Vehicle dynamic control method, vehicle dynamic control system and vehicle

Abstract

The invention provides a vehicle dynamic control method, a vehicle dynamic control system and a vehicle, and relates to the technical field of vehicles, the method comprises the following steps: obtaining current road condition information of a target vehicle; determining whether the target vehicle is in a rainy day driving condition according to the current road condition information; if the target vehicle is in the rainy day driving working condition, the actual yaw velocity, the target yaw velocity, the vehicle speed and the wheel speeds of the multiple wheels of the target vehicle are obtained; calculating an actual yaw deviation angle of the target vehicle according to the actual yaw angular velocity and the target yaw angular velocity, and determining whether a preset yaw control entry triggering condition is met or not; if the preset yaw control entering triggering condition is met, a brake pressure value is calculated according to the actual yaw deviation angle and the vehicle speed; and determining a to-be-controlled tire according to the wheel speeds of the plurality of wheels. The method can accurately inhibit the yaw possibly generated by the target vehicle, and reduces the risk that the vehicle is out of control.

Description

Technical Field

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

[0002] Vehicle stability at high speeds is the endpoint of vehicle safety. Traditional vehicle control systems, such as ABS (anti-lock braking system), ESC (electronic stability control system) and TCS (traction control system), mainly focus on maintaining vehicle controllability in emergency situations.

[0003] However, these systems still have certain limitations when the vehicle is traveling at high speed, especially on uneven or special road conditions. When the vehicle is traveling at high speed on a flooded road, when one wheel or a single front wheel enters the flooded road, the wheel cannot drain the water on the road in time, resulting in a lack of adhesion on the wheel on that side. When the vehicle becomes unstable, the body stability system intervenes.

[0004] However, in the prior art, the body stability system intervenes only when the vehicle becomes unstable, resulting in a late intervention of the body stability system. In addition, the body stability system will intervene and restrict the driver's steering needs. When the driver is inexperienced and steers randomly, the vehicle will continue to become unstable. Summary of the invention

[0005] The purpose of the present application is to provide a vehicle dynamic control method, a vehicle dynamic control system and a vehicle in view of the deficiencies in the above-mentioned prior art. The present application can accurately suppress the yaw that may occur in the target vehicle and reduce the risk of vehicle loss of control.

[0006] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows:

[0007] In a first aspect, an embodiment of the present application provides a vehicle dynamic control method, the method comprising:

[0008] Obtain the current road condition information of the target vehicle;

[0009] Determining whether the target vehicle is in a rainy driving condition according to the current road condition information;

[0010] If the target vehicle is in a rainy driving condition, obtaining an actual yaw rate, a target yaw rate, a vehicle speed, and wheel speeds of multiple wheels of the target vehicle;

[0011] Calculating an actual yaw deviation angle of the target vehicle according to the actual yaw angular velocity and the target yaw angular velocity;

[0012] Determining whether a preset yaw control entry trigger condition is met according to the actual yaw deviation angle;

[0013] If the preset yaw control entry triggering condition is met, calculating the brake pressure value according to the actual yaw deviation angle and the vehicle speed;

[0014] Determining a tire to be controlled according to the wheel speeds of the multiple wheels;

[0015] According to the brake pressure value, a brake pressure of a corresponding pressure value is applied to the tire to be controlled.

[0016] Optionally, the current road condition information is a road condition image collected by an optical camera on the target vehicle; and determining whether the target vehicle is in a rainy driving condition according to the current road condition information includes:

[0017] Performing road surface recognition on the road condition image to obtain a target road surface category and a road friction coefficient of the road where the target vehicle is located;

[0018] Determine whether the road friction coefficient is within a preset rainy road condition friction coefficient range corresponding to the target road surface category;

[0019] If the road friction coefficient is within the preset rainy road condition friction coefficient range corresponding to the target road surface category, it is determined that the target vehicle is in a rainy driving condition.

[0020] Optionally, the obtaining an actual yaw rate, a target yaw rate, a vehicle speed, and wheel speeds of a plurality of wheels of the target vehicle includes:

[0021] Acquire the actual yaw rate, the vehicle speed, and the wheel speeds of the plurality of wheels from an electronic stability system of the target vehicle;

[0022] Acquire a steering wheel steering angle of the target vehicle from an electronic power steering system of the target vehicle;

[0023] The target yaw rate is calculated according to the steering wheel steering angle.

[0024] Optionally, determining whether a preset yaw control entry triggering condition is satisfied according to the actual yaw deviation angle includes:

[0025] Determining whether the actual yaw deviation angle is greater than a first preset deviation threshold;

[0026] If the actual yaw deviation angle is greater than the first preset deviation threshold, determining that the preset yaw control entry trigger condition is met;

[0027] If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, it is determined that the preset yaw control entry triggering condition is not met.

[0028] Optionally, calculating the brake pressure value according to the actual yaw deviation angle and the vehicle speed includes:

[0029] Determining a front axle braking torque value and a rear axle braking torque value according to the actual yaw deviation angle and the vehicle speed;

[0030] According to the front axle braking torque value and the rear axle braking torque value, a front axle braking pressure value and a rear axle braking pressure value are calculated respectively using a preset braking torque conversion coefficient; the braking pressure values ​​include: the front axle braking pressure value and the rear axle braking pressure value;

[0031] The tires to be controlled include: a front axle tire to be controlled and a rear axle tire to be controlled; according to the braking pressure value, applying a braking pressure of a corresponding pressure value to the tires of the wheels to be controlled, including:

[0032] According to the front axle brake pressure value and the rear axle brake pressure value, brake pressures of corresponding pressure values ​​are applied to the front axle tire to be controlled and the rear axle tire to be controlled respectively.

[0033] Optionally, determining the front axle braking torque value and the rear axle braking torque value according to the actual yaw deviation angle and the vehicle speed includes:

[0034] Look up a table according to the vehicle speed to obtain a basic braking torque value at the vehicle speed;

[0035] Calculating a target braking torque value according to the actual yaw deviation angle and the basic braking torque value, wherein the target braking torque value is greater than the basic braking torque value;

[0036] Determine the target braking torque value as the front axle braking torque value;

[0037] The rear axle braking torque value is determined according to the target braking torque value and a preset rear axle braking distribution coefficient.

[0038] Optionally, determining the tire to be controlled according to the wheel speeds of the multiple wheels includes:

[0039] Determining the wheel with the lowest wheel speed according to the wheel speeds of the plurality of wheels;

[0040] The front axle tire and the rear axle tire on the opposite side of the wheel with the lowest wheel speed are respectively determined as the front axle tire to be controlled and the rear axle tire to be controlled, wherein the opposite side of the wheel with the lowest wheel speed is: the opposite side symmetrical with respect to the preset wheel center axis of the target vehicle.

[0041] Optionally, after the preset yaw control entry triggering condition is met, the method further includes:

[0042] Make sure the preset yaw control function is activated;

[0043] After applying a brake pressure of a corresponding pressure value to the tire to be controlled according to the brake pressure value, the method further includes:

[0044] Obtaining the yaw deviation angle after applying brake pressure;

[0045] If the yaw deviation angle after applying the braking pressure is less than or equal to a second preset deviation threshold, it is determined that the preset yaw control exit trigger condition is met, and the preset yaw control function is controlled to switch from an activated state to an off state; wherein the second preset deviation threshold is less than the first preset deviation threshold.

[0046] In a second aspect, another embodiment of the present application provides a vehicle dynamics control device, the device comprising:

[0047] A first acquisition module is used to acquire current road condition information of a target vehicle;

[0048] A first determination module, used to determine whether the target vehicle is in a rainy driving condition according to the current road condition information;

[0049] A second acquisition module is used to acquire an actual yaw rate, a target yaw rate, a vehicle speed, and wheel speeds of multiple wheels of the target vehicle if the target vehicle is in a rainy driving condition;

[0050] A first calculation module, configured to calculate an actual yaw deviation angle of the target vehicle according to the actual yaw angular velocity and the target yaw angular velocity;

[0051] A second determination module is used to determine whether a preset yaw control entry trigger condition is met according to the actual yaw deviation angle;

[0052] a second calculation module, configured to calculate a brake pressure value according to the actual yaw deviation angle and the vehicle speed if the preset yaw control entry triggering condition is met;

[0053] A third determination module, configured to determine a tire to be controlled according to the wheel speeds of the plurality of wheels;

[0054] The control module is used to apply a braking pressure of a corresponding pressure value to the tire to be controlled according to the braking pressure value.

[0055] In the third aspect, another embodiment of the present application provides a computer device, comprising: a processor, a storage medium and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the computer device is running, the processor communicates with the storage medium through the bus, and the processor executes the machine-readable instructions to perform the steps of the vehicle dynamic control method as described in any one of the first aspects above.

[0056] In a fourth aspect, another embodiment of the present application provides a storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the vehicle dynamic control method as described in any one of the above-mentioned first aspects are executed.

[0057] In a fifth aspect, another embodiment of the present application provides a vehicle dynamic control system, wherein the vehicle dynamic control system is connected to a braking system and is used to execute the steps of any vehicle dynamic control method described in the first aspect above.

[0058] In a fifth aspect, another embodiment of the present application provides a vehicle, comprising: the vehicle dynamic control system described in the fifth aspect above.

[0059] The beneficial effects of this application are:

[0060] The present application provides a vehicle dynamic control method, a vehicle dynamic control system and a vehicle, which obtains the current road condition information of the target vehicle; determines whether the target vehicle is in a rainy driving condition according to the current road condition information; if the target vehicle is in a rainy driving condition, obtains the actual yaw rate, target yaw rate, vehicle speed and wheel speeds of multiple wheels of the target vehicle; calculates the actual yaw deviation angle of the target vehicle according to the actual yaw rate and the target yaw rate; determines whether the preset yaw control entry trigger condition is met according to the actual yaw deviation angle; if the preset yaw control entry trigger condition is met, calculates the brake pressure value according to the actual yaw deviation angle and the vehicle speed; determines the tire to be controlled according to the wheel speeds of multiple wheels; and applies the brake pressure of the corresponding pressure value to the tire to be controlled according to the brake pressure value. The present application first determines whether it is a rainy driving condition according to the current road condition, thereby ensuring that the target vehicle enters a control mode more accurately, and at the same time determines whether it is necessary to dynamically control the target vehicle according to multiple speeds of the target vehicle, and then controls the target vehicle, which can accurately suppress the possible yaw of the target vehicle and reduce the risk of vehicle loss of control. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0062] Figure 1 A schematic diagram of a vehicle dynamic control method provided in an embodiment of the present application;

[0063] Figure 2 A schematic diagram of a process for determining a target vehicle operating condition in a vehicle dynamic control method provided in an embodiment of the present application;

[0064] Figure 3 A schematic diagram of a flow chart for determining trigger conditions in vehicle dynamic control provided in an embodiment of the present application;

[0065] Figure 4 A schematic diagram of a process for determining a brake pressure value in a vehicle dynamic control method provided in an embodiment of the present application;

[0066] Figure 5 A schematic diagram of a process for determining a braking torque in a vehicle dynamic control method provided in an embodiment of the present application;

[0067] Figure 6 A schematic diagram of a flow chart of determining a tire to be controlled in a vehicle dynamic control method provided in an embodiment of the present application;

[0068] Figure 7 A schematic flow chart of an exit trigger condition in a vehicle dynamic control method is provided for an embodiment of the present application;

[0069] Figure 8 A schematic diagram of the structure of a vehicle dynamic control device provided in an embodiment of the present application;

[0070] Fig. 9 A schematic diagram of the structure of a dynamic control system provided in an embodiment of the present application;

[0071] Fig.10 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application;

[0072] Fig.11 A schematic diagram of the structure of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0073] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of order, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart under the guidance of the content of the present application, or remove one or more operations from the flowchart.

[0074] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0075] It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the existence of the features declared thereafter, but does not exclude the addition of other features.

[0076] To clearly describe the vehicle dynamic control method provided by the embodiment of the present application, the method provided by the embodiment of the present application is described below in conjunction with multiple drawings. Figure 1 A flow chart of a vehicle dynamic control method provided in an embodiment of the present application is shown as follows: Figure 1 As shown, the method includes:

[0077] Step 101: Obtain current road condition information of the target vehicle.

[0078] The road condition information may include information such as the slippery condition of the road surface, vehicle flow speed, traffic congestion level, and road condition images of the road surface.

[0079] Optionally, the current road condition information of the target vehicle is determined based on a sensor device, an image acquisition device and a positioning device on the target vehicle.

[0080] Step 102: Determine whether the target vehicle is in a rainy driving condition based on current road condition information.

[0081] For example, if the slippery road information indicates that the road surface is wet or slippery, the target vehicle is determined to be in a rainy driving condition; if the vehicle flow rate decreases and the vehicle speed decreases, it means that the target vehicle is determined to be in a rainy driving condition; if the traffic congestion is low and the vehicle speed decreases, it means that the target vehicle is determined to be in a rainy driving condition. Or, whether the target vehicle is in a rainy driving condition is determined based on the road conditions, which is not limited in the embodiments of the present application.

[0082] Step 103: If the target vehicle is in a rainy driving condition, the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of the target vehicle are obtained.

[0083] Among them, the actual yaw rate refers to the rate of change of the angle of the car's rotation around the axis perpendicular to the ground; the target yaw rate refers to the target value of the rate of change of the angle of the car's rotation around the axis perpendicular to the ground; the vehicle speed is the driving speed of the target vehicle; and the wheel speed is the rotation speed of each wheel of the target vehicle.

[0084] Optionally, if the target vehicle is in a rainy driving condition, an actual yaw rate, a target yaw rate, a vehicle speed, and wheel speeds of a plurality of wheels of the target vehicle are acquired from different systems of the target vehicle.

[0085] Step 104: Calculate the actual yaw deviation angle of the target vehicle according to the actual yaw angular velocity and the target yaw angular velocity.

[0086] Optionally, a difference is obtained between the target yaw angular velocity and the actual yaw angular velocity, and the difference is the actual yaw deviation angle of the target vehicle.

[0087] Step 105: Determine whether a preset yaw control entry trigger condition is met according to the actual yaw deviation angle.

[0088] Optionally, when the actual yaw deviation angle is greater than the actual yaw deviation angle deviation threshold, it is determined that the preset yaw control entry trigger condition is satisfied, wherein the preset yaw control entry trigger condition is the actual yaw deviation angle deviation threshold.

[0089] Step 106: If the preset yaw control triggering condition is met, the brake pressure value is calculated according to the actual yaw deviation angle and the vehicle speed.

[0090] Optionally, if the preset yaw control entry trigger conditions are met, the wheels of the target vehicle need to be controlled to prevent the target vehicle from yaw. At this time, the braking pressure value is calculated based on the actual yaw deviation angle and the vehicle speed, and different wheels have different corresponding braking pressure values.

[0091] Step 107: Determine the tire to be controlled according to the wheel speeds of the multiple wheels.

[0092] The tire to be controlled is the wheel to which braking force needs to be applied.

[0093] Optionally, based on the wheel speeds of multiple wheels, a wheel speed having a large rotational speed difference with other wheels is determined from among the multiple wheels, and an abnormal wheel corresponding to the wheel speed is determined, and a tire to be controlled is determined based on the abnormal wheel.

[0094] Step 108: Apply a brake pressure of a corresponding pressure value to the tire to be controlled according to the brake pressure value.

[0095] Optionally, a brake pressure of a corresponding pressure value is applied to the tire to be controlled according to the brake pressure value. When there are multiple braking forces, there are also multiple corresponding tires to be controlled, and different tires to be controlled have different corresponding brake pressures. The tires to be controlled are controlled according to the corresponding brake pressures of different tires to be controlled.

[0096] In an embodiment of the present application, the current road condition information of the target vehicle is obtained; according to the current road condition information, it is determined whether the target vehicle is in a rainy driving condition; if the target vehicle is in a rainy driving condition, the actual yaw rate, target yaw rate, vehicle speed and wheel speeds of multiple wheels of the target vehicle are obtained; according to the actual yaw rate and the target yaw rate, the actual yaw deviation angle of the target vehicle is calculated; according to the actual yaw deviation angle, it is determined whether the preset yaw control entry trigger condition is met; if the preset yaw control entry trigger condition is met, the brake pressure value is calculated according to the actual yaw deviation angle and the vehicle speed; according to the wheel speeds of multiple wheels, the tire to be controlled is determined; according to the brake pressure value, the brake pressure of the corresponding pressure value is applied to the tire to be controlled. The present application first determines whether it is a rainy driving condition according to the current road condition, which ensures that the target vehicle enters a control mode more accurately, and at the same time, according to the multiple speeds of the target vehicle, it determines whether the target vehicle needs to be dynamically controlled, and then controls the target vehicle, which can accurately suppress the possible yaw of the target vehicle and reduce the risk of vehicle loss of control.

[0097] On the basis of the above embodiment, the current road condition information is a road condition image collected by an optical camera on the target vehicle; the present application also provides a process for judging the working condition of the target vehicle in a vehicle dynamic control method, Figure 2 A schematic diagram of a process for determining the target vehicle operating condition in a vehicle dynamic control method provided in an embodiment of the present application, such as Figure 2 As shown, in the above step 102, determining whether the target vehicle is in a rainy driving condition according to the current road condition information includes:

[0098] Step 201: Perform road surface recognition on the road condition image to obtain a target road surface category and a road friction coefficient of the road where the target vehicle is located.

[0099] Among them, the road surface types can be asphalt road surface, cement road surface and epoxy floor.

[0100] Optionally, a preset neural network model is used to perform road recognition on the road condition image to determine the target road type where the target vehicle is located, and to determine the friction coefficient of the road surface, and to determine the corresponding road surface friction coefficient according to the road friction coefficient. The preset neural network model is a neural network model that has been pre-trained using multiple road surface images.

[0101] Step 202: Determine whether the road friction coefficient is within a preset rainy road friction coefficient range corresponding to the target road surface category.

[0102] For example, when the road surface category is asphalt road surface, the road membrane material coefficient is between 0.6-0.7, which means that the road friction coefficient is within the preset rainy road friction coefficient range corresponding to the target road surface category. When the road surface category is cement road surface, the road membrane material coefficient is between 0.5-0.6, which means that the road friction coefficient is within the preset rainy road friction coefficient range corresponding to the target road surface category. When the road surface category is epoxy floor, the road membrane material coefficient is between 0.1-0.2, which means that the road friction coefficient is within the preset rainy road friction coefficient range corresponding to the target road surface category.

[0103] Step 203: If the road friction coefficient is within the preset rainy road condition friction coefficient range corresponding to the target road surface category, it is determined that the target vehicle is in a rainy driving condition.

[0104] Optionally, if the road friction coefficient is within a preset rainy road condition friction coefficient range corresponding to the target road surface category, it means that there is rain on the current ground, and it is determined that the target vehicle is in a rainy driving condition.

[0105] In the embodiment of the present application, the road condition image is subjected to road surface recognition to obtain the target road surface category and the road friction coefficient of the road where the target vehicle is located; the road friction coefficient is determined, and if the road friction coefficient is within the preset rainy road condition friction coefficient range corresponding to the target road surface category, it is determined that the target vehicle is in a rainy driving condition. By analyzing the road condition image in real time, the present application can continuously monitor the change of the road friction coefficient, ensure accurate control of the target vehicle, and issue early warnings of dangers.

[0106] Based on the above embodiment, the present application further provides a process for obtaining information in a vehicle dynamic control method, wherein the actual yaw rate, target yaw rate, vehicle speed and wheel speeds of multiple wheels of the target vehicle are obtained in the above step 103, including:

[0107] The actual yaw rate, vehicle speed, and wheel speeds of multiple wheels are obtained from the electronic stability system of the target vehicle.

[0108] Among them, the electronic stability system is an active safety system of the target vehicle, which detects the wheel speed and the movement state of the vehicle through sensors.

[0109] Optionally, the electronic stability system determines the yaw rate by monitoring the gyroscope of the target vehicle, determines the speed of the target vehicle by monitoring the speed sensor of the target vehicle, and determines the wheel speeds of multiple wheels by wheel speed sensors, each wheel being equipped with a wheel sensor.

[0110] The steering wheel steering angle of the target vehicle is obtained from the electronic power steering system of the target vehicle.

[0111] Among them, the electronic power steering system uses an electric motor to assist the driver in steering the car.

[0112] Optionally, the electronic power steering system obtains a torque sensor and an angle sensor to determine the steering angle of the steering wheel.

[0113] Calculate the target yaw rate based on the steering wheel angle.

[0114] Optionally, the front wheel steering angle is determined according to the steering wheel steering angle, and the target yaw rate is calculated according to the current vehicle speed and the front wheel steering angle.

[0115] In the embodiment of the present application, the actual yaw rate, vehicle speed and wheel speeds of multiple wheels are obtained from the electronic stability system of the target vehicle; the steering wheel steering angle of the target vehicle is obtained from the steering electronic power system of the target vehicle; and the target yaw rate is calculated according to the steering wheel steering angle. By acquiring key vehicle dynamic parameters in real time, the system can quickly identify unstable states and make corresponding interventions, thereby improving the driving stability of the vehicle.

[0116] Based on the above embodiments, the present application also provides a process for determining trigger conditions in vehicle dynamic control. Figure 3 A schematic diagram of a flow chart of determining trigger conditions in vehicle dynamic control provided in an embodiment of the present application, such as Figure 3 As shown, in the above step 106, determining whether a preset yaw control entry triggering condition is met according to the actual yaw deviation angle includes:

[0117] Step 301: Determine whether the actual yaw deviation angle is greater than a first preset deviation threshold.

[0118] Among them, the first preset deviation threshold is determined according to the speed of the target vehicle, the current road friction coefficient and the vehicle load. Different vehicles have different preset deviation thresholds. The preset deviation threshold in this application can be 0.03.

[0119] Step 302: If the actual yaw deviation angle is greater than a first preset deviation threshold, it is determined that a preset yaw control entry trigger condition is met.

[0120] Optionally, if the actual yaw deviation angle is greater than a first preset deviation threshold, it means that the actual yaw angular velocity of the target vehicle deviates greatly from the target yaw angular velocity, and the target vehicle may yaw, and it is determined that the preset yaw control entry trigger condition is met.

[0121] Step 303: If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, it is determined that the preset yaw control entry trigger condition is not satisfied.

[0122] Optionally, if the actual yaw deviation angle is less than or equal to a first preset deviation threshold, it means that the actual yaw angular velocity of the target vehicle deviates slightly from the target yaw angular velocity, and the target vehicle will not yaw, and it is determined that the preset yaw control entry trigger condition is not met.

[0123] In one embodiment of the present application, the actual yaw deviation angle of the target vehicle is compared with the first preset deviation threshold to determine whether the preset yaw control entry trigger condition is met. The present application monitors the yaw state of the vehicle in real time, and can intervene in time when the vehicle shows signs of instability, thereby reducing the risk of rollover and loss of control.

[0124] Based on the above embodiments, the present application also provides a process for determining a brake pressure value in a vehicle dynamic control method. Figure 4 A schematic diagram of a process for determining a brake pressure value in a vehicle dynamic control method provided in an embodiment of the present application, such as Figure 4 As shown, in the above step 106, the brake pressure value is calculated according to the actual yaw deviation angle and the vehicle speed, including:

[0125] Step 401: Determine the front axle braking torque value and the rear axle braking torque value according to the actual yaw deviation angle and the vehicle speed.

[0126] Optionally, the front axle braking torque is calculated according to the actual yaw deviation angle and the vehicle speed, and the rear axle braking torque is determined according to the front axle braking torque.

[0127] Step 402: Calculate the front axle braking pressure value and the rear axle braking pressure value respectively according to the front axle braking torque value and the rear axle braking torque value by using a preset braking torque conversion coefficient.

[0128] The preset braking torque conversion coefficient is a conversion coefficient between pressure and braking torque, which is determined by measuring the actual vehicle of the target vehicle. The braking pressure value includes: the front axle braking pressure value and the rear axle braking pressure value; and the tire to be controlled includes: the front axle tire to be controlled and the rear axle tire to be controlled.

[0129] Optionally, the front axle braking pressure value is determined according to the front axle braking torque value divided by a preset braking torque conversion coefficient, and the rear axle braking pressure value is determined according to the rear axle braking torque value divided by a preset braking torque conversion coefficient.

[0130] In the above step 108, according to the braking pressure value, applying a braking pressure of a corresponding pressure value to the tire of the wheel to be controlled includes:

[0131] Step 403: According to the front axle brake pressure value and the rear axle brake pressure value, brake pressures of corresponding pressure values ​​are applied to the front axle tire to be controlled and the rear axle tire to be controlled respectively.

[0132] Optionally, a signal is sent to the brake actuator of the front axle so that the brake of the front axle applies the front axle brake pressure value to the tire to be controlled on the front axle according to the front axle brake pressure value. A signal is sent to the brake actuator of the rear axle so that the brake of the rear axle applies the rear axle brake pressure value to the tire to be controlled on the rear axle according to the rear axle brake pressure value.

[0133] In the embodiment of the present application, the front axle braking torque value and the rear axle braking torque value are determined according to the actual yaw deviation angle and the vehicle speed, and the front axle braking force and the rear axle braking force are determined, and the tires of the wheels to be controlled are respectively applied with braking pressures of corresponding pressure values. The present application can more accurately determine the braking pressure, ensure the stability of the vehicle during driving, and improve the comfort and safety of the driver.

[0134] Based on the above embodiments, the present application also provides a process for determining the braking torque in a vehicle dynamic control method. Figure 5 A schematic diagram of a process for determining a braking torque in a vehicle dynamic control method provided in an embodiment of the present application, such as Figure 5 As shown, in the above step 501, the front axle braking torque value and the rear axle braking torque value are determined according to the actual yaw deviation angle and the vehicle speed, including:

[0135] Step 501: Look up a table according to the vehicle speed to obtain a basic braking torque value at the vehicle speed.

[0136] Among them, this table is a correspondence table between vehicle speed and basic braking torque value. Different vehicle speeds correspond to different basic braking torque values. The correspondence table between vehicle speed and basic braking torque value is determined based on a large amount of test data and simulation results.

[0137] Step 502: Calculate the target braking torque value according to the actual yaw deviation angle and the basic braking torque value.

[0138] The target braking torque value is greater than the basic braking torque value.

[0139] Optionally, the product of the actual yaw deviation angle, the basic braking torque value, and 1000 is used as the target braking torque value.

[0140] Step 503: Determine that the target braking torque value is the front axle braking torque value.

[0141] Step 504: Determine the rear axle braking torque value according to the target braking torque value and the preset rear axle braking distribution coefficient.

[0142] The preset rear axle braking distribution coefficient is determined according to the vehicle. Different vehicles have different preset rear axle braking distribution coefficients. The vehicle response under different braking conditions can be simulated by simulation software to determine the rear axle braking distribution coefficient.

[0143] Optionally, the product of the target braking torque value and a preset rear axle braking distribution coefficient is used as the rear axle braking torque.

[0144] In the embodiment of the present application, a table is looked up according to the vehicle speed to obtain the basic braking torque value at the vehicle speed, and the front axle braking torque and the rear axle braking torque are determined according to the basic braking torque and the rear axle braking distribution coefficient. No complex mathematical model and real-time calculation are required, which improves the response speed of the system. It can react quickly in an emergency and determine the braking torque in time.

[0145] Based on the above embodiments, the present application also provides a process for determining a tire to be controlled in a vehicle dynamic control method. Figure 6 A schematic diagram of a process for determining a tire to be controlled in a vehicle dynamic control method provided in an embodiment of the present application, such as Figure 6 As shown, in the above step 107, determining the tire to be controlled according to the wheel speeds of the multiple wheels includes:

[0146] Step 601: Determine the wheel with the lowest wheel speed according to the wheel speeds of multiple wheels.

[0147] Optionally, when the target vehicle encounters a large puddle on the road, at the moment when a single wheel of the vehicle passes through the water at high speed, the resistance of the tire on the water-logged side increases and the adhesion decreases, causing the wheel speed of the wheel to decrease rapidly, so the wheel speeds of multiple wheels are compared to determine the wheel with the lowest wheel speed. The wheel with the lowest wheel speed is the wheel that is wading through the water.

[0148] Step 602: determine the front axle tire and the rear axle tire on the opposite side of the wheel with the lowest wheel speed as the front axle tire to be controlled and the rear axle tire to be controlled respectively.

[0149] The opposite side of the wheel with the lowest wheel speed is: the opposite side symmetrical with respect to the preset wheel center axis of the target vehicle.

[0150] On the basis of the above embodiment, according to the wheel speeds of multiple wheels, the wheel with the lowest wheel speed is determined, and the front axle tire and the rear axle tire on the opposite side of the wheel with the lowest wheel speed are respectively determined as the front axle tire to be controlled and the rear axle tire to be controlled. The application can quickly determine and control the tire with the lowest wheel speed, which can significantly reduce the risk of vehicle loss of control.

[0151] Based on the above embodiments, the present application also provides a process for exiting trigger conditions in a vehicle dynamic control method. Figure 7 A flow chart of an exit trigger condition in a vehicle dynamic control method is provided for an embodiment of the present application, such as Figure 7 As shown, after the preset yaw control entry triggering condition is met in the above step 302, the method further includes:

[0152] Step 701: Determine whether a preset yaw control function is activated.

[0153] Optionally, when the target vehicle is in a rainy driving condition, the yaw control function is in an activated state. By checking the activation state of the yaw control function, the state of the yaw control function can be determined.

[0154] After applying a brake pressure of a corresponding pressure value to the tire to be controlled according to the brake pressure value in step 108, the method further includes:

[0155] Step 702: Obtain the yaw deviation angle after the braking pressure is applied.

[0156] Optionally, after the braking pressure is applied, the latest actual yaw rate of the target vehicle is acquired, and the yaw deviation angle after the braking pressure is applied is determined according to the difference between the latest actual yaw rate and the target yaw rate.

[0157] Step 703: If the yaw deviation angle after the brake pressure is applied is less than or equal to the second preset deviation threshold, it is determined that the preset yaw control exit trigger condition is met, and the preset yaw control function is controlled to switch from the activated state to the disabled state.

[0158] The second preset deviation threshold is smaller than the first preset deviation threshold. The second preset deviation threshold is determined according to the model of the target vehicle, and the second preset deviation threshold of different vehicles is different. In this application, the second preset deviation threshold may be 0.01.

[0159] Optionally, if the yaw deviation angle after applying braking pressure is less than or equal to a second preset deviation threshold, it means that the target vehicle will not have a yaw risk, and it is determined that the preset yaw control exit trigger condition is met, and the preset yaw control function is controlled to switch from an activated state to an off state.

[0160] In the embodiment of the present application, it is determined that the preset yaw control function is in an activated state, and the yaw deviation angle after the brake pressure is applied is obtained, so as to determine that the target vehicle meets the preset yaw control exit trigger condition, and control the preset yaw control function to switch from the activated state to the disabled state. The present application can prevent the yaw control system from working for a long time or unnecessarily, protect system components, and reduce the risk of system failure.

[0161] Based on the same inventive concept, a vehicle dynamic control device corresponding to the vehicle dynamic control method is also provided in the embodiment of the present application. Since the principle of solving the problem by the device in the embodiment of the present application is similar to the above-mentioned vehicle dynamic control method in the embodiment of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0162] Figure 8 A schematic diagram of the structure of a vehicle dynamic control device provided in an embodiment of the present application, the device includes:

[0163] The first acquisition module 801 is used to acquire the current road condition information of the target vehicle;

[0164] The first determination module 802 is used to determine whether the target vehicle is in a rainy driving condition according to the current road condition information;

[0165] The second acquisition module 803 is used to acquire the actual yaw rate, target yaw rate, vehicle speed and wheel speeds of multiple wheels of the target vehicle if the target vehicle is in a rainy driving condition;

[0166] A first calculation module 804 is used to calculate an actual yaw deviation angle of the target vehicle according to the actual yaw angular velocity and the target yaw angular velocity;

[0167] The second determination module 805 is used to determine whether a preset yaw control entry trigger condition is met according to the actual yaw deviation angle;

[0168] A second calculation module 806 is used to calculate the brake pressure value according to the actual yaw deviation angle and the vehicle speed if the preset yaw control entry triggering condition is met;

[0169] A third determination module 807, configured to determine a tire to be controlled according to the wheel speeds of the plurality of wheels;

[0170] The control module 808 is used to apply a brake pressure of a corresponding pressure value to the tire to be controlled according to the brake pressure value.

[0171] Optionally, the current road condition information is a road condition image collected by an optical camera on the target vehicle; the first determination module 802 is specifically used to: perform road surface recognition on the road condition image to obtain a target road surface category and a road friction coefficient of the road where the target vehicle is located;

[0172] Determine whether the road friction coefficient is within a preset rainy road friction coefficient range corresponding to the target road surface category;

[0173] If the road friction coefficient is within the preset rainy road condition friction coefficient range corresponding to the target road surface category, it is determined that the target vehicle is in a rainy driving condition.

[0174] Optionally, the second acquisition module 803 is specifically used to: acquire an actual yaw rate, a vehicle speed, and wheel speeds of multiple wheels from an electronic stability system of the target vehicle;

[0175] Obtaining a steering wheel steering angle of the target vehicle from an electronic power steering system of the target vehicle;

[0176] Calculate the target yaw rate based on the steering wheel angle.

[0177] Optionally, the second determination module 805 is specifically used to: determine whether the actual yaw deviation angle is greater than a first preset deviation threshold;

[0178] If the actual yaw deviation angle is greater than a first preset deviation threshold, determining that a preset yaw control entry trigger condition is met;

[0179] If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, it is determined that the preset yaw control entry triggering condition is not met.

[0180] Optionally, the second calculation module 806 is specifically used to: determine the front axle braking torque value and the rear axle braking torque value according to the actual yaw deviation angle and the vehicle speed;

[0181] According to the front axle braking torque value and the rear axle braking torque value, a front axle braking pressure value and a rear axle braking pressure value are calculated respectively by using a preset braking torque conversion coefficient; the braking pressure value includes: a front axle braking pressure value and a rear axle braking pressure value;

[0182] The tires to be controlled include: the tires to be controlled on the front axle and the tires to be controlled on the rear axle; according to the braking pressure value, applying a braking pressure of a corresponding pressure value to the tires of the wheels to be controlled includes:

[0183] According to the front axle brake pressure value and the rear axle brake pressure value, brake pressures of corresponding pressure values ​​are applied to the front axle tire to be controlled and the rear axle tire to be controlled respectively.

[0184] Optionally, the second calculation module 806 is specifically used to: look up a table according to the vehicle speed to obtain a basic braking torque value under the vehicle speed;

[0185] Calculating a target braking torque value according to the actual yaw deviation angle and the basic braking torque value, wherein the target braking torque value is greater than the basic braking torque value;

[0186] Determine the target braking torque value as the front axle braking torque value;

[0187] The rear axle braking torque value is determined according to the target braking torque value and the preset rear axle braking distribution coefficient.

[0188] Optionally, the second calculation module 806 is specifically configured to: determine the wheel with the lowest wheel speed according to the wheel speeds of the multiple wheels;

[0189] The front axle tire and the rear axle tire on the opposite side of the wheel with the lowest wheel speed are respectively determined as the front axle tire to be controlled and the rear axle tire to be controlled, wherein the opposite side of the wheel with the lowest wheel speed is: the opposite side symmetrical with respect to the preset wheel center axis of the target vehicle.

[0190] Optionally, the second determining module 805 is further used to: determine whether the preset yaw control function is in an activated state;

[0191] Optionally, the control module 808 is further configured to: obtain a yaw deviation angle after the braking pressure is applied;

[0192] If the yaw deviation angle after the braking pressure is applied is less than or equal to a second preset deviation threshold, it is determined that the preset yaw control exit trigger condition is met, and the preset yaw control function is controlled to switch from an activated state to an off state; wherein the second preset deviation threshold is less than the first preset deviation threshold.

[0193] The embodiment of the present application also provides a vehicle dynamic control system, Fig. 9 A schematic diagram of a dynamic control system provided in an embodiment of the present application is shown in FIG. Fig. 9 As shown, the vehicle dynamic control system 100 is connected to the braking system 200 for executing the steps of the above-mentioned vehicle dynamic control method.

[0194] The embodiment of the present application also provides a vehicle, Fig.10 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown in FIG. Fig.10 As shown, the vehicle includes: a vehicle dynamics control system 100;

[0195] Optionally, the vehicle further includes: a detection system 300, an electronic stability control system 400 and an electric power steering system 500; the dynamic control system 300 is respectively connected to the detection system 400, the electronic stability control system 500 and the electric power steering system 600. The detection system includes: optical sensors, speed sensors, angle sensors, gyroscopes and other devices for detecting vehicle status, which are not limited in the embodiments of the present application.

[0196] The present application also provides a computer device, Fig.11 A schematic diagram of a computer device structure provided in an embodiment of the present application includes: a processor 1101, a memory 1102, and optionally, a bus 1103. The memory 1102 stores machine-readable instructions executable by the processor 1101. When the computer device is running, the processor 1101 communicates with the memory 1102 through the bus 1103. When the machine-readable instructions are executed by the processor 1101, the steps of the above-mentioned vehicle dynamic control method are executed.

[0197] An embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned vehicle dynamic control method are executed.

[0198] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the method embodiment, and will not be repeated in this application. In the several embodiments provided in this application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0199] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention is essentially or part of the technical solution that contributes to the prior art or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, RandomAccess Memory), disk or optical disk and other media that can store program code.

[0200] The above are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

1. A vehicle dynamic control method, characterized in that: The method comprises: Obtain the current road condition information of the target vehicle; Determining whether the target vehicle is in a rainy driving condition according to the current road condition information; If the target vehicle is in a rainy driving condition, obtaining an actual yaw rate, a target yaw rate, a vehicle speed, and wheel speeds of multiple wheels of the target vehicle; Calculating an actual yaw deviation angle of the target vehicle according to the actual yaw angular velocity and the target yaw angular velocity; determining, according to the actual yaw deviation angle, whether a preset yaw control entry trigger condition is met; If the preset yaw control entry triggering condition is met, calculating the brake pressure value according to the actual yaw deviation angle and the vehicle speed; Determining a tire to be controlled according to the wheel speeds of the plurality of wheels; According to the brake pressure value, a brake pressure of a corresponding pressure value is applied to the tire to be controlled.

2. The method according to claim 1, characterized in that The current road condition information is a road condition image collected by an optical camera on the target vehicle; determining whether the target vehicle is in a rainy driving condition based on the current road condition information includes: Performing road surface recognition on the road condition image to obtain a target road surface category and a road friction coefficient of the road where the target vehicle is located; Determine whether the road friction coefficient is within a preset rainy road condition friction coefficient range corresponding to the target road surface category; If the road friction coefficient is within the preset rainy road condition friction coefficient range corresponding to the target road surface category, it is determined that the target vehicle is in a rainy driving condition.

3. The method according to claim 1, characterized in that The obtaining of the actual yaw rate, the target yaw rate, the vehicle speed, and the wheel speeds of the plurality of wheels of the target vehicle comprises: Acquire the actual yaw rate, the vehicle speed, and the wheel speeds of the plurality of wheels from an electronic stability system of the target vehicle; Acquire a steering wheel steering angle of the target vehicle from an electronic power steering system of the target vehicle; The target yaw rate is calculated according to the steering wheel steering angle.

4. The method according to claim 1, characterized in that: The determining, according to the actual yaw deviation angle, whether a preset yaw control entry triggering condition is satisfied includes: Determining whether the actual yaw deviation angle is greater than a first preset deviation threshold; If the actual yaw deviation angle is greater than the first preset deviation threshold, determining that the preset yaw control entry trigger condition is met; If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, it is determined that the preset yaw control entry triggering condition is not met.

5. The method according to claim 1, characterized in that The calculating the brake pressure value according to the actual yaw deviation angle and the vehicle speed includes: Determining a front axle braking torque value and a rear axle braking torque value according to the actual yaw deviation angle and the vehicle speed; According to the front axle braking torque value and the rear axle braking torque value, a front axle braking pressure value and a rear axle braking pressure value are calculated respectively using a preset braking torque conversion coefficient; the braking pressure values ​​include: the front axle braking pressure value and the rear axle braking pressure value; The tires to be controlled include: a front axle tire to be controlled and a rear axle tire to be controlled; according to the braking pressure value, applying a braking pressure of a corresponding pressure value to the tires of the wheels to be controlled, including: According to the front axle brake pressure value and the rear axle brake pressure value, brake pressures of corresponding pressure values ​​are applied to the front axle tire to be controlled and the rear axle tire to be controlled respectively.

6. The method according to claim 5, characterized in that The determining of the front axle braking torque value and the rear axle braking torque value according to the actual yaw deviation angle and the vehicle speed includes: Look up a table according to the vehicle speed to obtain a basic braking torque value at the vehicle speed; Calculating a target braking torque value according to the actual yaw deviation angle and the basic braking torque value, wherein the target braking torque value is greater than the basic braking torque value; Determine the target braking torque value as the front axle braking torque value; The rear axle braking torque value is determined according to the target braking torque value and a preset rear axle braking distribution coefficient.

7. The method according to claim 5, characterized in that The step of determining the tire to be controlled according to the wheel speeds of the plurality of wheels comprises: Determining the wheel with the lowest wheel speed according to the wheel speeds of the plurality of wheels; The front axle tire and the rear axle tire on the opposite side of the wheel with the lowest wheel speed are respectively determined as the front axle tire to be controlled and the rear axle tire to be controlled, wherein the opposite side of the wheel with the lowest wheel speed is: the opposite side symmetrical with respect to the preset wheel center axis of the target vehicle.

8. The method according to claim 4, characterized in that After the preset yaw control entry triggering condition is met, the method further includes: Make sure the preset yaw control function is activated; After applying a brake pressure of a corresponding pressure value to the tire to be controlled according to the brake pressure value, the method further includes: Obtaining the yaw deviation angle after applying brake pressure; If the yaw deviation angle after applying the braking pressure is less than or equal to a second preset deviation threshold, it is determined that the preset yaw control exit trigger condition is met, and the preset yaw control function is controlled to switch from an activated state to an off state; wherein the second preset deviation threshold is less than the first preset deviation threshold.

9. A vehicle dynamic control system, characterized in that: The vehicle dynamic control system is connected to a braking system for executing the vehicle dynamic control method described in any one of claims 1-8.

10. A vehicle, characterized in that: The vehicle comprises: the vehicle dynamics control system as described in claim 9 above.

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