reducing the yaw of the vehicle.

[0094] In this article, the driver controls the steering wheel. In an emergency, the system can intervene in time according to the driver's operation, such as stability control, to provide personalized assistance, rather than completely replacing the driver's control.

[0095] In the embodiment of the present application, when an obstacle in front of the vehicle is predicted to collide with the vehicle, a steering wheel operation request input by the driver is received. If the vehicle is unstable, stability control is performed by reducing the yaw of the vehicle. In this way, when the driver operates the steering wheel and causes the vehicle to become unstable, stability control is performed by reducing the yaw of the vehicle, which can improve the stability of the vehicle and prevent the vehicle from rolling over.

[0096] Continue as Figure 2 As shown, the above step 140 may include but is not limited to: when the difference between the expected yaw and the actual yaw is greater than a first preset threshold, reducing the difference; wherein the expected 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 the actual execution result detection.

[0097] 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.

[0098] The vehicle steering stability is maintained by monitoring the vehicle wheel slip rate, tire force and vehicle steering state (understeering and oversteering when the driver is fully operating). The target yaw rate is calculated through the vehicle model based on the driver's input operation request and the rear wheel angle request generated based on MPC (Model Predictive Control). The difference between the target yaw rate and the actual yaw rate is used to determine whether the vehicle is unstable (for example, the driver suddenly brakes and the vehicle loses its steering ability), and the vehicle stability is maintained by adjusting the engine torque and braking torque.

[0099] In the embodiments 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.

[0100] Figure 3 Shown Figure 2 The vehicle control method shown is a schematic diagram of obtaining the desired rear wheel steering angle.

[0101] like Figure 3 As shown, when the difference between the expected yaw and the actual yaw is greater than the first preset threshold, the following steps 1 and 2 are used to reduce the difference:

[0102] In step 1, a desired rear wheel steering angle is obtained according to the actual vehicle state parameter and the estimated vehicle state parameter. 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.

[0103] The above vehicle state is a first state below a vehicle speed threshold, also referred to as vehicle low dynamics.

[0104] In this paper, the actual front wheel steering angle of the driver is determined according to the steering wheel steering angle corresponding to the vehicle steering wheel operation request. According to the actual front wheel steering angle, the expected rear wheel steering angle is obtained. Finally, the actual rear wheel steering angle of the vehicle is corrected to the expected rear wheel steering angle.

[0105] 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 the vehicle status parameters such as vehicle speed, wheel vertical force, wheel longitudinal force, wheel lateral force and road adhesion, a reference is provided for the next step of stability control and actuator allocation.

[0106] The above-mentioned second step may further include the following two steps: the first step is to obtain the actual vehicle state parameters of the actual route of the vehicle; the actual vehicle state parameters include the current position of the vehicle, the vehicle speed, the actual longitudinal acceleration, the actual front wheel angle and the actual rear wheel angle. The second step is to optimize the actual rear wheel angle and the actual longitudinal acceleration based on the principle that the actual route is close to the planned obstacle avoidance route by using the estimated vehicle state parameters and the current position, speed and actual front wheel angle of the vehicle to obtain the expected rear wheel angle.

[0107] In the application, the actual route is the real-time route of the vehicle. The actual route may deviate from the planned obstacle avoidance route or be inconsistent with the planned obstacle avoidance route. In this case, there is a deviation between the actual route and the planned obstacle avoidance route. According to the actual state parameters of the actual route, the actual route is controlled in real time to return to or approach the planned obstacle avoidance route to reduce the above deviation.

[0108] Based on this, the principle that the actual route is close to the planned obstacle avoidance route means that in the trajectory tracking of the path planning and the actual route, the vehicle moves according to the pre-planned obstacle avoidance route and ensures that the deviation between the actual route and the planned obstacle avoidance route is as small as possible. This process can be controlled by a control algorithm such as the MPC (Model Predictive Control) algorithm.

[0109] It should be noted that the above-planned obstacle avoidance route can be a pre-planned obstacle avoidance route to improve vehicle safety. The planned obstacle avoidance route can be used as a reference for optimizing the actual route regression or tending to the planned obstacle avoidance route, so as to serve as the basis for the MPC algorithm to predict the dynamic behavior of the vehicle in the future. In the process of correcting the above deviations, the MPC algorithm is used to optimize the actual rear wheel steering angle and the actual longitudinal acceleration (as the current control input) in the actual vehicle state parameters to obtain the desired rear wheel steering angle. Please refer to the following for detailed description.

[0110] 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.

[0111] 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.

[0112] In this regard, 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.

[0113] 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 speed, and is the position of the vehicle in the global coordinate system, is the heading angle of the vehicle, is the speed of the vehicle.

[0114]

[0115] The control input vector can be expressed as:

[0116]

[0117] in, is the acceleration of the vehicle. 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 turning angle, is the rear wheel turning angle, is the control input vector, the subscript and corner marks Used to distinguish the front wheel angle and the rear wheel angle. According to the two-degree-of-freedom vehicle model, the kinematic equation of the vehicle can be expressed as:

[0118]

[0119]

[0120]

[0121]

[0122] in, is the wheelbase of the vehicle, Is a proportional factor used to adjust the degree to which the rear wheel steering affects vehicle dynamics. is the distance from the front wheel to the center of mass of the vehicle. 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 a discrete time system, state prediction can be achieved by recursion. Assume that the time step is , then the prediction of future status can be carried out through the following prediction model:

[0123]

[0124] Among them, the above T is divided into Steps, 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, obtained by linearizing the state equation of the vehicle model, It is The vehicle position information of the step, It is The vehicle position 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 constraints of the acceleration limit (e.g., acceleration limit). The cost function can be expressed as:

[0125]

[0126] 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 time domain, 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 .

[0127] In some examples of the present application, after the actual rear wheel steering angle of the vehicle is corrected to the desired rear wheel steering angle, the method may also include but is not limited to the following steps [1] to [3]:

[0128] [1], Generate a rear wheel steering angle request using the desired rear wheel steering angle. [2], Send the rear wheel steering angle request to the rear wheel actuator. [3], Control the output of the rear wheel actuator.

[0129] In this example, the output of the rear wheel actuator can be controlled by the following steps <1> and steps <4> accomplish:

[0130] <1> , parse the expected rear wheel steering angle of the rear wheel steering angle request. <2> , determine whether the expected 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 expected 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 the control amount corresponding to the difference between the expected 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. The above reasonable difference range can be set according to user needs. When the requested value is greater than the maximum value and is within an unreasonable difference range, no allocation is made and no control is performed, and the process returns to step 110 and is executed again. <4> When the desired rear wheel steering angle is less than the maximum value of the rear wheel steering actuator, the rear wheel steering actuator is controlled to output the desired rear wheel steering angle.

[0131] In the embodiment of the present application, based on the driver operating the steering wheel, the safety of the vehicle can be better ensured through the joint action of multiple actuators.

[0132] The above steps <3> This may include but is not limited to the following four steps:

[0133] 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 control limit, the single-wheel brake actuator is not performed. 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.

[0134] 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.

[0135] Among them, the front-to-rear torque distribution condition is met when the opening degree of the accelerator pedal reaches the opening degree threshold. The opening degree threshold can be set according to user needs, such as an opening degree threshold of 5% to 10%. The front-to-rear torque distribution condition is not met when the accelerator pedal is not stepped on or the opening degree of the accelerator pedal does not reach the opening degree threshold.

[0136] 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 coordinated cooperation 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.

[0137] In other embodiments, after the front and rear axle torque actuators are controlled to output the front axle torque and the rear axle torque, the above method further includes comparing the actual yaw moment corresponding to the front axle torque and the rear axle torque with the expected yaw moment. If the expected yaw moment is not met, the control amount corresponding to the yaw moment difference between the expected yaw moment and the actual yaw moment is sent to the single-wheel brake actuator, so as to control the single-wheel brake actuator to brake any single wheel of the vehicle's multiple wheels. In this way, by first using a relatively gentle control method such as front and rear torque distribution, and then transitioning to a relatively drastic control method such as single-wheel braking, the user can be given a control transition, thereby avoiding overly drastic stability control that affects the user experience and improving the user experience.

[0138] Figure 4 Shown Figure 2 A specific flow chart of the vehicle control method is shown.

[0139] Continue to see Figures 1 to 4 As shown, the operation request input by the driver also includes: acceleration control request. Accordingly, the above method may also include but is not limited to the following step 150: 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. The above vehicle state is a second state higher than the vehicle speed threshold, also known as vehicle high dynamics.

[0140] The “first” in the above “first state” and the “second” in the above “second state” are used to distinguish between the two states and are not limited in order.

[0141] In some examples, the acceleration control request includes a braking request; 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 vehicle's multiple wheels; 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. The vehicle speed threshold in this article is set according to user needs. The vehicle speed threshold is used to indicate the limit on the vehicle speed corresponding to different states.

[0142] In other examples, the acceleration control request includes an engine torque request; 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.

[0143] 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.

[0144] 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, the request value is output. ③, when the request value is greater than the threshold value, the threshold value is output. 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.

[0145] In this article, the driver's operation and the automated assistance during the driver's operation are balanced to perform stability control, which not only improves driving safety, but also enhances the driver's confidence and sense of control. Especially in high-speed driving environments, when faced with emergencies, the intervention of stability control through automated assistance can effectively reduce the risk of accidents caused by human factors. In addition, this model also promotes the popularization and application of intelligent driving technology, lowering the threshold for autonomous driving while ensuring driving safety.

[0146] Its advantages mainly include the following three points:

[0147] 1) Enhanced safety and driving experience:

[0148] It combines human judgment with precise machine control to improve the efficiency of emergency response. This application uses stability control through driver and automation assistance to improve the safety and comfort of the driving experience.

[0149] 2) Flexibility and adaptability:

[0150] Adjust automated assistance to suit different drivers’ skills and preferences, making it suitable for a wider range of users.

[0151] 3) Economical and practical:

[0152] Compared with fully active obstacle avoidance systems, it is cheaper and easier to popularize.

[0153] 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:

[0154] An operation request receiving module 31 is used to receive 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;

[0155] An execution result acquisition module 32, used to acquire the actual execution result of the vehicle based on the steering wheel operation request;

[0156] 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;

[0157] 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.

[0158] As an embodiment, the stability control module 34 is used to reduce the difference between the expected yaw and the actual yaw when the difference between the expected yaw and the actual yaw is greater than a first preset threshold; wherein the expected yaw is obtained based on the steering wheel angle corresponding to the steering wheel operation request; and the actual yaw is obtained by the vehicle based on the actual execution result detection.

[0159] Figure 6 Shown is a schematic diagram of the specific structure of a vehicle control device according to an embodiment of the present application.

[0160] like Figure 1 , Figure 5 and Figure 6As shown, the stability control module is specifically used to: obtain the expected rear wheel turning angle according to 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 lower than the vehicle speed threshold or the steering wheel operation input by the driver is non-emergency.

[0161] Continue as Figure 6 As shown, the above-mentioned device also includes: a rear wheel steering angle request generating module, which is used to generate a rear wheel steering angle request using the expected rear wheel steering angle after correcting the actual rear wheel steering angle of the vehicle to the expected rear wheel steering angle; a sending module, which is used to send the rear wheel steering angle request to the rear wheel actuator; and an actuator allocation module, which is used to control the output of the rear wheel actuator.

[0162] 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.

[0163] 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 a vehicle speed threshold and an acceleration control request; the acceleration control request is used to control the lateral acceleration of the vehicle.

[0164] The implementation process of the functions and effects of each module and sub-module in the above-mentioned device is specifically described in the implementation process of the corresponding steps in the above-mentioned method, and the same technical effect can be achieved, so it will not be repeated here.

[0165] An embodiment of the present application provides an electronic device, including the above vehicle control device.

[0166] The electronic device can execute the method provided in the embodiments of this document. The electronic device can include the vehicle control device, such as one or more of a server device and a PC (Personal Computer) device. The server device and the PC device can include, but are not limited to, a server, a desktop computer, a tablet computer, or a laptop computer.

[0167] Figure 7 Shown is a schematic structural diagram of an electronic device 50 provided in an embodiment of the present application.

[0168] like Figure 7 As shown, the electronic device 50 includes one or more processors 51 for implementing the vehicle control method as described above.

[0169] 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 according to actual applications.

[0170] 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.

[0171] 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.

[0172] The present application also provides a computer program, which is 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.

[0173] The present application may take the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. Computer-readable storage media include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, 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 technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0174] The above description is only a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this specification should be included in the scope of protection of this specification.

[0175] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the phrase "includes a ..." defines an element, and does not exclude the presence of other identical elements in the process, method, commodity or device including 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; The stability control by reducing the yaw of the vehicle comprises: According to the actual vehicle state parameters and the estimated vehicle state parameters, the expected rear wheel steering angle is obtained; Correcting the actual rear wheel steering angle of the vehicle to the desired rear wheel steering angle; After correcting the actual rear wheel steering angle of the vehicle to the desired rear wheel steering angle, using the desired rear wheel steering angle, generating a rear wheel steering angle request; sending the rear wheel steering angle request to a rear wheel actuator; and controlling the output of the rear wheel actuator; Wherein, the controlling the output of the rear wheel actuator comprises: The desired rear wheel steering angle of the rear wheel steering angle request is parsed; when the desired rear wheel steering angle of the rear wheel steering angle request 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 in the following manner: The control amount corresponding to the difference is sent to the front and rear axle torque actuators; when the condition for front and rear torque distribution 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; and when the condition for front and rear torque distribution is 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.

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 1, 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 less than the maximum value of the rear steering actuator, the rear steering actuator is controlled to output the desired rear wheel steering angle.

6. 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.

7. The vehicle control method according to claim 6, characterized in that: The acceleration control request includes a braking 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 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.

8. The vehicle control method according to claim 6, characterized in that: 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.

9. The vehicle control method according to claim 7, 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.

10. The vehicle control method according to claim 9, 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.

11. 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; A stability control module, configured to perform stability control by reducing the yaw of the vehicle if the vehicle state tends to be unstable; wherein the stability control by reducing the yaw of the vehicle comprises: obtaining a desired rear wheel steering angle according to actual vehicle state parameters and estimated vehicle state parameters; and correcting the actual rear wheel steering angle of the vehicle to the desired rear wheel steering angle; The device further comprises: a rear wheel steering angle request generating module, for generating a rear wheel steering angle request using the desired rear wheel steering angle after correcting the actual rear wheel steering angle of the vehicle to the desired rear wheel steering angle; a sending module, for sending the rear wheel steering angle request to the rear wheel actuator; an actuator allocation module, for controlling the output of the rear wheel actuator; The actuator allocation module is used to control the rear wheel actuator to output the maximum value of the rear wheel actuator when the expected rear wheel steering angle of the rear wheel steering request is greater than the maximum value of the rear wheel steering actuator and is within a reasonable difference range after the actual rear wheel steering angle of the vehicle is corrected to the expected rear wheel steering angle; and to allocate the control amount corresponding to the difference between the expected rear wheel steering angle and the maximum value of the rear wheel steering actuator to the front and rear axle torque actuators or the single wheel brake actuator in the following manner: The control amount corresponding to the difference is sent to the front and rear axle torque actuators; when the condition for front and rear torque distribution 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; and when the condition for front and rear torque distribution is 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.

12. An electronic device, characterized in that: The method comprises one or more processors for implementing the vehicle control method according to any one of claims 1 to 10.

13. 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 1-10 is implemented.

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