Vehicle control method and system and storage medium

Abstract

In one scheme provided by the invention, whether a vehicle is in a preset slip working condition or not is determined according to operation data of the vehicle, and if the vehicle is in the preset slip working condition, when the vehicle is determined to have a deviation condition, the vehicle is controlled to slip. Steering compensation torque is determined according to the actual yaw velocity and the vehicle speed of the vehicle, and a steering system of the vehicle is controlled based on the steering compensation torque to correct the steering wheel angle of the vehicle. In the embodiment of the invention, when the vehicle slips and deviates, the steering compensation torque is determined according to the actual yaw velocity and the vehicle speed, so that the vehicle steering angle is dynamically corrected to control the vehicle to steer instantly, the road holding force of the wheels is fully utilized to correct the vehicle deviation phenomenon, and the method is suitable for a common road surface and also suitable for a split road surface; and the stability of the vehicle is improved, so that safety accidents are reduced.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, system and storage medium. Background Art

[0002] When a vehicle suddenly enters a slippery road (such as rain, snow, ice, water, etc.), the driver will perform emergency braking for safety reasons; when the vehicle exits the slippery road, the vehicle will start to accelerate with a large throttle. In the existing vehicle stability control system, in order to ensure vehicle stability and safety, the anti-lock brake system (ABS) is mainly used to prevent the wheels from locking and ensure the stability of the vehicle body during emergency braking. The traction control system (TCS) is used to achieve vehicle drive torque distribution to prevent wheel slippage from causing lateral movement or tail swinging.

[0003] However, the vehicle stability control system cannot take into account all slipping conditions. For example, during emergency braking or sudden acceleration, if the vehicle is on a split road, the braking / driving torque on both sides of the vehicle will be unbalanced due to the inconsistent road adhesion coefficients of the left and right wheels, generating a yaw torque, causing the vehicle to deviate to one side of the road. The existing vehicle stability control system is not linked to the steering system, resulting in the ABS system or TCS system being unable to correct the vehicle's steering in a timely manner. The vehicle is prone to side skidding and deviation, thereby causing a safety accident. Summary of the invention

[0004] The present invention provides a vehicle control method, system and storage medium to solve the problem that the existing vehicle stability control system cannot take into account all slipping conditions, which makes the vehicle prone to side slipping and causing safety accidents.

[0005] In view of the above problems, a vehicle control method is provided, comprising:

[0006] determining whether the vehicle is in a preset slipping condition according to the vehicle operation data;

[0007] If it is determined that the vehicle is in a preset skidding condition, then when it is determined that the vehicle is running off the track, the steering compensation torque is determined according to the actual yaw rate and vehicle speed of the vehicle;

[0008] The vehicle's steering system is controlled based on the steering compensation torque to correct the vehicle's steering wheel angle.

[0009] Optionally, controlling a steering system of a vehicle based on a steering compensation torque comprises:

[0010] Monitor the current steering wheel hand torque of the vehicle in real time, and adjust the steering compensation torque according to the steering wheel hand torque to obtain the adjusted compensation torque;

[0011] The adjustment compensation torque is output to the steering system so that the steering system is executed.

[0012] Optionally, when it is determined that the vehicle is running off the track, the steering compensation torque is determined according to the actual yaw angular velocity and vehicle speed of the vehicle, including:

[0013] Determine the difference between the current standard yaw rate of the vehicle and the actual yaw rate, the standard yaw rate being the yaw rate of the vehicle under steady-state operating conditions;

[0014] When it is determined based on the difference that the vehicle is running off the track, a steering compensation torque is determined based on the difference and the vehicle speed.

[0015] Optionally, determining that the vehicle is running off the track based on the difference includes:

[0016] determining whether a difference between a current standard yaw rate and an actual yaw rate of the vehicle is greater than a first yaw rate difference, the standard yaw rate being a yaw rate of the vehicle under a steady-state operating condition;

[0017] If the difference is greater than the first yaw rate difference, it is determined that the vehicle is running off the track.

[0018] Optionally, the vehicle's operating data includes a steering wheel angle, and the vehicle's current standard yaw rate is determined by:

[0019] Obtaining standard yaw rate data, where the standard yaw rate data is used to describe standard yaw rate values ​​corresponding to different vehicle speeds and steering angles when the vehicle is running in a steady state;

[0020] The current standard yaw rate of the vehicle is determined based on the standard yaw rate data, the vehicle speed and the steering wheel angle.

[0021] Optionally, the vehicle operation data includes longitudinal acceleration and steering wheel angular velocity, and based on the standard yaw rate data, the vehicle speed and the steering wheel angle, determining the current standard yaw rate of the vehicle includes:

[0022] In the standard yaw rate data, the standard yaw rate value corresponding to the vehicle speed and the steering wheel angle is obtained;

[0023] According to the longitudinal acceleration and / or the steering wheel angular velocity, the corresponding standard yaw angular velocity value is corrected to obtain the standard yaw angular velocity.

[0024] Optionally, after determining whether the vehicle is in a preset slip condition according to the vehicle operation data, the method further includes:

[0025] If it is determined that the vehicle is not in the preset slipping condition, determining whether the vehicle is in a steady-state operating condition based on the operating data;

[0026] If the vehicle is in a steady-state operating condition, the yaw rate response characteristics of the vehicle are adaptively learned and updated to obtain standard yaw rate data.

[0027] Optionally, determining whether the vehicle is in a steady-state operating condition according to the operating data includes:

[0028] When an anti-lock braking system and a traction control system of the vehicle are not activated, determining whether the longitudinal acceleration is less than a first acceleration, and determining whether the steering wheel angular velocity is less than a first angular velocity;

[0029] If the longitudinal acceleration is less than the first acceleration, and the steering wheel angular velocity is less than the first angular velocity, it is determined that the vehicle is in a steady-state operating condition.

[0030] Optionally, the vehicle operation data includes a steering wheel angular velocity, and adaptive learning is performed on the yaw angular velocity response characteristics of the vehicle to update and obtain standard yaw angular velocity data, including:

[0031] In the standard yaw rate data stored in the vehicle, the standard yaw rate value corresponding to the current vehicle speed and the steering wheel angle is queried;

[0032] Determine whether the difference between the corresponding standard yaw rate value and the current actual yaw rate is greater than a second yaw rate difference;

[0033] If it is greater than the second yaw rate difference, the corresponding standard yaw rate value in the standard yaw rate data is replaced with the current actual yaw rate to update the standard yaw rate data.

[0034] Optionally, the running data of the vehicle includes the wheel speed of each wheel; determining whether the vehicle is in a preset slipping condition according to the running data of the vehicle includes:

[0035] Determine the slip rate of each wheel according to the wheel speed of each wheel;

[0036] Determine whether the vehicle is in a preset slip condition based on the slip rate of each wheel.

[0037] Optionally, the preset slip condition is a slip condition on an open road; determining whether the vehicle is in the preset slip condition according to the slip rate of each wheel includes:

[0038] Determining whether the slip rates of the wheels on one side of the vehicle are all greater than a first slip rate, and determining whether the slip rates of the wheels on the other side of the vehicle are all less than a second slip rate, and the first slip rate is greater than or equal to the second slip rate;

[0039] If the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it is determined that the vehicle is in a slipping condition on the oncoming road.

[0040] Optionally, the running data of the vehicle includes longitudinal acceleration; the preset slip condition is a condition in which slip occurs due to braking or acceleration operation on an oncoming road, and before determining whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, the method further includes:

[0041] Determining whether the vehicle is in a state of rapid acceleration or rapid deceleration according to the longitudinal acceleration of the vehicle;

[0042] If the vehicle is in a state of rapid acceleration or rapid deceleration, it is determined whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate.

[0043] Optionally, the vehicle operation data also includes driving torque and brake master cylinder pressure, and determining whether the vehicle is in a rapid acceleration or rapid deceleration state according to the longitudinal acceleration includes:

[0044] determining whether the driver performs a braking operation on the vehicle according to the brake master cylinder pressure, and determining whether the driver performs an accelerating operation on the vehicle according to the driving torque;

[0045] If it is determined that the driver has braked or accelerated the vehicle, then determining whether the longitudinal acceleration is greater than a preset acceleration;

[0046] If the longitudinal acceleration is greater than the preset acceleration, it is determined that the vehicle is in a rapid acceleration or rapid deceleration state.

[0047] Optionally, determining whether the driver performs a braking operation on the vehicle according to the brake master cylinder pressure, and determining whether the driver performs an acceleration operation on the vehicle according to the driving torque, includes:

[0048] When the pressure of the brake master cylinder is greater than a preset pressure, it is determined that the driver performs a braking operation on the vehicle;

[0049] When the driving torque is greater than the preset torque, it is determined that the driver performs an acceleration operation on the vehicle.

[0050] A vehicle control system is provided, comprising a vehicle steering system and a vehicle control device, wherein the vehicle control device is used for:

[0051] determining whether the vehicle is in a preset slipping condition according to the vehicle operation data;

[0052] If it is determined that the vehicle is in a preset skidding condition, then when it is determined that the vehicle is running off the track, the steering compensation torque is determined according to the actual yaw rate and vehicle speed of the vehicle;

[0053] The vehicle's steering system is controlled based on the steering compensation torque to correct the vehicle's steering wheel angle.

[0054] A readable storage medium is provided, which stores a computer program. When the computer program is executed by a vehicle control device, the steps of the above-mentioned vehicle control method are implemented.

[0055] In one solution provided by the above vehicle control method, system and storage medium, it is determined whether the vehicle is in a preset slipping condition based on the vehicle's operating data. If it is determined that the vehicle is in a preset slipping condition, when it is determined that the vehicle is running off the road, the steering compensation torque is determined based on the actual yaw rate and vehicle speed of the vehicle, and then the steering system of the vehicle is controlled based on the steering compensation torque to correct the steering wheel angle of the vehicle. In an embodiment of the present invention, when the vehicle is slipping and running off the road, the steering compensation torque is determined based on the actual yaw rate and vehicle speed, and then the vehicle steering angle is dynamically corrected to control the vehicle's instant steering, making full use of the wheel's grip to correct the vehicle's running off the road, which is not only applicable to ordinary roads but also to split roads, improving vehicle stability, thereby reducing the occurrence of safety accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0057] Figure 1 is a schematic structural diagram of a vehicle control system in one embodiment of the present invention;

[0058] Figure 2 is a flow chart of a vehicle control method in one embodiment of the present invention;

[0059] Figure 3 yes Figure 2 A schematic diagram of an implementation process of step S10;

[0060] Figure 4 yes Figure 3 A schematic diagram of an implementation process of step S20;

[0061] Figure 5 yes Figure 4 A schematic diagram of an implementation process of step S30;

[0062] Figure 6 is a structural schematic diagram of a vehicle control device in one embodiment of the present invention;

[0063] Figure 7 2 is another structural schematic diagram of a vehicle control device in one embodiment of the present invention. DETAILED DESCRIPTION

[0064] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0065] The vehicle control method provided by the embodiment of the present invention can be applied in Figure 1 In the vehicle control system shown, the vehicle control system includes a vehicle control device, a steering system, a braking system, a drive system, and a passive safety system. The vehicle control device communicates with the steering system, the braking system, the drive system, the passive safety system, and the intelligent driving system through a bus. The steering system is the actuator of the vehicle control system. The braking system, the drive system, the passive safety system, the intelligent driving system, and other systems are used to provide various operating data of the vehicle.

[0066] Among them, the vehicle control device is used to: determine whether the vehicle is in a preset slip condition based on the operating data of each system of the vehicle; if it is determined that the vehicle is in a preset slip condition (such as a slip condition caused by emergency braking or sudden acceleration of the vehicle on an oncoming road), it is necessary to determine whether the vehicle is running off the track. When it is determined that the vehicle is running off the track, it means that the vehicle is likely to have slipped (such as side sliding). In order to avoid the vehicle from losing control, it is necessary to determine the steering compensation torque based on the actual yaw angular velocity and vehicle speed of the vehicle; the steering system of the vehicle is controlled based on the steering compensation torque to correct the steering wheel angle of the vehicle.

[0067] Specifically, the braking system mainly provides the vehicle's real-time speed, wheel speed, brake master cylinder pressure, activation status of the ABS system and TCS system, and other operating data; the driving system mainly provides the vehicle's real-time gear position, driving torque, accelerator pedal opening, and other operating data; the passive safety system mainly provides the vehicle's real-time longitudinal acceleration, lateral acceleration, yaw angular velocity, and other operating data; the steering system mainly provides the vehicle's real-time steering wheel torque, steering wheel angle, steering wheel angular velocity, and other operating data. The vehicle control system obtains the required operating data signals of each system for logical processing, determines the slipping condition and calculates the steering compensation torque, and then generates a control command and sends the control command to the steering system. The steering motor of the steering system receives the control command and performs the corresponding steering operation; the steering compensation torque is determined by the actual yaw angular velocity and vehicle speed, and then the vehicle steering angle is dynamically corrected to control the vehicle's instant steering. When the vehicle slips, especially when it slips on the opposite road, the wheel's grip on the road can be fully used to correct the vehicle's deviation phenomenon. It is not only applicable to ordinary roads but also to opposite roads, which improves the vehicle's control performance and vehicle stability, thereby reducing the occurrence of safety accidents.

[0068] In this embodiment, the vehicle control system includes a vehicle control device, a steering system, a braking system, a drive system, and a passive safety system for exemplary purposes only. In other embodiments, other systems may also be included, such as an intelligent driving system (intelligent driving system). The intelligent driving system mainly provides operating data such as the activation status of the APA (Auto Parking Assist) system and the LKA (lane keeping assist) system.

[0069] In one embodiment, the vehicle control system is integrated into the central control unit (CCU) of the vehicle, and is a vehicle stability control system capable of active steering. The vehicle stability control system capable of active steering may be an ASTC (Active Stability and Traction Control) claw system. During vehicle operation, the CCU uniformly receives sensor signals from various systems as operating data. The vehicle control device of the vehicle control system (i.e., the ASTC claw system) extracts the required operating data signals from the RTE (Runtime Environment) layer of the CCU for logical processing, calculates the steering compensation torque and then generates control instructions, and sends control instructions to the steering system to perform corresponding steering operations, correct the steering angle of the vehicle, and improve vehicle stability, prevent vehicle skidding, and reduce the occurrence of safety accidents through auxiliary control of the steering system.

[0070] The current body stability control system is not linked to the steering system, and the control freedom of the body stability control system only includes the braking system and the drive system. In the present embodiment, since the vehicle control system is integrated in the vehicle domain controller CCU, when the vehicle slips, the vehicle control system provided in the present embodiment can quickly coordinate and process the braking system, steering system, drive system, and passive safety system, thereby greatly reducing the response time of the vehicle, correcting the vehicle deviation in time, and prompting the driver to correct the direction, thereby preventing the driver from getting nervous and losing control and turning the steering wheel by mistake.

[0071] In addition, when the vehicle is in emergency braking, the anti-lock braking system (ABS system) will be activated to prevent the vehicle wheels from locking, and the pressure relief action during the activation of the ABS function will cause the braking distance of the vehicle to increase; in this embodiment, the steering system can be used to assist in controlling the vehicle during emergency braking, reducing the risk of the vehicle skidding during emergency braking, thereby improving vehicle stability, reducing the intensity of ABS function intervention, and reducing the braking distance. When the vehicle has a torque deviation compensation system (TSC), the vehicle deviates to one side due to the inconsistency of the length and angle of the left and right drive shafts and the different driving forces under rapid acceleration conditions. The TSC system will detect the vehicle driving torque. When the driving torque reaches the threshold, it will control the steering system to provide steering torque in a fixed direction according to the current vehicle speed and driving torque to suppress the vehicle driving deviation phenomenon; in this embodiment, the steering system can be used to assist in controlling the vehicle, reducing the risk of the vehicle skidding during rapid acceleration, reducing the intensity of TCS function intervention, and the acceleration performance is stronger when driving and accelerating on low-adhesion roads.

[0072] In one embodiment, if Figure 2 As shown, a vehicle control method is provided, which is applied in Figure 1 The vehicle control system in FIG. 1 is taken as an example to illustrate, and the steps are as follows:

[0073] S10: Determine whether the vehicle is in a preset slipping condition according to the vehicle operation data.

[0074] During the operation of the vehicle, the vehicle control device collects the operating data of each system of the vehicle in real time to monitor the operating condition of the vehicle to determine whether the vehicle is in a preset slipping condition on the road. The systems include the vehicle's braking system, steering system, drive system, passive safety system and intelligent driving system.

[0075] For example, when the vehicle's anti-lock braking system ABS or traction control system TCS is activated according to the vehicle's operating data, it means that the vehicle has entered an emergency braking condition or a rapid acceleration condition. The vehicle is prone to slipping under emergency braking or rapid acceleration conditions. If the slip rate of a certain wheel of the vehicle is greater than a certain threshold, the vehicle is at risk of slipping, and it is determined that the vehicle is in a preset slipping condition. If the ABS system or TCS system is not activated, it means that the vehicle is driving normally, and it is determined that the vehicle is not in a preset slipping condition; or, if the slip rate of each wheel of the vehicle is within a normal range, it means that the vehicle is not in a preset slipping condition. In addition, further judgment is required for the open road surface. If it is determined according to the operating data that the adhesion of the ground where the left and right wheels of the vehicle are located is different, and the vehicle may slip to one side, it is determined that the vehicle is in a slipping condition on the open road surface, that is, it is determined that the vehicle is in a preset slipping condition.

[0076] S20: If it is determined that the vehicle is in a preset slipping condition, when it is determined that the vehicle is running off the track, a steering compensation torque is determined according to the actual yaw rate and vehicle speed of the vehicle.

[0077] In this embodiment, the vehicle operation data includes the current actual yaw rate and vehicle speed of the vehicle. After determining whether the vehicle is in a preset slip condition, if the vehicle is in the preset slip condition, the vehicle control device needs to determine whether the vehicle is in a deviation situation, and when it is determined that the vehicle is in a deviation situation, the steering compensation torque is determined according to the actual yaw rate and vehicle speed of the vehicle.

[0078] The yaw angle refers to the deflection angle of the vehicle around the vertical axis, while the yaw velocity refers to the rate of change of the yaw angle, also known as the yaw rate. The magnitude of the yaw velocity represents the stability of the vehicle. If it exceeds a certain threshold, side slip, tail swing, tire wear, etc. will occur. Therefore, it can be determined whether the vehicle is running off the track based on the actual yaw velocity of the vehicle. For example, when the actual yaw velocity is greater than a certain threshold, it can be determined that the vehicle is running off the track. Then, the steering compensation torque is determined based on the actual yaw velocity and vehicle speed of the vehicle.

[0079] Among them, the steering compensation torque (steering wheel compensation torque) can be a value calibrated based on the actual yaw rate and speed of the vehicle. For example, first conduct a real vehicle test on the vehicle to determine the optimal steering compensation torque value of the vehicle at different yaw rates and different speeds, record it as compensation torque data and store it in the vehicle. When it is determined that the vehicle is running off the track, obtain the compensation torque data stored on the vehicle, that is, the compensation torque data includes the optimal steering compensation torque value corresponding to the vehicle at different yaw rates and speeds; then, based on the current actual yaw rate and speed of the vehicle, find the optimal steering compensation torque value corresponding to the current actual yaw rate and speed in the compensation torque data as the steering compensation torque.

[0080] S30: Controlling a steering system of the vehicle based on the steering compensation torque to correct a steering wheel angle of the vehicle.

[0081] After the steering compensation torque is determined, the steering system of the vehicle is controlled based on the steering compensation torque to correct the steering wheel angle of the vehicle. Specifically, after the steering compensation torque is determined, the vehicle control device generates a control instruction corresponding to the steering compensation torque, and sends the control instruction to the steering motor of the steering system, and the steering motor outputs the steering compensation torque to correct the steering wheel angle of the vehicle, so as to control the vehicle to steer in the opposite direction of the deflection, thereby maintaining the vehicle running in a straight line without deviation.

[0082] In one embodiment, when it is determined that the vehicle is running off the track, a vehicle deviation prompt needs to be sent to the driver to remind the driver that the vehicle is skidding and needs to correct the direction of the vehicle, so that the driver can be informed of the vehicle skidding and running off the track in time, and active torque can be connected through the steering wheel to avoid the driver's nervousness, loss of control, and accidental steering, thereby further improving vehicle safety and reducing safety accidents.

[0083] In this embodiment, it is determined whether the vehicle is in a preset slipping condition based on the vehicle's operating data. If the vehicle is in a preset slipping condition, when it is determined that the vehicle is running off the road, the steering compensation torque is determined based on the actual yaw rate and vehicle speed of the vehicle, and then the steering system of the vehicle is controlled based on the steering compensation torque to correct the steering wheel angle of the vehicle. In the embodiment of the present invention, when the vehicle is slipping and running off the road, the steering compensation torque is determined based on the actual yaw rate and vehicle speed, and then the vehicle steering angle is dynamically corrected to control the vehicle's instant steering, which makes full use of the wheel's grip to correct the vehicle's running off the road. It is not only applicable to ordinary roads but also to split roads, which improves the stability of the vehicle and reduces the occurrence of safety accidents.

[0084] In this embodiment, the steering system is used to assist in controlling the vehicle, reducing the risk of the vehicle skidding due to emergency braking, thereby improving vehicle stability, reducing the intensity of ABS function intervention, and shortening the braking distance; the steering system is used to assist in controlling the vehicle, reducing the risk of the vehicle skidding during sudden acceleration, reducing the intensity of TCS function intervention, and achieving stronger acceleration performance when driving and accelerating on low-adhesion roads.

[0085] In an embodiment, the running data of the vehicle includes the vehicle speed, the steering wheel angle and the actual yaw rate. When determining that the vehicle is running off the track, the current standard yaw rate of the vehicle can be determined according to the vehicle speed and the steering wheel angle, and the standard yaw rate is the yaw rate of the vehicle under steady-state running conditions, and then the difference between the current standard yaw rate and the actual yaw rate of the vehicle is determined, and then the vehicle is determined to be running off the track according to the size of the difference, which is more accurate.

[0086] In one embodiment, the operating data such as vehicle speed, steering wheel angle and actual yaw rate are obtained by real-time monitoring of sensor signals of various systems of the vehicle. In the process of monitoring various systems of the vehicle to obtain the operating data of the vehicle, in order to eliminate the occasional pulse interference on the vehicle and ensure the accuracy of the operating data such as vehicle speed, steering wheel angle and actual yaw rate, an anti-pulse interference average filtering method can be used to perform anti-pulse interference average filtering on the collected sensor signals, and the corresponding sensor signals after filtering are used as the operating data. The anti-pulse interference average filtering can eliminate the sampling value deviation caused by pulse interference, has a good inhibitory effect on periodic interference, makes the obtained operating data more accurate, and facilitates subsequent accurate calculation and processing.

[0087] Among them, the pulse interference-proof average filtering method combines the advantages of the median filtering method and the arithmetic mean filtering method, has high smoothness and is suitable for systems with high-frequency oscillations. Specifically, the filtering process of operating data such as vehicle speed, steering wheel angle and actual yaw angular velocity includes: obtaining 5 consecutive frames of signal values ​​(5 frames of vehicle speed values) during the time domain signal of a certain sensor (such as a vehicle speed sensor); adding 5 consecutive frames of signal values ​​during the time domain signal process to obtain a first signal value; determining the maximum and minimum values ​​of the 5 consecutive frames of signal values ​​during the time domain signal process, and adding the maximum value to the minimum value to obtain a second signal value; then averaging the first signal value and the second signal value to obtain the target signal value (such as vehicle speed) corresponding to the sensor.

[0088] Among them, the operating data such as vehicle speed, steering wheel angle and actual yaw rate are obtained by filtering through the following formula:

[0089]

[0090] Among them, f n represents the target signal value obtained by anti-pulse interference average filtering, that is, operating data such as vehicle speed, steering wheel angle and actual yaw rate; f1, f2, f3, f4, f5 represent the signal values ​​of 5 consecutive frames in the time domain signal process of a certain sensor; (f1+f2+f3+f4+f5) represents the first signal value; f max Indicates the maximum value of the signal value of the continuous 5 frames; f min Indicates the minimum value among the five consecutive frames of signal values;

[0091] (f max +f min ) represents the second signal value.

[0092] In this embodiment, the sampling value deviation caused by pulse interference can be eliminated through anti-pulse interference average filtering, and the signal value can be smoothed, so that the obtained operating data such as vehicle speed, steering wheel angle and actual yaw angular velocity are more accurate, which is convenient for subsequent accurate calculation and processing.

[0093] In one embodiment, the vehicle operation data includes the wheel speed of each wheel. Figure 3 As shown, in step S10, determining whether the vehicle is in a preset slipping condition according to the vehicle operation data specifically includes the following steps:

[0094] SA11: Determine the slip ratio of each wheel based on the wheel speed of each wheel.

[0095] In this embodiment, the running data of the vehicle includes the wheel speed of each wheel. Then, the slip rate of each wheel is determined according to the vehicle speed and the wheel speed of each wheel. The slip rate of each wheel is calculated by the vehicle speed and the wheel speed of each wheel, which ensures accuracy and makes the data easier to obtain.

[0096] The slip rate of each wheel is calculated by the following formula:

[0097]

[0098] Where n represents the number of wheels, n = 1, 2, 3, 4; slip ratio n Indicates the slip rate of the nth wheel; Wheel n speed represents the wheel speed of the left front wheel, the speed of the right front wheel, the speed of the left rear wheel, and the speed of the right rear wheel respectively; Vehicle speed indicates the speed of the wheels.

[0099] In other embodiments, the slip ratio may be calculated by other methods, such as calculating the slip ratio according to the wheel speed and impact speed of the wheel, and the specific process will not be described in detail here.

[0100] SA12: Determine whether the vehicle is in a preset slip condition based on the slip rate of each wheel.

[0101] After the slip ratio of each wheel is determined, it is determined whether the vehicle is in a preset slip condition according to the slip ratio of each wheel.

[0102] For example, determine whether the slip rate of each wheel is greater than a fixed value (such as 20%, 15%). If the slip rate of any wheel is greater than or equal to the fixed value, and the duration is greater than or equal to the preset duration (such as 3s), it means that a certain part of the vehicle is slipping continuously, and it is determined that the vehicle is in the preset slip condition; if the slip rate of each wheel is less than the fixed value, or the slip rate of any wheel is greater than or equal to the fixed value but the duration is less than the preset duration, it means that there is no risk of slipping for the time being, and it is determined that the vehicle is not in the preset slip condition.

[0103] In this embodiment, the slip rate of each wheel is determined based on the wheel speed of each wheel, and whether the vehicle is in a preset slip condition is determined based on the slip rate of each wheel. The step of determining whether the vehicle is in a preset slip condition based on the vehicle's operating data is refined, and determining whether the vehicle is in a preset slip condition based on the slip rate of each wheel is simple and convenient.

[0104] In one embodiment, the preset slip condition is a slip condition on an open road. In step SA12, determining whether the vehicle is in the preset slip condition based on the slip rate of each wheel specifically includes the following steps:

[0105] SA121: Determine whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and determine whether the slip rates of the wheels on the other side of the vehicle are all less than the second slip rate;

[0106] SA122: If the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it is determined that the vehicle is in a slipping condition on the oncoming road.

[0107] After determining the slip rate of each wheel, it is necessary to determine whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and determine whether the slip rates of the wheels on the other side of the vehicle are all less than the second slip rate, wherein the first slip rate is greater than or equal to the second slip rate; if the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it means that the wheel slip rate on one side of the vehicle is too large, while the wheel slip rate on the other side is normal, and it can be determined that the vehicle is traveling on an oncoming road and skidding, then it is determined that the vehicle is in a slipping condition on the oncoming road.

[0108] For example, the first slip rate is 15%, and the second slip rate is less than 5%. When the slip rate of the left front wheel and the left rear wheel are both greater than 15%, and the slip rate of the right front wheel and the right rear wheel are both less than 5%, it indicates that the left wheel of the vehicle is slipping, and it is determined that the vehicle is in a slipping condition on the oncoming road. When the slip rate of the right front wheel and the right rear wheel are both greater than 15%, and the slip rate of the left front wheel and the left rear wheel are both less than 5%, it indicates that the right wheel of the vehicle is slipping, and it is determined that the vehicle is in a slipping condition on the oncoming road.

[0109] After determining whether the slip rates of the wheels on one side of the vehicle are greater than the first slip rate, and determining whether the slip rates of the wheels on the other side of the vehicle are less than the second slip rate, if the slip rates of the wheels on both sides are less than the second slip rate, it means that the slip rates of each wheel are normal and there is no risk of the vehicle slipping. It is determined that the vehicle is not in a condition of slipping on the opposite road, that is, the vehicle is not in a preset slipping condition.

[0110] In this embodiment, after determining the slip rate of each wheel according to the wheel speed of each wheel, by determining whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and determining whether the slip rates of the wheels on the other side of the vehicle are all less than the second slip rate, the first slip rate is greater than or equal to the second slip rate; if the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it is determined that the vehicle is in a slipping condition on the opposite road surface, and the specific steps of determining whether the vehicle is in a preset slipping condition according to the slip rates of each wheel are clarified. By judging the slip rates of the wheels on both sides of the vehicle respectively, it is possible to quickly determine whether the vehicle is in a slipping condition on the opposite road surface, so as to calculate the steering compensation torque in time later, and then perform a correction action for the vehicle steering, make full use of the grip of the high-adhesion road surface in the opposite road surface to correct the vehicle deviation phenomenon, improve the stability and control performance of the vehicle, and ensure the safety of the vehicle.

[0111] In one embodiment, the vehicle operation data includes longitudinal acceleration; the preset slip condition is a condition in which slip occurs due to braking or acceleration operation on an open road. Before step S121, that is, before determining whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, the method further includes the steps of: determining whether the vehicle is in a rapid acceleration or rapid deceleration state according to the longitudinal acceleration of the vehicle; if the vehicle is in a rapid acceleration or rapid deceleration state, determining whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate.

[0112] That is, step S10: determining whether the vehicle is in a preset slip condition according to the vehicle operation data, specifically includes the following steps:

[0113] SB11: Determine whether the vehicle is in a state of rapid acceleration or rapid deceleration based on the longitudinal acceleration of the vehicle.

[0114] In this embodiment, the vehicle operation data includes the longitudinal acceleration and the wheel speed of each wheel. After obtaining the operation data, it is first determined whether the vehicle is in a state of rapid acceleration or rapid deceleration according to the longitudinal acceleration of the vehicle. If the longitudinal acceleration is too large, it means that the vehicle is in a state of rapid acceleration or rapid deceleration.

[0115] SB12: If the vehicle is in a state of rapid acceleration or rapid deceleration, determine whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate and determine whether the slip rates of the wheels on the other side of the vehicle are all less than the second slip rate.

[0116] SB13: If the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it is determined that the vehicle is in a condition where it is slipping due to braking or acceleration operation on an oncoming road.

[0117] After determining whether the vehicle is in a state of rapid acceleration or rapid deceleration, if the vehicle is in a state of rapid acceleration or rapid deceleration, it is necessary to calculate the slip rate of each wheel according to the vehicle speed and the wheel speed of each wheel, and then determine whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate and determine whether the slip rates of the wheels on the other side of the vehicle are all less than the second slip rate, and the first slip rate is greater than or equal to the second slip rate. If the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it is determined that the vehicle is in a condition where it slips due to braking or acceleration operation on the open road, that is, it is determined that the vehicle is in a preset slip condition.

[0118] Optionally, the operating data includes longitudinal acceleration; the preset slip condition is a condition in which slip occurs due to braking or acceleration operation on an open road, and before determining the slip rate of each wheel according to the wheel speed of each wheel, the method further includes:

[0119] In this embodiment, first determine whether the vehicle is in a state of rapid acceleration or rapid deceleration according to the longitudinal acceleration of the vehicle. If the vehicle is in a state of rapid acceleration or rapid deceleration, determine whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate and determine whether the slip rates of the wheels on the other side of the vehicle are all less than the second slip rate, and the first slip rate is greater than or equal to the second slip rate; if the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, then determine that the vehicle is in a condition where it is slipping due to braking or acceleration operation on the opposite road surface. This process clarifies another specific step of determining whether the vehicle is in a preset slipping condition according to the vehicle's operating data. By further checking the longitudinal acceleration of the vehicle itself, it is confirmed whether the vehicle is in a state of rapid acceleration or rapid deceleration, and then whether there is a slipping condition on the opposite road surface according to the wheel slip rate. This is simple and has high accuracy, avoiding misjudgment due to single data judgment, and reducing frequent correction operations caused by misjudgment.

[0120] In one embodiment, the vehicle operation data also includes the driving torque and the brake master cylinder pressure. In step SA11, determining whether the vehicle is in a rapid acceleration or rapid deceleration state according to the longitudinal acceleration specifically includes the following steps:

[0121] SA111: Determine whether the driver performs a braking operation on the vehicle based on the brake master cylinder pressure, and determine whether the driver performs an accelerating operation on the vehicle based on the driving torque.

[0122] In this embodiment, the vehicle operation data also includes driving torque and brake master cylinder pressure. In the process of determining the preset slip condition, the vehicle first determines whether the driver intends to perform emergency braking on the vehicle based on the brake master cylinder pressure of the brake system, and determines whether the driver intends to perform a large throttle acceleration operation on the vehicle based on the driving torque of the drive system.

[0123] It should be understood that when the vehicle is under normal operating conditions and the braking system and drive system are in normal condition, the brake master cylinder pressure and braking deceleration will be in an approximately linear matching relationship, and the drive torque and acceleration will be in an approximately linear matching relationship. Therefore, it is possible to judge whether the vehicle is in an emergency braking or acceleration state based on the brake master cylinder pressure and drive torque.

[0124] Among them, determining whether the driver performs a braking operation on the vehicle according to the brake master cylinder pressure, and determining whether the driver performs an acceleration operation on the vehicle according to the driving torque includes: when the brake master cylinder pressure is greater than a preset pressure, determining that the driver performs a braking operation on the vehicle; when the driving torque is greater than a preset torque, determining that the driver performs an acceleration operation on the vehicle. The preset pressure is a pressure value pre-calibrated according to the vehicle model; the preset torque is a torque percentage pre-calibrated according to the vehicle model.

[0125] For example, the preset pressure may be 40 bar, and the preset torque may be 60%. When the master cylinder pressure is greater than 40 bar, it is determined that the driver is performing a braking operation on the vehicle; when the driving torque is greater than 60%, it is determined that the driver is performing an acceleration operation on the vehicle.

[0126] SA112: If it is determined that the driver has braked or accelerated the vehicle, determine whether the longitudinal acceleration is greater than a preset acceleration.

[0127] After determining whether the driver has braked the vehicle based on the brake master cylinder pressure, and determining whether the driver has accelerated the vehicle based on the driving torque, if it is determined that the driver has braked or accelerated the vehicle, further confirming whether the vehicle is rapidly accelerating or decelerating based on the longitudinal acceleration provided by the vehicle's passive safety system, that is, determining whether the longitudinal acceleration is greater than the preset acceleration.

[0128] If the longitudinal acceleration of the vehicle is less than or equal to the preset acceleration, it indicates that the vehicle is driving normally or reversing, and it is determined that the vehicle is not in a state of rapid acceleration or rapid deceleration.

[0129] The preset acceleration is a pre-calibrated acceleration value, for example, the preset acceleration may be 0.3g.

[0130] SA113: If the longitudinal acceleration is greater than the preset acceleration, it is determined that the vehicle is in a rapid acceleration or rapid deceleration state.

[0131] After determining whether the longitudinal acceleration is greater than the preset acceleration, if the longitudinal acceleration is greater than the preset acceleration, it is determined that the vehicle is in a rapid acceleration or rapid deceleration state. At this time, the slip rate of each wheel is further determined based on the vehicle speed provided by the braking system and the wheel speed of each wheel, and then it is determined based on the slip rate of each wheel whether the vehicle has side slip on the opposite road surface, that is, it is determined whether the slip rate of the wheels on one side of the vehicle is greater than the first slip rate and whether the slip rate of the wheels on the other side of the vehicle is less than the second slip rate; if the slip rate of the wheels on one side of the vehicle is greater than the first slip rate, and the slip rate of the wheels on the other side is less than the second slip rate, it is determined that the vehicle is in a condition where it is slipping due to braking or acceleration operation on the opposite road surface.

[0132] In this embodiment, first determine whether the driver intends to perform emergency braking according to the master cylinder pressure, or determine whether the driver intends to increase the throttle to accelerate according to the driving torque; after determining that the driver intends to perform emergency braking or increase the throttle to accelerate the vehicle, further determine whether the vehicle is in a rapid acceleration or rapid deceleration according to the longitudinal acceleration of the vehicle. If the longitudinal acceleration is greater than the preset acceleration, it can be determined that the vehicle is in a rapid acceleration or rapid deceleration state; thereafter, further determine the slip rate of each wheel according to the wheel speed of each wheel, and then determine whether the vehicle has a side slip on the opposite road according to the slip rate of each wheel, that is, when it is determined that the slip rate of the wheels on one side of the vehicle is greater than the first slip rate and the slip rate of the wheels on the other side of the vehicle is less than the second slip rate, it is determined that the vehicle is in a condition of skidding on the opposite road due to braking or acceleration operation. When judging the vehicle's skidding condition, accurate skidding condition judgment is performed through data such as the master cylinder pressure, driving torque, longitudinal acceleration, vehicle speed, and wheel speed of each wheel, thereby ensuring the accuracy of the skidding condition judgment. In addition, by quickly coordinating and processing data signals from the braking system, drive system, passive safety system and other systems, the system can recognize the driver's driving intention, the vehicle's acceleration and deceleration status, and the vehicle's road adhesion, to determine whether the vehicle is in a preset skidding condition. The subsequent vehicle yaw rate self-learning function can be used to assist in vehicle deviation identification. When the vehicle is determined to be skidding or deviating, the steering system's active deviation correction function can be controlled, thereby reducing response time, avoiding unexpected side slipping of the vehicle, making timely deviation corrections, and prompting the driver to correct the direction.

[0133] In one embodiment, if Figure 4 As shown, in step S20, that is, when it is determined that the vehicle is running off the track, the steering compensation torque is determined according to the actual yaw rate and vehicle speed of the vehicle, which specifically includes the following steps:

[0134] S21: Determine the difference between the current standard yaw rate and the actual yaw rate of the vehicle.

[0135] In this embodiment, the standard yaw rate is the yaw rate of the vehicle under steady-state operation, that is, the yaw rate of the vehicle under normal dynamic operation without slipping or running off. After determining that the vehicle is in a preset slipping condition, the vehicle control device needs to obtain the current standard yaw rate of the vehicle; then determine the difference between the current standard yaw rate and the actual yaw rate of the vehicle, and then determine that the vehicle is running off according to the difference between the standard yaw rate and the actual yaw rate.

[0136] Among them, the standard yaw rate is the yaw rate value of the vehicle under steady-state operating conditions, which is pre-calibrated according to the steering angle (steering wheel angle) of the vehicle. When the steering angle of the vehicle changes, the steering angle of the front wheels of the vehicle changes, resulting in a change in the standard yaw rate. Therefore, different steering angles correspond to different standard yaw rates. After determining that the vehicle is in a preset slip condition, it is necessary to obtain the pre-calibrated standard yaw rate data, which includes the standard yaw rate values ​​corresponding to different steering angles of the vehicle under steady-state operating conditions, and then determine the yaw rate value corresponding to the current steering angle (steering wheel angle) of the vehicle in the standard yaw rate data as the standard yaw rate, which is simple and convenient.

[0137] S22: When it is determined based on the difference that the vehicle is running off the track, a steering compensation torque is determined based on the difference and the vehicle speed.

[0138] After determining the difference between the vehicle's current standard yaw rate and the actual yaw rate, when it is determined that the vehicle is running off the track based on the difference, it is necessary to determine the steering compensation torque based on the difference and the vehicle speed, so as to control the steering system to output the steering compensation torque, thereby assisting the vehicle in steering, correcting the vehicle's posture, and maintaining stable driving of the vehicle.

[0139] Among them, the steering compensation torque (steering wheel compensation torque) can be a value calibrated based on the vehicle speed and yaw rate difference (i.e., the difference between the standard yaw rate and the actual yaw rate); different vehicle speeds and different yaw rate differences correspond to different steering compensation torques.

[0140] Specifically, a real vehicle test is first conducted on the vehicle to determine the optimal steering compensation torque value of the vehicle at different yaw rate differences and different vehicle speeds, which is recorded as compensation torque data and stored in the vehicle. When it is determined that the vehicle is running off the road, the steering compensation torque is determined according to the difference and the vehicle speed, including: first obtaining the compensation torque data stored on the vehicle, that is, the compensation torque data includes the optimal steering compensation torque value corresponding to the vehicle at different yaw rate differences and vehicle speeds; then, according to the difference between the current vehicle speed, the standard yaw rate and the actual yaw rate, the optimal steering compensation torque value corresponding to the current vehicle speed and the difference is searched in the compensation torque data as the steering compensation torque. In this embodiment, the magnitude of the steering compensation torque is calibrated based on the actual operation of the vehicle, which is simple and convenient, and can further ensure that the steering compensation torque conforms to the current actual vehicle situation, thereby accurately correcting the vehicle steering and maintaining the vehicle running straight without running off the road.

[0141] In this embodiment, by determining the difference between the current standard yaw rate and the actual yaw rate of the vehicle, wherein the standard yaw rate is the yaw rate of the vehicle under steady-state operating conditions, and then determining the vehicle's deviation according to the difference, determining the steering compensation torque according to the difference and the vehicle speed, the specific steps of determining the steering compensation torque according to the actual yaw rate and the vehicle speed of the vehicle when determining the vehicle's deviation are clarified. By comparing the standard yaw rate and the actual yaw rate of the vehicle under steady-state operating conditions, the deviation of the vehicle is determined, which is simple, intuitive and highly accurate. Finally, the steering compensation torque is determined according to the yaw rate difference and the vehicle speed, so that the steering compensation torque conforms to the current actual vehicle situation, thereby accurately correcting the vehicle steering and maintaining the vehicle to travel in a straight line without deviation.

[0142] In one embodiment, step S22, i.e. determining that the vehicle is running off the track based on the difference, specifically includes the following steps:

[0143] S221: Determine whether the difference between the current standard yaw rate and the actual yaw rate of the vehicle is greater than a first yaw rate difference;

[0144] S222: If the difference is greater than the first yaw rate difference, it is determined that the vehicle is running off the track.

[0145] After determining that the vehicle is in a preset skidding condition, the vehicle control device needs to obtain the current standard yaw rate of the vehicle, and then determine whether the vehicle is running off the track based on the current standard yaw rate and the actual yaw rate of the vehicle. Specifically, first determine the difference between the current standard yaw rate and the actual yaw rate of the vehicle, and then determine whether the difference is greater than a first yaw rate difference. If the difference is greater than the first yaw rate difference, it is determined that the vehicle is running off the track.

[0146] Among them, the first yaw rate difference is a value pre-calibrated according to the speed of the vehicle, and the first yaw rate difference is different for different vehicle speeds. After determining the difference between the current standard yaw rate and the actual yaw rate of the vehicle, the pre-calibrated first angular velocity difference data can be obtained, and the first angular velocity difference data includes the corresponding yaw rate differences at different vehicle speeds; then, the yaw rate difference corresponding to the current vehicle speed is searched in the first angular velocity difference data, which is recorded as the first yaw rate difference. The first yaw rate difference is determined by the pre-calibrated first angular velocity difference data and the vehicle speed, so that the first yaw rate difference matches the actual vehicle situation, improves the accuracy of the first yaw rate difference, thereby improving the accuracy of the deviation judgment, thereby reducing the frequent deviation correction operations caused by the judgment error, and further improving the vehicle control performance. In other embodiments, the first yaw rate difference can also be a fixed constant value.

[0147] In this embodiment, by determining whether the difference between the current standard yaw rate and the actual yaw rate of the vehicle is greater than the first yaw rate difference, if the difference is greater than the first yaw rate difference, it is determined that the vehicle is running off, and the specific process of determining whether the vehicle is running off is clarified. By comparing the standard yaw rate of the vehicle under steady-state operating conditions with the actual yaw rate, the deviation of the vehicle is determined, which is simple, intuitive and highly accurate, and provides an accurate premise for subsequent steering compensation torque calculation and steering control.

[0148] In one embodiment, the vehicle operation data includes a steering wheel angle. In step S21, before calculating the difference between the current standard yaw rate and the actual yaw rate of the vehicle, the current standard yaw rate of the vehicle needs to be determined. The standard yaw rate is determined by:

[0149] S211: Acquire standard yaw rate data, where the standard yaw rate data is used to describe standard yaw rate values ​​corresponding to different vehicle speeds and steering angles when the vehicle is running in a steady state.

[0150] In this embodiment, before calculating the difference between the current standard yaw rate and the actual yaw rate of the vehicle, standard yaw rate data needs to be acquired.

[0151] The standard yaw rate data is used to describe the standard yaw rate values ​​corresponding to different vehicle speeds and steering angles when the vehicle is running in a steady state; that is, the standard yaw rate data is the yaw rate value of the vehicle under steady-state running conditions that is pre-calibrated according to the vehicle speed and steering angle (steering wheel angle), and includes the standard yaw rate values ​​corresponding to different vehicle speeds and steering wheel angles. If the current vehicle speed and steering wheel angle are different, the corresponding standard yaw rate values ​​are also different.

[0152] It should be understood that in order to ensure the accuracy of the standard yaw rate data, we need to determine which parameters are related to the vehicle's yaw rate, so as to establish a vehicle yaw response calculation model. According to the actual vehicle parameter measurement results, the established vehicle yaw response calculation model is as follows:

[0153]

[0154] Among them, k1 represents the vehicle's front wheel cornering stiffness; k2 represents the vehicle's rear wheel cornering stiffness; m represents the vehicle's mass; a represents the distance from the vehicle's center of mass to the front axle; b represents the distance from the vehicle's center of mass to the rear axle; Iz represents the vehicle's moment of inertia, which is a vehicle design parameter that can be obtained through tests and other means during the vehicle development stage; β represents the vehicle's center of mass side slip angle; β=v / u; v represents the vehicle's lateral velocity; v′ represents the derivative of the lateral velocity; u represents the vehicle's longitudinal velocity, i.e., the vehicle speed; wr represents the vehicle's yaw rate; wr′ represents the derivative of the yaw rate; δ represents the vehicle's front wheel steering angle, which is a dynamic parameter during the actual vehicle's driving process and can be obtained in real time using sensors and ECUs. The front wheel steering angle is proportional to the steering wheel angle.

[0155] According to the above vehicle yaw response calculation model, under the premise of determining the actual vehicle design parameters, when the vehicle is in dynamic motion, at a specific vehicle speed and a step input of a specific steering wheel angle, the vehicle will gradually enter the steady-state response process to obtain a stable yaw rate. Therefore, under steady-state conditions, the vehicle speed, front wheel angle and yaw rate of the same vehicle are matched one by one, that is, theoretically, the yaw rate response value of the vehicle under steady-state operating conditions can be determined based on the vehicle speed and steering wheel angle. However, there will be a certain error between the theoretical value and the actual vehicle response, and the matching relationship of yaw rate-vehicle speed-steering wheel angle needs to be corrected based on the actual vehicle steady-state operation test, so as to obtain the standard yaw rate corresponding to different vehicle speeds and steering wheel angles when the vehicle is in steady-state operating conditions, as the standard yaw rate data, to ensure the accuracy of the standard yaw rate data.

[0156] S212: Determine the current standard yaw rate of the vehicle based on the standard yaw rate data, the vehicle speed and the steering wheel angle.

[0157] After the standard yaw rate data is acquired, the current standard yaw rate of the vehicle is determined based on the standard yaw rate data, the vehicle speed and the steering wheel angle.

[0158] Specifically, after determining that the vehicle is in a preset slip condition, pre-calibrated standard yaw rate data can be obtained, and the preset yaw rate includes standard yaw rate values ​​corresponding to different vehicle speeds and steering wheel angles under steady-state operating conditions. Then, the standard yaw rate value corresponding to the current steering angle (steering wheel angle) of the vehicle is determined in the standard yaw rate data as the standard yaw rate. This is simple and convenient, and by anchoring the standard yaw rate according to the vehicle speed and steering wheel angle, the standard yaw rate can be more in line with the dynamic operation of the vehicle and has higher accuracy.

[0159] For example, the standard yaw rate data may be a yaw rate response characteristic curve, the horizontal axis of the curve representing the vehicle speed, and the vertical axis representing the steering wheel angle. After determining the vehicle's current steering wheel angle and vehicle speed, the standard yaw rate value corresponding to the vehicle's current steering wheel angle and vehicle speed is found in the yaw rate response characteristic curve as the standard yaw rate.

[0160] In this embodiment, by acquiring standard yaw rate data, the standard yaw rate data is used to describe the standard yaw rate values ​​corresponding to different vehicle speeds and steering angles when the vehicle is running in a steady state, and then based on the standard yaw rate data, the vehicle speed and the steering wheel angle, the current standard yaw rate of the vehicle is determined, the determination process of the standard yaw rate is clarified, and the standard yaw rate value is determined according to the vehicle speed and steering wheel angle when the vehicle is actually running, so that the standard yaw rate can be more in line with the dynamic operation of the vehicle and has higher accuracy, thereby providing a more accurate data basis for subsequent judgment and calculation, thereby further improving the vehicle control performance.

[0161] In one embodiment, the operating data includes longitudinal acceleration and steering wheel angular velocity. In step S212, based on the standard yaw rate data, vehicle speed and steering wheel angle, the current standard yaw rate of the vehicle is determined, which specifically includes the following steps:

[0162] S2121: In the standard yaw rate data, a standard yaw rate value corresponding to the vehicle speed and the steering wheel angle is obtained by querying.

[0163] First, after obtaining the standard yaw rate data, the standard yaw rate value corresponding to the vehicle speed and the steering wheel angle is queried in the standard yaw rate data.

[0164] S2122: According to the longitudinal acceleration and / or the steering wheel angular velocity, correct the corresponding standard yaw angular velocity value to obtain the standard yaw angular velocity.

[0165] In the standard yaw rate data, the standard yaw rate value corresponding to the vehicle speed and the steering wheel angle is queried and obtained. Generally, the corresponding standard yaw rate value obtained by the search can be used as the standard yaw rate.

[0166] However, according to the vehicle yaw response calculation model mentioned above, the distance between the center of mass of the vehicle and the front axle a and the rear axle b will affect the size of the vehicle's yaw angular velocity; and during the acceleration and braking of the vehicle, due to the influence of the longitudinal acceleration of the vehicle, the center of mass of the vehicle will shift, so in order to ensure the accuracy of the standard yaw angular velocity, it is necessary to correct the corresponding standard yaw angular velocity value according to the longitudinal acceleration to eliminate the error between the steady-state characteristics and dynamic characteristics of the vehicle. In addition, since the vehicle suspension and tire system belongs to an inertia system, the vehicle suspension and tire system will have hysteresis during the rapid steering operation. Therefore, when the steering wheel angular velocity is too large, it is necessary to correct the corresponding standard yaw angular velocity value based on the steering wheel angular velocity to eliminate the error between the steady-state characteristics and dynamic characteristics of the vehicle. That is, it is necessary to correct the corresponding standard yaw angular velocity value according to the longitudinal acceleration and / or the steering wheel angular velocity to obtain the standard yaw angular velocity, eliminate the error between the steady-state characteristics and dynamic characteristics of the vehicle, and obtain a more accurate yaw angular velocity reference standard.

[0167] Among them, according to the longitudinal acceleration and / or the steering wheel angular velocity, the corresponding standard yaw angular velocity value is corrected to obtain the standard yaw angular velocity, including three cases: the first case: the corresponding standard yaw angular velocity value is corrected according to the longitudinal acceleration to obtain the standard yaw angular velocity; the second case: the corresponding standard yaw angular velocity value is corrected according to the steering wheel angular velocity to obtain the standard yaw angular velocity; the third case: the corresponding standard yaw angular velocity value is corrected according to the longitudinal acceleration, and the corresponding standard yaw angular velocity value is corrected according to the steering wheel angular velocity to obtain the standard yaw angular velocity.

[0168] Among them, correcting the corresponding standard yaw rate value according to the longitudinal acceleration to obtain the standard yaw rate includes: determining a first correction coefficient corresponding to the longitudinal acceleration, the first correction coefficient being a value obtained by calibration according to the actual vehicle response, and different longitudinal accelerations correspond to different first correction coefficients; and then multiplying the first correction coefficient with the searched corresponding standard yaw rate value to obtain the standard yaw rate. The response effect of the longitudinal acceleration on the vehicle yaw rate is quantified by the first correction coefficient, so that a more accurate standard yaw rate can be corrected.

[0169] Among them, correcting the standard yaw rate value corresponding to the steering wheel angular velocity to obtain the standard yaw rate includes: determining a second correction coefficient corresponding to the steering wheel angular velocity, the second correction coefficient being a value obtained by calibration according to the response hysteresis of the actual vehicle, and different steering wheel angular velocities correspond to different second correction coefficients; and then multiplying the second correction coefficient with the searched and corresponding standard yaw rate value to obtain the standard yaw rate. The response influence of the steering wheel angular velocity on the vehicle yaw rate is quantified by the second correction coefficient, so that a more accurate standard yaw rate can be corrected.

[0170] In this embodiment, in the standard yaw rate data, the standard yaw rate value corresponding to the vehicle speed and the steering wheel angle is queried, and then the corresponding standard yaw rate value is corrected according to the longitudinal acceleration and / or the steering wheel angle to obtain the standard yaw rate, and the specific steps of determining the current standard yaw rate of the vehicle based on the standard yaw rate data, the vehicle speed and the steering wheel angle are clarified. In the process of determining the standard yaw rate of the vehicle, the standard yaw rate is corrected according to the longitudinal acceleration and / or the steering wheel angle, and the actual vehicle yaw rate reference benchmark can be corrected in real time according to the dynamic operation of the vehicle, and the error between the steady-state characteristics and the dynamic characteristics of the vehicle is eliminated, so that the subsequent vehicle control is more accurate.

[0171] In one embodiment, if Figure 5 As shown, in step S30, the steering system of the vehicle is controlled based on the steering compensation torque, which specifically includes the following steps:

[0172] S31: monitor the current steering wheel hand torque of the vehicle in real time, and adjust the steering compensation torque according to the steering wheel hand torque to obtain the adjusted compensation torque.

[0173] S32: Outputting the adjustment compensation torque to the steering system so that the steering system executes.

[0174] Since the driver is involved in driving the vehicle, when the driver finds that the vehicle is afraid of running off the track, he will actively operate the steering wheel to make the vehicle turn; therefore, in the process of controlling the vehicle's steering system according to the steering compensation torque, the vehicle control device needs to monitor the vehicle's steering wheel hand torque in real time, so as to adjust the steering compensation torque according to the steering wheel hand torque, so that the steering compensation torque gradually withdraws as the driver's steering hand force increases, avoiding interference with the driver's steering operation. Among them, the steering wheel hand torque is collected by the torque sensor on the steering wheel.

[0175] After determining the steering compensation torque according to the actual yaw angular velocity and vehicle speed of the vehicle, it is also necessary to monitor the current steering wheel hand torque of the vehicle in real time, and adjust the steering compensation torque according to the steering wheel hand torque to obtain an adjusted compensation torque, wherein the adjusted compensation torque decreases as the steering wheel hand torque increases; the adjusted compensation torque is then output to the steering system so that the steering system is executed to correct the steering wheel angle of the vehicle, thereby controlling the vehicle to steer in the opposite direction of the deflection, thereby maintaining the vehicle's straight driving without deviation.

[0176] Specifically, the steering compensation torque is adjusted according to the steering wheel hand torque to obtain the adjusted compensation torque, including: determining a gain coefficient according to the steering wheel hand torque, and then multiplying the steering compensation torque by the gain coefficient to obtain the adjusted compensation torque. Among them, the gain coefficient decreases as the steering wheel hand torque increases. For example, when the steering wheel hand torque is small, that is, when the steering wheel hand torque is less than the first preset torque, the gain coefficient is 1, and the gain coefficient gradually decreases as the steering wheel hand torque increases until the steering wheel hand torque reaches the second preset torque, and the gain coefficient is reduced to 0. Among them, the second preset torque is greater than the first preset torque, and the second preset torque can be 3Nm; the first preset torque can be 1Nm or 0.5Nm. The gain coefficient is determined by the magnitude of the steering wheel hand torque, and then the adjusted compensation torque is obtained with the steering compensation torque. The adjustment value of the steering wheel hand torque to the steering compensation torque is quantified by the gain coefficient, so that the adjusted compensation torque is more accurate, and the vehicle control performance is further improved.

[0177] In this embodiment, the second preset torque is 3 Nm. The first preset torque of 1 Nm or 0.5 Nm is only for exemplary description. In other embodiments, the second preset torque and the first preset torque may also be other values, which will not be described in detail here.

[0178] In this embodiment, the vehicle's current steering wheel hand torque is monitored in real time, and the steering compensation torque is adjusted according to the steering wheel hand torque to obtain the adjusted compensation torque, which is then output to the steering system to enable the steering system to execute. The specific steps of controlling the vehicle's steering system based on the steering compensation torque are clarified, and the steering compensation torque is adjusted according to the steering wheel hand torque, so that the steering compensation torque gradually withdraws as the driver's steering hand force increases, thereby achieving a control relationship of mutual increase and decrease with the driver's intervention.

[0179] In one embodiment, before step S10, that is, after determining whether the vehicle is in a preset slip condition according to the vehicle operation data, the method further specifically includes the following steps:

[0180] S40: If it is determined that the vehicle is not in the preset slipping condition, determine whether the vehicle is in a steady-state operating condition based on the operating data.

[0181] During the operation of the vehicle, it is determined in real time whether the vehicle is in a preset slipping condition based on the vehicle's operating data. If it is determined that the vehicle is not in the preset slipping condition, it is determined whether the vehicle is in a steady-state operating condition based on the vehicle's operating data.

[0182] For example, the vehicle's operating data includes the activation status of the ABS system and the TCS system, and whether the vehicle is in a steady-state operating condition can be determined based on the activation status of the ABS system and the TCS system. If both the ABS system and the TCS system are not activated, it means that the vehicle is not braking or accelerating at this time, and it can be determined whether the vehicle is in a steady-state operating condition; if the ABS system or the TCS system is activated, it means that the vehicle is braking or accelerating, and it is determined that the vehicle is not in a steady-state operating condition. In this embodiment, determining whether the vehicle is in a steady-state operating condition based on the activation status of the ABS system and the TCS system is simple and intuitive. In other embodiments, whether the vehicle is in a steady-state operating condition can also be determined by other methods.

[0183] S50: If it is determined that the vehicle is in a steady-state operating condition, adaptive learning is performed on the yaw rate response characteristics of the vehicle to update and obtain standard yaw rate data.

[0184] Due to the different configurations of different models, and the mechanical wear or parts replacement of the suspension, tires, and steering systems during the life cycle of the vehicle, these situations will cause the vehicle's yaw rate to change. Therefore, when it is determined that the vehicle is in a steady-state operating condition, the vehicle needs to perform adaptive learning of the standard yaw rate data to update the new standard yaw rate data, which will then be used as the subsequent yaw rate reference standard data.

[0185] After determining whether the vehicle is in a steady-state operating condition according to the operating data, if it is determined that the vehicle is in a steady-state operating condition, adaptive learning is performed on the yaw rate response characteristics of the vehicle to update and obtain standard yaw rate data.

[0186] For example, if it is determined that the vehicle is in a steady-state operating condition, the standard yaw rate data stored in the vehicle is obtained, and then the standard yaw rate value corresponding to the vehicle's current speed and steering wheel angle is searched in the standard yaw rate data; then the corresponding standard yaw rate value is compared with the vehicle's current actual yaw rate. If the actual yaw rate is less than the corresponding standard yaw rate value, the actual yaw rate replaces the corresponding standard yaw rate value in the standard yaw rate data, thereby obtaining updated standard yaw rate data and keeping it in the vehicle for subsequent use.

[0187] In this embodiment, in order to reduce the machine load caused by frequent updates, the update of the standard yaw rate data is performed only once in a single ignition cycle of the vehicle to avoid occupying CPU resources.

[0188] In this embodiment, after determining whether the vehicle is in a preset slipping condition based on the vehicle's operating data, if it is determined that the vehicle is not in the preset slipping condition, then determining whether the vehicle is in a steady-state operating condition based on the operating data, if the vehicle is in a steady-state operating condition, the vehicle's yaw rate response characteristics are adaptively learned, and standard yaw rate data are updated to eliminate differences in yaw rate reference standards caused by factors such as different vehicle models, wear and replacement of parts during the vehicle's life cycle, so that the standard yaw rate data is adapted to different vehicles, thereby ensuring the accuracy of the yaw rate reference standard.

[0189] In one embodiment, the operating data includes longitudinal acceleration and steering wheel angular velocity. In step S40, determining whether the vehicle is in a steady-state operating condition based on the operating data specifically includes the following steps:

[0190] S41: When the anti-lock braking system and the traction control system of the vehicle are not activated, determining whether the longitudinal acceleration is less than the first acceleration, and determining whether the steering wheel angular velocity is less than the first angular velocity.

[0191] In this embodiment, the operation data of the vehicle includes longitudinal acceleration and steering wheel angular velocity. In the process of determining whether the vehicle is in a steady-state operation condition according to the operation data of the vehicle, it is necessary to first determine the activation state of the vehicle's anti-lock braking system ABS and traction control system TCS. If the ABS system or the TCS system has been activated, it means that the vehicle is in a braking condition or an acceleration condition, and it is determined that the vehicle is not in a steady-state operation condition. If both the ABS system and the TCS system are not activated, it is necessary to further determine whether the longitudinal acceleration is less than the first acceleration, and determine whether the steering wheel angular velocity is less than the first angular velocity.

[0192] S42: If the longitudinal acceleration is less than the first acceleration, and the steering wheel angular velocity is less than the first angular velocity, it is determined that the vehicle is in a steady-state operating condition.

[0193] When the anti-lock braking system and the traction control system of the vehicle are not activated, if the longitudinal acceleration is less than the first acceleration and the steering wheel angular velocity is less than the first angular velocity, it is determined that the vehicle is in a steady-state operating condition. The first acceleration may be 0.1g and the first angular velocity may be 80deg / s.

[0194] Since the vehicle system will have hysteresis during dynamic operation, the corresponding longitudinal acceleration and the yaw angular velocity corresponding to the steering wheel angle will have hysteresis errors, and the yaw angular velocity of the vehicle needs to eliminate the interference of this phenomenon. Therefore, only when the anti-lock braking system and traction control system of the vehicle are not activated, the longitudinal acceleration is less than the first acceleration and the steering wheel angular velocity is less than the first angular velocity, it is approximately considered that the vehicle is in an approximate steady-state motion, and only then can it be determined that the vehicle is in a steady-state operating condition.

[0195] In this embodiment, when the anti-lock braking system and the traction control system of the vehicle are not activated, it is determined whether the longitudinal acceleration is less than the first acceleration, and whether the steering wheel angular velocity is less than the first angular velocity; if the longitudinal acceleration is less than the first acceleration, and the steering wheel angular velocity is less than the first angular velocity, it is determined that the vehicle is in a steady-state operating condition, and the specific steps of determining whether the vehicle is in a steady-state operating condition according to the operating data are clarified. When the anti-lock braking system and the traction control system of the vehicle are not activated, the longitudinal acceleration is less than the first acceleration, and the steering wheel angular velocity is less than the first angular velocity, it can be determined that the vehicle is in a steady-state operating condition, which further ensures the accuracy of the judgment of the steady-state operating condition, provides an accurate judgment basis for the subsequent update of the standard yaw rate data, and further ensures the accuracy of the updated standard yaw rate data.

[0196] In one embodiment, the vehicle operation data includes longitudinal acceleration and steering wheel angular velocity. In step S50, adaptive learning is performed on the yaw rate response characteristics of the vehicle to update the standard yaw rate data, which specifically includes the following steps:

[0197] S51: In the standard yaw rate data stored in the vehicle, a standard yaw rate value corresponding to the current vehicle speed and the steering wheel angle is obtained by querying.

[0198] S52: Determine whether the difference between the corresponding standard yaw rate value and the current actual yaw rate is greater than a second yaw rate difference;

[0199] S53: If it is greater than the second yaw rate difference, the corresponding standard yaw rate value in the standard yaw rate data is replaced with the current actual yaw rate to update the standard yaw rate data.

[0200] In this embodiment, the standard yaw rate value corresponding to the current vehicle speed and the steering wheel angle is first queried in the standard yaw rate data stored in the vehicle; then it is determined whether the difference between the corresponding standard yaw rate value and the current actual yaw rate is greater than the second yaw rate difference; if the difference is greater than the second yaw rate difference, the corresponding standard yaw rate value in the standard yaw rate data is replaced with the current actual yaw rate to update the standard yaw rate data. If the difference is less than or equal to the second yaw rate difference, the actual yaw rate is not much different from the corresponding standard yaw rate value, and it is not necessary to update, thereby reducing the amount of data update and the load.

[0201] Among them, the second yaw rate difference may be a value greater than or equal to 0.3° / s, for example, the second yaw rate difference may be 0.3° / s, and the second yaw rate difference may be calibrated according to the vehicle model to ensure that different vehicle models can be updated to obtain more standard yaw rate data.

[0202] In this embodiment, in the standard yaw rate data stored in the vehicle, the standard yaw rate value corresponding to the current vehicle speed and the steering wheel angle is queried, and it is determined whether the difference between the corresponding standard yaw rate value and the current actual yaw rate is greater than the second yaw rate difference; if it is greater than the second yaw rate difference, the corresponding standard yaw rate value in the standard yaw rate data is replaced with the current actual yaw rate to update the standard yaw rate data. It clarifies the specific process of adaptively learning the yaw rate response characteristics of the vehicle and updating the standard yaw rate data. The standard yaw rate data is updated only when the current yaw rate difference is greater than the second yaw rate difference. On the basis of ensuring the accuracy of the standard yaw rate data, the data update amount can be reduced and the load can be reduced.

[0203] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0204] In one embodiment, a vehicle control device is provided, which corresponds one-to-one to the vehicle control method in the above embodiment. Figure 6 As shown, the vehicle control device includes a first determination module 601, a second determination module 602 and a control module 603. Each functional module is described in detail as follows:

[0205] A first determination module 601 is used to determine whether the vehicle is in a preset slip condition according to the vehicle operation data;

[0206] A second determination module 602 is used to determine the steering compensation torque according to the actual yaw rate and vehicle speed of the vehicle when it is determined that the vehicle is in a preset slipping condition and the vehicle is running off the track;

[0207] The control module 603 is used to control the steering system of the vehicle based on the steering compensation torque to correct the steering wheel angle of the vehicle.

[0208] Optionally, the control module 603 is specifically configured to:

[0209] Monitor the current steering wheel hand torque of the vehicle in real time, and adjust the steering compensation torque according to the steering wheel hand torque to obtain the adjusted compensation torque;

[0210] The adjustment compensation torque is output to the steering system so that the steering system is executed.

[0211] Optionally, the second determining module 602 is specifically configured to:

[0212] Determine the difference between the current standard yaw rate of the vehicle and the actual yaw rate, the standard yaw rate being the yaw rate of the vehicle under steady-state operating conditions;

[0213] When it is determined based on the difference that the vehicle is running off the track, a steering compensation torque is determined based on the difference and the vehicle speed.

[0214] Optionally, the second determining module 602 is further specifically configured to:

[0215] determining whether a difference between a current standard yaw rate and an actual yaw rate of the vehicle is greater than a first yaw rate difference, the standard yaw rate being a yaw rate of the vehicle under a steady-state operating condition;

[0216] If the difference is greater than the first yaw rate difference, it is determined that the vehicle is running off the track.

[0217] Optionally, the operating data includes a steering wheel angle, and the second determining module 602 is further specifically configured to determine the current standard yaw rate of the vehicle in the following manner:

[0218] Obtaining standard yaw rate data, where the standard yaw rate data is used to describe standard yaw rate values ​​corresponding to different vehicle speeds and steering angles when the vehicle is running in a steady state;

[0219] The current standard yaw rate of the vehicle is determined based on the standard yaw rate data, the vehicle speed and the steering wheel angle.

[0220] Optionally, the operating data includes longitudinal acceleration and steering wheel angular velocity, and the second determining module 602 is further specifically configured to:

[0221] In the standard yaw rate data, the standard yaw rate value corresponding to the vehicle speed and the steering wheel angle is obtained;

[0222] According to the longitudinal acceleration and / or the steering wheel angular velocity, the corresponding standard yaw angular velocity value is corrected to obtain the standard yaw angular velocity.

[0223] Optionally, the vehicle control device further includes an adaptive learning module 604. After determining whether the vehicle is in a preset slipping condition according to the vehicle operation data, the adaptive learning module 604 is used to:

[0224] If it is determined that the vehicle is not in the preset slipping condition, determining whether the vehicle is in a steady-state operating condition based on the operating data;

[0225] If the vehicle is in a steady-state operating condition, the yaw rate response characteristics of the vehicle are adaptively learned and updated to obtain standard yaw rate data.

[0226] Optionally, the adaptive learning module 604 is specifically used for:

[0227] When an anti-lock braking system and a traction control system of the vehicle are not activated, determining whether the longitudinal acceleration is less than a first acceleration, and determining whether the steering wheel angular velocity is less than a first angular velocity;

[0228] If the longitudinal acceleration is less than the first acceleration, and the steering wheel angular velocity is less than the first angular velocity, it is determined that the vehicle is in a steady-state operating condition.

[0229] Optionally, the operating data includes longitudinal acceleration and steering wheel angular velocity, and the adaptive learning module 604 is further specifically used for:

[0230] In the standard yaw rate data stored in the vehicle, the standard yaw rate value corresponding to the current vehicle speed and the steering wheel angle is queried;

[0231] Determine whether the difference between the corresponding standard yaw rate value and the current actual yaw rate is greater than a second yaw rate difference;

[0232] If it is greater than the second yaw rate difference, the corresponding standard yaw rate value in the standard yaw rate data is replaced with the current actual yaw rate to update the standard yaw rate data.

[0233] Optionally, the operating data includes the wheel speed of each wheel; the first determination module 601 is specifically used for:

[0234] Determine the slip rate of each wheel according to the wheel speed of each wheel;

[0235] Determine whether the vehicle is in a preset slip condition based on the slip rate of each wheel.

[0236] Optionally, the preset slip condition is a slip condition on an open road; the first determining module 601 is further specifically used for:

[0237] Determining whether the slip rates of the wheels on one side of the vehicle are all greater than a first slip rate, and determining whether the slip rates of the wheels on the other side of the vehicle are all less than a second slip rate, and the first slip rate is greater than or equal to the second slip rate;

[0238] If the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it is determined that the vehicle is in a slipping condition on the oncoming road.

[0239] Optionally, the operating data includes longitudinal acceleration; the preset slip condition is a condition in which slip occurs due to braking or acceleration operation on an open road, and before determining whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, the first determining module 601 is further specifically used to:

[0240] Determining whether the vehicle is in a state of rapid acceleration or rapid deceleration according to the longitudinal acceleration of the vehicle;

[0241] If the vehicle is in a state of rapid acceleration or rapid deceleration, it is determined whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate.

[0242] Optionally, the operating data further includes driving torque and brake master cylinder pressure, and the first determining module 601 is further specifically configured to:

[0243] determining whether the driver performs a braking operation on the vehicle according to the brake master cylinder pressure, and determining whether the driver performs an accelerating operation on the vehicle according to the driving torque;

[0244] If it is determined that the driver has braked or accelerated the vehicle, then determining whether the longitudinal acceleration is greater than a preset acceleration;

[0245] If the longitudinal acceleration is greater than the preset acceleration, it is determined that the vehicle is in a rapid acceleration or rapid deceleration state.

[0246] For the specific definition of the vehicle control device, please refer to the definition of the vehicle control method above, which will not be repeated here. Each module in the above-mentioned vehicle control device can be implemented in whole or in part by software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0247] In one embodiment, a vehicle control device is provided, which may be a central controller of a vehicle. The vehicle control device includes a processor, a memory, a network interface, and a database connected via a system bus. The processor of the vehicle control device is used to provide computing and control capabilities. The memory of the vehicle control device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the vehicle control device is used to store data used and generated by the above-mentioned vehicle control method, including vehicle operation data, standard yaw rate data, steering compensation torque and other data. The network interface of the vehicle control device is used to communicate with the terminal device of the vehicle via a network connection. When the computer program is executed by the processor, a vehicle control method is implemented.

[0248] In one embodiment, Figure 7 As shown, a vehicle control device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above-mentioned vehicle control method are implemented.

[0249] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned vehicle control method are implemented.

[0250] A person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory.

[0251] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0252] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Determining whether the vehicle is in a yaw state according to operating data of the vehicle, wherein the operating data includes an actual yaw rate and a vehicle speed of the vehicle; If the vehicle is running off the track, a steering compensation torque is determined according to the actual yaw rate and vehicle speed of the vehicle; A steering system of the vehicle is controlled based on the steering compensation torque.

2. The vehicle control method according to claim 1, characterized in that: The method of controlling the steering system of the vehicle based on the steering compensation torque includes: monitoring the current steering wheel hand torque of the vehicle in real time, and adjusting the steering compensation torque according to the steering wheel hand torque to obtain an adjusted compensation torque; The adjustment compensation torque is output to the steering system to enable the steering system to execute.

3. The vehicle control method according to claim 1, characterized in that: The determining of the steering compensation torque according to the actual yaw rate and vehicle speed of the vehicle comprises: Determining a difference between a current standard yaw rate of the vehicle and the actual yaw rate, wherein the standard yaw rate is the yaw rate of the vehicle under a steady-state operating condition; A steering compensation torque is determined according to the difference and the vehicle speed.

4. The vehicle control method according to claim 1, characterized in that: The determining, based on the vehicle operation data, whether the vehicle is in a deviation state comprises: determining whether a difference between a current standard yaw rate of the vehicle and the actual yaw rate is greater than a first yaw rate difference; If the difference is greater than the first yaw rate difference, it is determined that the vehicle is running off the track.

5. The vehicle control method according to claim 3, characterized in that: The current standard yaw rate of the vehicle is determined by: Acquiring standard yaw rate data, wherein the standard yaw rate data is used to describe standard yaw rate values ​​corresponding to different vehicle speeds and steering angles when the vehicle is running in a steady state; A current standard yaw rate of the vehicle is determined based on the standard yaw rate data, the vehicle speed and the steering wheel angle.

6. The vehicle control method according to claim 5, characterized in that: The determining the current standard yaw rate of the vehicle based on the standard yaw rate data, the vehicle speed and the steering wheel angle comprises: In the standard yaw rate data, a standard yaw rate value corresponding to the vehicle speed and the steering wheel angle is obtained by querying; The corresponding standard yaw rate value is corrected according to the longitudinal acceleration and / or the steering wheel angular velocity to obtain the standard yaw rate.

7. The vehicle control method according to any one of claims 1 to 6, characterized in that: Before determining whether the vehicle is in a deviation condition according to the vehicle operation data, the method further includes: determining whether the vehicle is in a steady-state operating condition according to the operating data; If the vehicle is in a steady-state operating condition, adaptive learning is performed on the yaw rate response characteristics of the vehicle to update and obtain standard yaw rate data.

8. The vehicle control method according to claim 7, characterized in that: The determining, according to the operating data, whether the vehicle is in a steady-state operating condition comprises: When an anti-lock braking system and a traction control system of the vehicle are both inactive, determining whether a longitudinal acceleration of the vehicle is less than a first acceleration, and determining whether a steering wheel angular velocity of the vehicle is less than a first angular velocity; If the longitudinal acceleration is less than the first acceleration, and the steering wheel angular velocity is less than the first angular velocity, it is determined that the vehicle is in the steady-state operating condition.

9. The vehicle control method according to claim 7, characterized in that: The adaptively learning the yaw rate response characteristics of the vehicle to update and obtain standard yaw rate data includes: In the standard yaw rate data stored in the vehicle, query and obtain the standard yaw rate value corresponding to the current vehicle speed and the steering wheel angle; determining whether a difference between the corresponding standard yaw rate value and the current actual yaw rate is greater than a second yaw rate difference; If it is greater than the second yaw rate difference, the corresponding standard yaw rate value in the standard yaw rate data is replaced with the current actual yaw rate to update the standard yaw rate data.

10. The vehicle control method according to any one of claims 1 to 6, characterized in that: The operation data includes the wheel speed of each wheel; before determining whether the vehicle is running off the track according to the operation data of the vehicle, the method further includes: determining a slip rate of each of the wheels according to the wheel speed of each of the wheels; Determining whether the vehicle is in a preset slipping condition according to the slip rate of each wheel; If the vehicle is in the preset slip condition, it is determined whether the vehicle is in a deviation condition based on the operating data of the vehicle.

11. The vehicle control method according to claim 10, characterized in that: The preset slipping condition is a slipping condition on an open road; The determining whether the vehicle is in a preset slipping condition according to the slip rate of each wheel includes: Determining whether the slip rates of the wheels on one side of the vehicle are all greater than a first slip rate, and determining whether the slip rates of the wheels on the other side of the vehicle are all less than a second slip rate, the first slip rate being greater than or equal to the second slip rate; If the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, and the slip rates of the wheels on the other side are all less than the second slip rate, it is determined that the vehicle is in a slipping condition on the opposing road surface.

12. The vehicle control method according to claim 11, characterized in that: The preset slip condition is a condition in which slip occurs due to braking or acceleration operation on the split road. Before determining whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate, the method further includes: determining whether the vehicle is in a rapid acceleration or rapid deceleration state according to the longitudinal acceleration of the vehicle; If the vehicle is in a state of rapid acceleration or rapid deceleration, it is determined whether the slip rates of the wheels on one side of the vehicle are all greater than the first slip rate.

13. The vehicle control method according to claim 12, characterized in that: The operation data further includes driving torque and brake master cylinder pressure. The determining whether the vehicle is in a rapid acceleration or rapid deceleration state according to the longitudinal acceleration includes: determining whether the driver performs a braking operation on the vehicle according to the master cylinder pressure, and determining whether the driver performs an accelerating operation on the vehicle according to the driving torque; If it is determined that the driver performs a braking or accelerating operation on the vehicle, determining whether the longitudinal acceleration is greater than a preset acceleration; If the longitudinal acceleration is greater than the preset acceleration, it is determined that the vehicle is in a rapid acceleration or rapid deceleration state.

14. A vehicle control system, comprising a vehicle steering system and a vehicle control device, characterized in that: The vehicle control device is used for: Determining whether the vehicle is running off the track according to the operating data of the vehicle; If it is determined that the vehicle is running off the track, determining a steering compensation torque according to an actual yaw rate and a vehicle speed of the vehicle; A steering system of the vehicle is controlled based on the steering compensation torque.

15. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a vehicle control device, the steps of the vehicle control method according to any one of claims 1 to 13 are implemented.

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