Slope calculation and correction method based on running of vehicle on rotating hub

Abstract

The invention provides a gradient calculation and correction method based on rotating hub driving of a vehicle, and relates to the technical field of gradient calculation and correction, the method comprises the following steps: monitoring the driving state of the vehicle to obtain the whole vehicle information of the vehicle, the whole vehicle information comprising a whole vehicle CAN bus signal and a sensor signal; according to the whole vehicle CAN bus signal, the vehicle driving condition is confirmed, according to the vehicle driving condition and the whole vehicle information, the vehicle hub rotating mode is confirmed, and according to the vehicle hub rotating mode, gradient calculation correction is activated; judging whether the corrected whole vehicle information of the vehicle meets a preset condition or not according to the vehicle driving working condition; if yes, exiting the current vehicle hub rotating mode and entering normal control, and returning to execute the step of confirming the vehicle driving working condition according to the whole vehicle CAN bus signal; if not, the current vehicle hub rotating mode continues to be executed. Whether the vehicle is in the special state of rotating hub driving or not is recognized by monitoring the whole vehicle information of the vehicle, and then the ramp calculation logic and the fault error reporting logic of the gearbox controller are corrected.

Description

Technical Field

[0001] The invention relates to the technical field of slope calculation and correction, and in particular to a slope calculation and correction method based on a vehicle running on a rotating hub. Background Art

[0002] The rotating hub test is a test method in which the vehicle under test is placed on a two-wheel or four-wheel rotating hub to carry out the test items. It is one of the commonly used working conditions in the development and acceptance stages of automobiles, such as Figure 1 As shown. Even after new models are launched, vehicles will face random emission and fuel consumption test items on the hub. Therefore, ensuring that the vehicle is controlled equally when running on the hub and driving on flat roads is a problem that the transmission software or other main control units must face, and it is also a basic requirement of the laws and regulations of the automotive industry.

[0003] If there is no special control strategy to handle the driving conditions of the vehicle on the rotating hub, even if the vehicle simulates flat road driving conditions on the rotating hub, the transmission controller will mistakenly trigger the ramp calculation when the vehicle accelerates or decelerates, causing the shift logic to enter ramp mode, which in turn deviates from the actual test conditions, resulting in shift line offset, intelligent start-stop failure, and abnormal slope signal calculation.

[0004] At present, in order to meet the needs of the rotating hub test, most manufacturers generally use the method of manually unplugging the wheel speed sensor or ESP controller of ESP (i.e., electronic stability system) to force the vehicle wheel speed and acceleration sensor signal to report an error and then disable the control software's slope calculation. However, the method of manually unplugging the wheel speed sensor or ESP controller of ESP to meet the needs of the rotating hub test is complicated and not intelligent enough on the one hand; on the other hand, it does not meet the requirements of relevant regulations. Summary of the invention

[0005] Based on this, the purpose of the present invention is to provide a slope calculation and correction method based on the vehicle's driving on a rotating hub, which is used to solve the technical problem that the method in the prior art manually unplugs the ESP wheel speed sensor or ESP controller to cope with the rotating hub test, which is complicated to operate and not intelligent enough; on the other hand, it does not meet the requirements of relevant regulations.

[0006] In one aspect, the present invention provides a method for calculating and correcting the slope of a vehicle traveling on a rotating hub, which is applied to a vehicle transmission control unit. The correction method comprises:

[0007] Monitoring the driving state of the vehicle to obtain the vehicle information, the vehicle information includes the vehicle CAN bus signal and sensor signal, the vehicle CAN bus signal includes the vehicle speed, front wheel speed, rear wheel speed and steering wheel angle, the sensor signal includes the vehicle longitudinal acceleration and the vehicle lateral acceleration;

[0008] Confirm the vehicle driving condition according to the vehicle CAN bus signal, which includes four-wheel driving condition and non-four-wheel driving condition. Confirm the vehicle hub mode according to the vehicle driving condition and in combination with the vehicle information, which includes four-wheel drive hub mode and two-wheel drive hub mode. Activate the slope calculation correction according to the vehicle hub mode, which includes correcting the slope to 0, turning off the slip control, slope shift line correction, and turning off the wheel speed signal fault diagnosis to ensure that the vehicle is consistent with the normal straight road driving state;

[0009] Determine whether the vehicle information after correction meets the preset conditions in combination with the vehicle driving conditions;

[0010] If the vehicle information after correction meets the preset conditions, the current vehicle hub rotation mode is exited and normal control is entered, and the process returns to the step of confirming the vehicle driving condition according to the vehicle CAN bus signal;

[0011] If the vehicle information after correction does not meet the preset conditions, the current vehicle hub rotation mode will continue to be executed.

[0012] The above-mentioned slope calculation correction method based on the vehicle driving on a rotating hub monitors the vehicle's entire vehicle information to identify whether the vehicle is in a special state of driving on a rotating hub, and then corrects the slope calculation logic and the fault error reporting logic of the transmission controller; specifically, the technical solution of the present application is integrated in the transmission control unit, and the vehicle's driving conditions are determined by obtaining signals such as actual vehicle speed, front wheel speed, rear wheel speed, body posture, steering wheel angle, etc., and the slope calculation and front and rear wheel slippage are correctly processed to ensure that the vehicle's operating strategy is the same as that of actual flat road driving. The slope calculation correction method based on the vehicle driving on a rotating hub provided by the present application does not require manual unplugging of the ESP wheel speed sensor or ESP controller to cope with the rotating hub test, has a high degree of intelligence, and meets the requirements of relevant regulations.

[0013] In addition, the above-mentioned slope calculation and correction method based on the vehicle running on the rotating hub according to the present invention may also have the following additional technical features:

[0014] Further, the steps of confirming the vehicle driving condition according to the vehicle CAN bus signal, confirming the vehicle hub rotation mode according to the vehicle driving condition and in combination with the vehicle information, and activating the slope calculation correction according to the vehicle hub rotation mode include:

[0015] Determine whether the vehicle is in four-wheel driving condition based on the vehicle CAN bus signal;

[0016] If the vehicle is in four-wheel driving mode, the system determines whether the vehicle is in four-wheel drive mode based on the vehicle information.

[0017] If it is in four-wheel drive hub mode, the slope calculation correction is activated;

[0018] If the vehicle is not in four-wheel driving mode, determine whether the vehicle is in two-wheel drive mode based on the vehicle information;

[0019] If it is two-wheel drive hub mode, the slope calculation correction is activated.

[0020] Furthermore, in the step of determining whether the vehicle is in the four-wheel drive hub mode according to the vehicle information, the determination condition of the four-wheel drive hub mode includes:

[0021]

[0022] Among them, the acceleration difference = actual vehicle acceleration - vehicle longitudinal acceleration, the actual vehicle acceleration = dv / dt, where v is velocity and t is time.

[0023] Furthermore, in the step of determining whether the vehicle is in the two-wheel drive hub mode according to the vehicle information, the determination condition of the two-wheel drive hub mode includes:

[0024]

[0025] Further, in the step of judging whether the corrected vehicle information meets the preset conditions in combination with the vehicle driving condition; if the corrected vehicle information meets the preset conditions, then exiting the current vehicle hub rotation mode and entering the normal control, when the vehicle driving condition is a four-wheel driving condition, the preset conditions are:

[0026] |Front wheel speed-rear wheel speed|>second preset wheel speed difference threshold, or vehicle body longitudinal acceleration>first acceleration threshold, or vehicle body lateral acceleration>second acceleration threshold, and or steering wheel angle>first angle threshold.

[0027] Further, in the step of judging whether the corrected vehicle information meets the preset conditions in combination with the vehicle driving condition; if the corrected vehicle information meets the preset conditions, then exiting the current vehicle hub rotation mode and entering the normal control, when the vehicle driving condition is not a four-wheel driving condition, the preset conditions are:

[0028] The front wheel speed is greater than the first preset wheel speed threshold, and the rear wheel speed is greater than the first preset wheel speed threshold, or the vehicle body longitudinal acceleration is greater than the first acceleration threshold, or the vehicle body lateral acceleration is greater than the second acceleration threshold, or the steering wheel angle is greater than the first angle threshold. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic diagram of a test working condition of simulating flat road driving on a two-wheel drive hub / four-wheel drive hub of the present invention;

[0030] Figure 2 It is a flow chart of the slope calculation and correction method based on the vehicle running on the rotating hub according to the present invention;

[0031] Figure 3 This is the test data of the prior art without the slope correction function;

[0032] Figure 4 The test data of the present invention having the slope correction function;

[0033] The following specific implementation manner will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0034] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. Several embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive.

[0035] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0036] In order to solve the technical problem that when the vehicle is traveling on a rotating hub, the change in vehicle speed plus or minus does not match the actual change in the body acceleration sensor, resulting in abnormal slope calculation, the present application monitors the vehicle's complete vehicle information to identify whether the vehicle is in a special state of rotating hub driving, and then corrects the slope calculation logic and the fault error reporting logic of the transmission controller; specifically, the technical solution of the present application is integrated in the transmission control unit, and the driving condition of the vehicle is determined by obtaining signals such as actual vehicle speed, front wheel speed, rear wheel speed, body posture, steering wheel angle, etc., and the slope calculation and front and rear wheel slippage are correctly processed to ensure that the vehicle operation strategy is no different from actual flat road driving.

[0037] In order to facilitate understanding of the present invention, several embodiments of the present invention are provided below. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive.

[0038] Embodiment 1

[0039] See also Figure 2 , which is a calculation and correction method based on the slope of a vehicle traveling on a rotating hub in an embodiment of the present invention, and is applied to a vehicle transmission control unit. The correction method includes steps S101 to S105:

[0040] S101, monitoring the driving status of the vehicle to obtain the vehicle information, the vehicle information including the vehicle CAN bus signal and sensor signal.

[0041] In this embodiment, the vehicle CAN bus signal includes vehicle speed, front wheel speed, rear wheel speed and steering wheel angle, and the sensor signal includes vehicle longitudinal acceleration and vehicle lateral acceleration. When the vehicle is powered on, the gearbox control software acquires vehicle speed signal, front wheel speed signal, rear wheel speed signal, vehicle posture signal, steering wheel angle signal, etc. in real time, and monitors and calculates the acquired signals in real time to achieve the purpose of monitoring the vehicle driving posture.

[0042] S102. Confirm the vehicle driving condition according to the vehicle CAN bus signal, which includes a four-wheel driving condition and a non-four-wheel driving condition. Confirm the vehicle hub mode according to the vehicle driving condition and in combination with the vehicle information, which includes a four-wheel drive hub mode and a two-wheel drive hub mode. Activate the slope calculation correction according to the vehicle hub mode.

[0043] Specifically, determine whether the vehicle is in a four-wheel driving condition based on the vehicle CAN bus signal; if it is in a four-wheel driving condition, determine whether the vehicle is in a four-wheel drive hub mode based on the vehicle information; if it is in a four-wheel drive hub mode, activate the slope calculation correction; if it is not in a four-wheel driving condition, determine whether the vehicle is in a two-wheel drive hub mode based on the vehicle information; if it is in a two-wheel drive hub mode, activate the slope calculation correction.

[0044] In this embodiment, the slope calculation correction includes correcting the slope to 0, turning off the slip control, the slope shift line correction, and turning off the fault diagnosis of the wheel speed signal to ensure that the vehicle is consistent with the normal straight road driving state.

[0045] Specifically, the judgment conditions for determining the four-wheel drive hub mode are:

[0046]

[0047] Among them, the acceleration difference = actual vehicle acceleration - vehicle longitudinal acceleration, that is: acceleration difference = |actual vehicle longitudinal acceleration value - sensor longitudinal acceleration value|, actual vehicle acceleration = dv / dt, where v is speed and t is time.

[0048] As a specific example, the first preset wheel speed difference threshold is 3 rpm, the first preset vehicle speed threshold is 6 kph, and the first acceleration threshold is 0.25 m / s 2 ; The second acceleration threshold is 0.5m / s 2 ; The first acceleration difference threshold is 0.9m / s 2 ; The first turning angle threshold is 20°.

[0049] That is, in this embodiment, the judgment conditions for the four-wheel drive hub mode are: the wheel speed difference between the front wheel speed and the rear wheel speed is less than 3rpm, the vehicle speed is greater than 6kph, and the longitudinal acceleration of the vehicle body is less than 0.25m / s 2 , and the lateral acceleration of the vehicle body is less than 0.5m / s 2 , and the acceleration difference is greater than 0.9m / s 2 , and the steering wheel angle is less than 20°.

[0050] Furthermore, the judgment condition for determining the two-wheel drive hub mode is:

[0051]

[0052] In this embodiment, the first preset wheel speed threshold is 10 rpm; the second preset wheel speed threshold is 3 rpm; the first acceleration threshold is 0.25 m / s 2 ; The second acceleration threshold is 0.5m / s 2 ; The first turning angle threshold is 20°.

[0053] That is, in this embodiment, the judgment condition of the two-wheel drive hub mode is:

[0054] If the front wheel speed of the vehicle is greater than 10rpm, the rear wheel speed is less than 3rpm, and the longitudinal acceleration of the vehicle body is less than 0.25m / s 2 , and the lateral acceleration of the vehicle body is less than 0.5m / s 2 , and the steering wheel angle is less than 20°.

[0055] When one of the above judgment conditions is met, the technical solution in this application will identify that the current vehicle is in a special driving state on the rotating hub, and the slope calculation correction function described in this solution will be activated, and the gear shift inhibition function for wheel slip and the slope correction of the gear shift line will be turned off. Furthermore, the actual slope of the vehicle's driving road conditions is correctly calculated to assist the engine in correctly correcting the throttle pedal map and controlling the activation and deactivation of the intelligent start-stop function. The specific solution is:

[0056] When the patent solution detects that one of the above judgment conditions is set, the "slope calculation correction" function will be activated, and the system will turn off the slope calculation function and the slope-based shift line correction to ensure that the vehicle's driving state is no different from driving on a flat road. At the same time, the system cyclically detects the current vehicle driving posture to determine whether the current vehicle driving posture meets the exit or entry conditions.

[0057] S103: Determine whether the corrected vehicle information meets preset conditions based on the vehicle driving condition.

[0058] When the vehicle is in four-wheel driving condition, the preset conditions are:

[0059] |Front wheel speed-rear wheel speed|>second preset wheel speed difference threshold, or vehicle body longitudinal acceleration>first acceleration threshold, or vehicle body lateral acceleration>second acceleration threshold, and or steering wheel angle>first angle threshold.

[0060] As a specific example, the second preset wheel speed difference threshold is 10 rpm; the first acceleration threshold is 0.25 m / s 2 ; The second acceleration threshold is 0.5m / s 2 ; The first turning angle threshold is 20°.

[0061] That is, in this embodiment, the preset conditions for the four-wheel driving condition are: |front wheel speed - rear wheel speed|>10rpm, or the longitudinal acceleration of the vehicle body>0.25m / s 2 , or the lateral acceleration of the vehicle body> 0.5m / s 2 , and or the steering wheel angle is greater than 20°. When the vehicle driving condition is not a four-wheel driving condition, the preset conditions are:

[0062] The front wheel speed is greater than the first preset wheel speed threshold, and the rear wheel speed is greater than the first preset wheel speed threshold, or the vehicle body longitudinal acceleration is greater than the first acceleration threshold, or the vehicle body lateral acceleration is greater than the second acceleration threshold, or the steering wheel angle is greater than the first angle threshold.

[0063] As a specific example, the first preset wheel speed threshold is 10 rpm; the first acceleration threshold is 0.25 m / s 2 ; The second acceleration threshold is 0.5m / s 2 ; The first turning angle threshold is 20°.

[0064] That is, in this embodiment, the preset conditions for non-four-wheel driving conditions are: front wheel speed>10rpm, rear wheel speed>10rpm, or vehicle body longitudinal acceleration>0.25m / s 2 , or vehicle body lateral acceleration>0.5m / s 2 , or the steering wheel angle is >20°.

[0065] Specific:

[0066]

[0067] Where: V FAVG Represents the average of the left front wheel speed and the right front wheel speed; V FAVG >Preset threshold value of front wheel average speed; V RAVG Represents the average of the left rear wheel speed and the right rear wheel speed; V RAVG > Preset threshold value of rear wheel average speed; V FL Indicates the left front wheel speed; V FR Indicates the right front wheel speed; V RL Indicates the left rear wheel speed; VRR Indicates the right rear wheel speed;

[0068] Furthermore, the wheel speed difference between the front and rear wheels of the vehicle is:

[0069] △V=|V FAVG -V RAVG |<Preset wheel speed difference threshold;

[0070] In the formula, △V represents the speed difference between the front and rear wheels;

[0071] Furthermore, the calculation method for the actual acceleration value of the vehicle is as follows:

[0072] △α=|α sens -α Actual |;

[0073]

[0074] Where: △α represents the acceleration difference between the actual acceleration of the vehicle and the longitudinal acceleration of the vehicle body, unit: m / s 2 ; α sens Represents the longitudinal acceleration of the vehicle body obtained by the vehicle body sensor; α Actual represents the actual acceleration of the vehicle calculated by the vehicle speed; θ represents the slope value approximated by the trigonometric function relationship.

[0075] If the corrected vehicle information meets the preset conditions, step S104 is executed;

[0076] If the vehicle information after correction does not meet the preset conditions, step S105 is executed;

[0077] S104, exit the current vehicle hub rotation mode and enter normal control, and return to execute step S102, and loop to determine whether the vehicle information meets the preset conditions of the hub rotation mode.

[0078] S105. Continue to execute the current vehicle hub rotation mode.

[0079] In this embodiment, the "slope correction" function includes three parts: application conditions, function implementation steps, and function exit. When the function is activated, this solution can shield the influence of the slope on the shift point correction. In addition, through actual driving tests on various road conditions such as starting on a slope, starting on a flat road, starting on an icy road, and driving at a constant speed on a flat road, the slope correction of this patent solution does not conflict with the slope calculation of the actual road surface, and has no effect on the actual road driving of the vehicle. For details, please compare Figure 3 and Figure 4 The test results, among which, Figure 3In actual application cases, the vehicle does not have a "slope correction" function during the hub test. The slope calculation will be triggered during the vehicle's acceleration and deceleration, causing the shift logic to enter the slope correction mode. The shift points executed by the software do not match the actual driving conditions, affecting the test results or causing the test to fail. Figure 4 In the actual application case of the present invention, the "slope correction" function is activated when the vehicle is tested in the rotating hub. The ramp signal is always 0 during the acceleration and deceleration of the vehicle. The shift line executed by the software is consistent with the actual driving conditions, which will not affect the test results.

[0080] In summary, the slope calculation and correction method based on the vehicle driving on the rotating hub in the above-mentioned embodiments of the present invention monitors the vehicle's whole vehicle information to identify whether the vehicle is in a special state of driving on the rotating hub, and then corrects the slope calculation logic and the fault error reporting logic of the transmission controller; specifically, the technical solution of the present application is integrated in the transmission control unit, and the driving condition of the vehicle is determined by obtaining signals such as the actual vehicle speed, front wheel speed, rear wheel speed, body posture, steering wheel angle, etc., and the slope calculation and front and rear wheel slippage are correctly processed to ensure that the vehicle operation strategy is no different from the actual flat road driving.

[0081] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0082] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A method for calculating and correcting the slope of a vehicle traveling on a rotating hub, characterized in that: Applied to a vehicle transmission control unit, the calibration method comprises: Monitoring the driving state of the vehicle to obtain the vehicle information, the vehicle information includes the vehicle CAN bus signal and sensor signal, the vehicle CAN bus signal includes the vehicle speed, front wheel speed, rear wheel speed and steering wheel angle, the sensor signal includes the vehicle longitudinal acceleration and the vehicle lateral acceleration; Confirm the vehicle driving condition according to the vehicle CAN bus signal, which includes four-wheel driving condition and non-four-wheel driving condition. Confirm the vehicle hub mode according to the vehicle driving condition and in combination with the vehicle information, which includes four-wheel drive hub mode and two-wheel drive hub mode. Activate the slope calculation correction according to the vehicle hub mode, which includes correcting the slope to 0, turning off the slip control, slope shift line correction, and turning off the wheel speed signal fault diagnosis to ensure that the vehicle is consistent with the normal straight road driving state; Determine whether the vehicle information after correction meets the preset conditions in combination with the vehicle driving conditions; If the vehicle information after correction meets the preset conditions, the current vehicle hub rotation mode is exited and normal control is entered, and the process returns to the step of confirming the vehicle driving condition according to the vehicle CAN bus signal; If the vehicle information after correction does not meet the preset conditions, the current vehicle hub rotation mode will continue to be executed.

2. The slope calculation and correction method based on the vehicle running on the rotating hub according to claim 1 is characterized in that: The steps of confirming the vehicle driving condition according to the vehicle CAN bus signal, confirming the vehicle hub rotation mode according to the vehicle driving condition and in combination with the vehicle information, and activating the slope calculation correction according to the vehicle hub rotation mode include: Determine whether the vehicle is in four-wheel driving condition based on the vehicle CAN bus signal; If the vehicle is in four-wheel driving mode, the system determines whether the vehicle is in four-wheel drive mode based on the vehicle information. If it is in four-wheel drive hub mode, the slope calculation correction is activated; If the vehicle is not in four-wheel driving mode, determine whether the vehicle is in two-wheel drive mode based on the vehicle information; If it is two-wheel drive hub mode, the slope calculation correction is activated.

3. The slope calculation and correction method based on the vehicle running on the rotating hub according to claim 2 is characterized in that: In the step of determining whether the vehicle is in the four-wheel drive hub mode according to the vehicle information, the determination conditions for determining the four-wheel drive hub mode include: Among them, the acceleration difference = actual vehicle acceleration - vehicle longitudinal acceleration, the actual vehicle acceleration = dv / dt, where v is velocity and t is time.

4. The slope calculation and correction method based on the vehicle running on the rotating hub according to claim 3 is characterized in that: In the step of determining whether the vehicle is in the two-wheel drive hub mode according to the vehicle information, the determination conditions for determining the two-wheel drive hub mode include:

5. The slope calculation and correction method based on the vehicle running on the rotating hub according to claim 1, characterized in that: In the step of judging whether the corrected vehicle information meets the preset conditions in combination with the vehicle driving condition; if the corrected vehicle information meets the preset conditions, then exiting the current vehicle hub rotation mode and entering the normal control, when the vehicle driving condition is a four-wheel driving condition, the preset conditions are: |Front wheel speed-rear wheel speed|>second preset wheel speed difference threshold, or vehicle body longitudinal acceleration>first acceleration threshold, or vehicle body lateral acceleration>second acceleration threshold, and or steering wheel angle>first angle threshold.

6. The slope calculation and correction method based on the vehicle running on the rotating hub according to claim 1, characterized in that: In the step of judging whether the corrected vehicle information meets the preset conditions in combination with the vehicle driving condition; if the corrected vehicle information meets the preset conditions, then exiting the current vehicle hub rotation mode and entering the normal control, when the vehicle driving condition is not a four-wheel driving condition, the preset conditions are: The front wheel speed is greater than the first preset wheel speed threshold, and the rear wheel speed is greater than the first preset wheel speed threshold, or the vehicle body longitudinal acceleration is greater than the first acceleration threshold, or the vehicle body lateral acceleration is greater than the second acceleration threshold, or the steering wheel angle is greater than the first angle threshold.

Images