A vehicle dynamics control method, a vehicle dynamics control system, and a vehicle
By acquiring real-time vehicle road condition information and dynamically calculating braking pressure values, dynamic control of the vehicle is achieved, solving the problem of vehicle instability on flooded roads and improving vehicle driving stability and safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SHANGHAI NASN AUTOMOTIVE ELECTRONICS CO LTD
- Filing Date
- 2024-12-23
- Publication Date
- 2026-05-12
AI Technical Summary
Existing vehicle stability systems are unable to promptly identify instability risks when vehicles are traveling at high speeds, especially on flooded roads, leading to loss of vehicle control. Furthermore, improper driver intervention may exacerbate instability.
By acquiring the vehicle's current road condition information, determining whether it is driving in rainy conditions, calculating the actual yaw deviation angle and vehicle speed, determining the braking pressure value, and applying the corresponding pressure to the tire to be controlled, dynamic control is achieved.
It accurately suppresses vehicle yaw, reduces the risk of loss of control, and improves driving stability and safety.
Smart Images
Figure CN119502885B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle dynamic control method, a vehicle dynamic control system, and a vehicle. Background Technology
[0002] Vehicle stability at high speeds is the ultimate goal of vehicle safety. Traditional vehicle control systems, such as ABS (Anti-lock Braking System), ESC (Electronic Stability Control System), and TCS (Traction Control System), primarily focus on maintaining vehicle handling in emergency situations.
[0003] However, these systems still have certain limitations when vehicles are traveling at high speeds, especially on uneven or special road surfaces. When a vehicle is traveling at high speed on a flooded road, if one wheel or a single front wheel enters the flooded area, the wheel cannot expel the water from the road surface in time, resulting in the wheel on that side losing traction. When the vehicle becomes unstable, the vehicle stability system intervenes.
[0004] However, in existing technologies, the vehicle stability system only intervenes when the vehicle becomes unstable, resulting in a late intervention time. Furthermore, the vehicle stability system intervenes and limits the steering based on the driver's steering needs. When the driver lacks experience and makes erratic steering maneuvers, it can lead to continuous vehicle instability. Summary of the Invention
[0005] The purpose of this application is to address the shortcomings of the prior art by providing a vehicle dynamic control method, a vehicle dynamic control system, and a vehicle. This 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 objectives, the technical solutions adopted in the embodiments of this application are as follows:
[0007] In a first aspect, one embodiment of this application provides a vehicle dynamic control method, the method comprising:
[0008] Obtain the current road condition information of the target vehicle;
[0009] Based on the current road condition information, determine whether the target vehicle is in rainy driving conditions;
[0010] If the target vehicle is driving in rainy weather, then the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of multiple wheels of the target vehicle are obtained.
[0011] Calculate the actual yaw rate of the target vehicle based on the actual yaw rate and the target yaw rate;
[0012] Based on the actual yaw deviation angle, determine whether the preset yaw control trigger condition is met;
[0013] If the preset yaw control trigger condition is met, the braking pressure value is calculated based on the actual yaw deviation angle and the vehicle speed.
[0014] The tire to be controlled is determined based on the wheel speeds of the multiple wheels;
[0015] Based on the braking pressure value, apply a corresponding braking pressure to the tire to be controlled.
[0016] Optionally, the current road condition information is a road condition image captured by an optical camera on the target vehicle; determining whether the target vehicle is driving in rainy weather based on the current road condition information includes:
[0017] The road surface is identified by performing road surface recognition on the road condition image to obtain the target road surface category and road friction coefficient of the road surface where the target vehicle is located;
[0018] Determine whether the road friction coefficient falls within the preset rainy weather road condition friction coefficient range corresponding to the target road surface category;
[0019] If the road friction coefficient is within the range of the preset rainy road condition friction coefficient corresponding to the target road surface category, then the target vehicle is determined to be in rainy driving condition.
[0020] Optionally, obtaining the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of the target vehicle includes:
[0021] The actual yaw rate, the vehicle speed, and the wheel speeds of the multiple wheels are obtained from the electronic stability system of the target vehicle.
[0022] The steering wheel angle of the target vehicle is obtained from the electronic power steering system of the target vehicle;
[0023] Calculate the target yaw rate based on the steering wheel angle.
[0024] Optionally, determining whether the preset yaw control trigger condition is met based on the actual yaw deviation angle includes:
[0025] Determine 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, then the preset yaw control trigger condition is met.
[0027] If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, then it is determined that the preset yaw control trigger condition is not met.
[0028] Optionally, calculating the braking pressure value based on the actual yaw deviation angle and the vehicle speed includes:
[0029] The front axle braking torque value and the rear axle braking torque value are determined based on the actual yaw deviation angle and the vehicle speed.
[0030] Based on the front axle braking torque value and the rear axle braking torque value, a preset braking torque conversion coefficient is used to calculate the front axle braking pressure value and the rear axle braking pressure value, respectively; the braking pressure value includes: the front axle braking pressure value and the rear axle braking pressure value;
[0031] The tires to be controlled include: a front axle tire and a rear axle tire; applying a braking pressure corresponding to the braking pressure value to the tires of the wheels to be controlled includes:
[0032] Based on the front axle braking pressure value and the rear axle braking pressure value, apply corresponding braking pressure values 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 based on the actual yaw deviation angle and the vehicle speed includes:
[0034] The basic braking torque value at the vehicle speed is obtained by looking up a table based on the vehicle speed.
[0035] Based on the actual yaw deviation angle and the basic braking torque value, the target braking torque value is calculated, and the target braking torque value is greater than the basic braking torque value.
[0036] The target braking torque value is determined to be the front axle braking torque value;
[0037] The rear axle braking torque value is determined based on the target braking torque value and the preset rear axle braking distribution coefficient.
[0038] Optionally, determining the tire to be controlled based on the wheel speeds of the plurality of wheels includes:
[0039] Based on the wheel speeds of the plurality of wheels, determine the wheel with the lowest wheel speed;
[0040] The front axle tire and the rear axle tire opposite the wheel with the lowest wheel speed are respectively identified 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 to the preset wheel centerline of the target vehicle.
[0041] Optionally, after the preset yaw control trigger condition is met, the method further includes:
[0042] Ensure the preset yaw control function is active;
[0043] After applying a braking pressure of a corresponding value to the tire to be controlled based on the braking pressure value, the method further includes:
[0044] Obtain the yaw rate after applying braking pressure;
[0045] If the yaw deviation angle after applying braking pressure is less than or equal to the second preset deviation threshold, then the preset yaw control exit trigger condition is determined to be met, and the preset yaw control function is controlled to switch from the active state to the off state; wherein, the second preset deviation threshold is less than the first preset deviation threshold.
[0046] Secondly, another embodiment of this application provides a vehicle dynamic control device, the device comprising:
[0047] The first acquisition module is used to acquire the current road condition information of the target vehicle;
[0048] The first determining module is used to determine whether the target vehicle is in rainy driving conditions based on the current road condition information.
[0049] The second acquisition module is used to acquire the actual yaw rate, target yaw rate, vehicle speed, and wheel speed of multiple wheels of the target vehicle if the target vehicle is driving in rainy weather.
[0050] The first calculation module is used to calculate the actual yaw deviation angle of the target vehicle based on the actual yaw rate and the target yaw rate.
[0051] The second determining module is used to determine whether the preset yaw control trigger condition is met based on the actual yaw deviation angle.
[0052] The second calculation module is used to calculate the braking pressure value based on the actual yaw deviation angle and the vehicle speed if the preset yaw control trigger condition is met.
[0053] The third determining module is used to determine the tire to be controlled based on the wheel speed 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 based on the braking pressure value.
[0055] Thirdly, another embodiment of this application provides a computer device, including: 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 via the bus, and the processor executes the machine-readable instructions to perform the steps of any of the vehicle dynamic control methods described in the first aspect above.
[0056] Fourthly, another embodiment of this application provides a storage medium storing a computer program, which, when executed by a processor, performs the steps of the vehicle dynamic control method as described in any of the first aspects above.
[0057] Fifthly, another embodiment of this application provides a vehicle dynamic control system connected to a braking system for performing the steps of the vehicle dynamic control method as described in any of the first aspects above.
[0058] Fifthly, another embodiment of this application provides a vehicle, the vehicle including: the vehicle dynamic control system described in the fifth aspect above.
[0059] The beneficial effects of this application are:
[0060] This application provides a vehicle dynamic control method, a vehicle dynamic control system, and a vehicle. The method involves acquiring current road condition information of the target vehicle; determining whether the target vehicle is in rainy driving conditions based on the current road condition information; if the target vehicle is in rainy driving conditions, acquiring the target vehicle's actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of multiple wheels; calculating the actual yaw deviation angle of the target vehicle based on the actual yaw rate and target yaw rate; determining whether a preset yaw control trigger condition is met based on the actual yaw deviation angle; if the preset yaw control trigger condition is met, calculating the braking pressure value based on the actual yaw deviation angle and vehicle speed; determining the tire to be controlled based on the wheel speeds of multiple wheels; and applying a corresponding braking pressure value to the tire to be controlled based on the braking pressure value. This application first determines whether the vehicle is in rainy driving conditions based on the current road conditions, ensuring more accurate entry into the control mode. Simultaneously, it determines whether dynamic control of the target vehicle is necessary based on multiple speeds of the target vehicle, thereby controlling the target vehicle and accurately suppressing potential yaw, reducing the risk of vehicle loss of control. Attached Figure Description
[0061] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0062] Figure 1 A flowchart illustrating a vehicle dynamic control method provided in an embodiment of this application;
[0063] Figure 2 This is a schematic diagram of the process for determining the operating condition of a target vehicle in a vehicle dynamic control method provided in an embodiment of this application;
[0064] Figure 3 A flowchart illustrating the determination of triggering conditions in vehicle dynamic control, provided as an embodiment of this application;
[0065] Figure 4 This is a flowchart illustrating the determination of braking pressure value in a vehicle dynamic control method provided in an embodiment of this application.
[0066] Figure 5 A schematic diagram of the process for determining braking torque in a vehicle dynamic control method provided in this application embodiment;
[0067] Figure 6 A schematic diagram illustrating the process of determining the tire to be controlled in a vehicle dynamic control method provided in this application embodiment;
[0068] Figure 7 This application provides a flowchart illustrating the exit trigger condition in a vehicle dynamic control method according to an embodiment of the present application.
[0069] Figure 8 This is a schematic diagram of the structure of a vehicle dynamic control device provided in an embodiment of this application;
[0070] Figure 9 This is a schematic diagram of the structure of a dynamic control system provided in an embodiment of this application;
[0071] Figure 10 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;
[0072] Figure 11 This is a schematic diagram of a computer device structure provided in an embodiment of this application. Detailed Implementation
[0073] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.
[0074] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.
[0075] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.
[0076] To clearly describe the vehicle dynamic control method provided in the embodiments of this application, the method provided in the embodiments of this application will be described below with reference to several accompanying drawings. Figure 1 This is a flowchart illustrating a vehicle dynamic control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes:
[0077] Step 101: Obtain the current road condition information of the target vehicle.
[0078] The road condition information can include information such as road surface slipperiness, vehicle speed, traffic congestion, and road condition images.
[0079] Optionally, the current road condition information of the target vehicle can be determined based on the sensing devices, image acquisition devices, and positioning devices on the target vehicle.
[0080] Step 102: Based on the current road condition information, determine whether the target vehicle is in rainy driving conditions.
[0081] For example, if the road surface wetness information indicates that there is standing water or the road surface is slippery, then it is determined that the target vehicle is driving in rainy conditions; if the vehicle speed decreases along with the flow of traffic, it is determined that the target vehicle is driving in rainy conditions; if the traffic congestion is low and the vehicle speed decreases, it is determined that the target vehicle is driving in rainy conditions. Alternatively, the determination of whether the target vehicle is driving in rainy conditions can be based on road conditions, and this application embodiment does not limit this.
[0082] Step 103: If the target vehicle is driving in rainy weather, obtain the target vehicle's actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of multiple wheels.
[0083] Among them, the actual yaw rate refers to the rate of change of the angle of rotation of the car around the axis perpendicular to the ground; the target yaw rate is the target value of the rate of change of the angle of rotation of the car around the axis perpendicular to the ground; the vehicle speed is the speed of the target vehicle; and the wheel speed is the rotational speed of each wheel of the target vehicle.
[0084] Optionally, if the target vehicle is driving in rainy conditions, the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of multiple wheels of the target vehicle are obtained from different systems of the target vehicle.
[0085] Step 104: Calculate the actual yaw deviation angle of the target vehicle based on the actual yaw rate and the target yaw rate.
[0086] Optionally, the difference between the target yaw rate and the actual yaw rate is taken, and the difference is the actual yaw deviation angle of the target vehicle.
[0087] Step 105: Determine whether the preset yaw control trigger condition is met based on the actual yaw deviation angle.
[0088] Optionally, if the actual yaw deviation angle is greater than the actual yaw deviation angle deviation threshold, then the preset yaw control trigger condition is determined to be met. The preset yaw control trigger condition is the actual yaw deviation angle deviation threshold.
[0089] Step 106: If the preset yaw control trigger condition is met, calculate the braking pressure value based on the actual yaw deviation angle and vehicle speed.
[0090] Optionally, if the preset yaw control trigger condition is met, the wheels of the target vehicle need to be controlled to prevent the target vehicle from yawing. At this time, the braking pressure value is calculated based on the actual yaw deviation angle and vehicle speed. Different wheels correspond to different braking pressure values.
[0091] Step 107: Determine the tire to be controlled based on the wheel speeds of multiple wheels.
[0092] Among them, the tire to be controlled is the wheel that needs to be braked.
[0093] Optionally, based on the wheel speeds of multiple wheels, determine the wheel speed that differs significantly from the rotational speed of other wheels, identify the abnormal wheel corresponding to that wheel speed, and determine the tire to be controlled based on the abnormal wheel.
[0094] Step 108: Apply the corresponding braking pressure to the tire to be controlled based on the braking pressure value.
[0095] Optionally, a braking pressure corresponding to the braking pressure value is applied to the tire to be controlled. When there are multiple braking forces, there are also multiple tires to be controlled, and the braking pressure corresponding to different tires to be controlled is also different. The tire to be controlled is controlled according to the braking pressure corresponding to different tires to be controlled.
[0096] In this embodiment, the current road condition information of the target vehicle is obtained; based on the current road condition information, it is determined whether the target vehicle is in rainy driving conditions; if the target vehicle is in rainy driving conditions, the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of multiple wheels of the target vehicle are obtained; based on the actual yaw rate and target yaw rate, the actual yaw deviation angle of the target vehicle is calculated; based on 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 braking pressure value is calculated based on the actual yaw deviation angle and vehicle speed; based on the wheel speeds of multiple wheels, the tire to be controlled is determined; based on the braking pressure value, the corresponding braking pressure value is applied to the tire to be controlled. This application first determines whether it is rainy driving conditions based on the current road conditions, ensuring that the target vehicle's entry control mode is more accurate. At the same time, based on the multiple speeds of the target vehicle, it determines whether dynamic control of the target vehicle is needed, and then controls the target vehicle, which can accurately suppress the yaw that the target vehicle may generate and reduce the risk of vehicle loss of control.
[0097] Based on the above embodiments, the current road condition information is the road condition image captured by the optical camera on the target vehicle; this application also provides a process for determining the operating condition of the target vehicle in a vehicle dynamic control method. Figure 2 This is a flowchart illustrating the process of determining the operating condition of a target vehicle in a vehicle dynamic control method provided in an embodiment of this application, as shown below. Figure 2 As shown, in step 102 above, determining whether the target vehicle is driving in rainy weather based on the current road condition information includes:
[0098] Step 201: Perform road surface recognition on the road condition image to obtain the target road surface category and road friction coefficient of the road surface where the target vehicle is located.
[0099] The road surface type can be asphalt road surface, cement road surface, or epoxy flooring.
[0100] Optionally, a pre-set neural network model is used to identify road surfaces in the road condition images, determine the target road surface type where the target vehicle is located, and determine the road surface friction coefficient. Based on the road friction coefficient, the corresponding road surface friction coefficient is determined. The pre-set 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 the preset friction coefficient range for rainy weather conditions corresponding to the target road surface category.
[0102] For example, when the road surface type is asphalt pavement, a road membrane coefficient between 0.6 and 0.7 indicates that the road friction coefficient is within the preset range for rainy weather conditions corresponding to the target road surface type. When the road surface type is cement pavement, a road membrane coefficient between 0.5 and 0.6 indicates that the road friction coefficient is within the preset range for rainy weather conditions corresponding to the target road surface type. When the road surface type is epoxy flooring, a road membrane coefficient between 0.1 and 0.2 indicates that the road friction coefficient is within the preset range for rainy weather conditions corresponding to the target road surface type.
[0103] Step 203: If the road friction coefficient is within the preset rainy weather road condition friction coefficient range corresponding to the target road surface category, then the target vehicle is determined to be in rainy weather driving conditions.
[0104] Optionally, if the road friction coefficient is within the preset rainy road condition friction coefficient range corresponding to the target road surface category, it indicates that there is rainwater on the ground, and the target vehicle is determined to be in rainy driving conditions.
[0105] In this embodiment, road surface recognition is performed on road condition images to obtain the target road surface category and road friction coefficient of the road surface where the target vehicle is located. The road friction coefficient is then determined; if it falls within the preset rainy weather road condition friction coefficient range corresponding to the target road surface category, the target vehicle is determined to be in rainy weather driving conditions. This application, through real-time analysis of road condition images, can continuously monitor changes in the road friction coefficient, ensuring accurate control of the target vehicle and providing early warnings of potential hazards.
[0106] Based on the above embodiments, this application also provides a process for acquiring information in a vehicle dynamic control method. In step 103 above, the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of multiple wheels of the target vehicle are acquired, including:
[0107] The actual yaw rate, vehicle speed, and wheel speeds of multiple wheels are obtained from the target vehicle's electronic stability system.
[0108] Among them, the electronic stability system is the active safety system of the target vehicle, which uses sensors to detect the rotational speed of the wheels and the vehicle's motion status.
[0109] Optionally, the electronic stability system determines the yaw rate by monitoring the gyroscope of the target vehicle and the vehicle speed by monitoring the vehicle speed sensor. Wheel speed sensors are used to determine the wheel speeds of multiple wheels, with each wheel equipped with a wheel sensor.
[0110] The 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 also uses an electric motor to assist the driver in steering the car.
[0112] Optionally, the electronic power steering system uses torque and angle sensors to determine the steering wheel angle.
[0113] Calculate the target yaw rate based on the steering wheel angle.
[0114] Optionally, the front wheel steering angle is determined based on the steering wheel steering angle, and the target yaw rate is calculated based on the current vehicle speed and the front wheel steering angle.
[0115] In this embodiment, the actual yaw rate, vehicle speed, and wheel speeds of multiple wheels are obtained from the target vehicle's electronic stability system; the steering wheel angle of the target vehicle is obtained from the target vehicle's electronic power steering system; and the target yaw rate is calculated based on the steering wheel angle. By acquiring key vehicle dynamic parameters in real time, this application enables the system to quickly identify unstable states and take corresponding interventions, thereby improving vehicle driving stability.
[0116] Based on the above embodiments, this application also provides a process for determining triggering conditions in vehicle dynamic control. Figure 3 This is a flowchart illustrating the determination of triggering conditions in vehicle dynamic control, as provided in an embodiment of this application. Figure 3 As shown, in step 106 above, based on the actual yaw deviation angle, it is determined whether the preset yaw control trigger condition is met, including:
[0117] Step 301: Determine whether the actual yaw deviation angle is greater than the first preset deviation threshold.
[0118] The first preset deviation threshold is determined based on the target vehicle's speed, the current road surface friction coefficient, and the vehicle's load. Different vehicles have different preset deviation thresholds, and the preset deviation threshold in this application can be 0.03.
[0119] Step 302: If the actual yaw deviation angle is greater than the first preset deviation threshold, then the preset yaw control trigger condition is met.
[0120] Optionally, if the actual yaw deviation angle is greater than the first preset deviation threshold, it indicates that the actual yaw rate of the target vehicle deviates significantly from the target yaw rate, and the target vehicle may yaw. In this case, the preset yaw control trigger condition is met.
[0121] Step 303: If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, then it is determined that the preset yaw control trigger condition is not met.
[0122] Optionally, if the actual yaw deviation angle is less than or equal to the first preset deviation threshold, it indicates that the actual yaw rate of the target vehicle deviates little from the target yaw rate, and the target vehicle will not yaw. In this case, it is determined that the preset yaw control trigger condition is not met.
[0123] In one embodiment of this application, the actual yaw deviation angle of the target vehicle is compared with a first preset deviation threshold to determine whether the preset yaw control trigger condition is met. This application, by monitoring the vehicle's yaw state in real time, can intervene promptly when signs of instability appear, reducing the risk of rollover and loss of control.
[0124] Based on the above embodiments, this application also provides a process for determining the braking pressure value in a vehicle dynamic control method. Figure 4 This is a flowchart illustrating the determination of braking pressure value in a vehicle dynamic control method provided in this application embodiment, as shown below. Figure 4 As shown, in step 106 above, the braking pressure value is calculated based on the actual yaw deviation angle and vehicle speed, including:
[0125] Step 401: Determine the front axle braking torque value and the rear axle braking torque value based on the actual yaw deviation angle and vehicle speed.
[0126] Optionally, the front axle braking torque is calculated based on the actual yaw rate and vehicle speed, and the rear axle braking torque is determined based on the front axle braking torque.
[0127] Step 402: Based on the front axle braking torque value and the rear axle braking torque value, calculate the front axle braking pressure value and the rear axle braking pressure value respectively using the preset braking torque conversion coefficient.
[0128] The preset braking torque conversion coefficient is the conversion coefficient between pressure and braking torque, determined based on actual vehicle measurements. Braking pressure values include: front axle braking pressure values and rear axle braking pressure values; the tires to be controlled include: front axle tires to be controlled and rear axle tires to be controlled.
[0129] Optionally, the front axle braking pressure value is determined by dividing the front axle braking torque value by a preset braking torque conversion coefficient, and the rear axle braking pressure value is determined by dividing the rear axle braking torque value by a preset braking torque conversion coefficient.
[0130] In step 108 above, a braking pressure corresponding to the braking pressure value is applied to the tire of the wheel to be controlled, including:
[0131] Step 403: Apply the corresponding braking pressure to the front axle tire and the rear axle tire to be controlled, based on the front axle braking pressure value and the rear axle braking pressure value.
[0132] Optionally, a signal is sent to the brake actuator on the front axle, causing the brake on the front axle to apply a front axle braking pressure value to the tire to be controlled on the front axle based on the front axle braking pressure value. A signal is sent to the brake actuator on the rear axle, causing the brake on the rear axle to apply a rear axle braking pressure value to the tire to be controlled on the rear axle based on the rear axle braking pressure value.
[0133] In this embodiment, the front axle braking torque value and the rear axle braking torque value are determined based on the actual yaw rate and vehicle speed. The front axle braking force and the rear axle braking force are then determined, and corresponding braking pressure values are applied to the tires of the wheels to be controlled. This application can more accurately determine the braking pressure, ensuring vehicle stability during driving and improving driver comfort and safety.
[0134] Based on the above embodiments, this application also provides a process for determining braking torque in a vehicle dynamic control method. Figure 5 This is a flowchart illustrating the determination of braking torque in a vehicle dynamic control method provided in an embodiment of this application, as shown below. Figure 5 As shown, in step 501 above, the front axle braking torque value and the rear axle braking torque value are determined based on the actual yaw deviation angle and vehicle speed, including:
[0135] Step 501: Look up the table based on the vehicle speed to obtain the basic braking torque value at the vehicle speed.
[0136] This table shows the correspondence between vehicle speed and basic braking torque value. Different vehicle speeds correspond to different basic braking torque values. The correspondence 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 based on 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 rate, the basic braking torque value, and 1000 can be used as the target braking torque value.
[0140] Step 503: Determine the target braking torque value as the front axle braking torque value.
[0141] Step 504: Determine the rear axle braking torque value based on the target braking torque value and the preset rear axle braking distribution coefficient.
[0142] The preset rear axle braking distribution coefficient is determined based on the vehicle. Different vehicles have different preset rear axle braking distribution coefficients. The vehicle's response under different braking conditions can be simulated using simulation software to determine the rear axle braking distribution coefficient.
[0143] Optionally, the product of the target braking torque value and the preset rear axle braking distribution coefficient can be used as the rear axle braking torque.
[0144] In this embodiment, the basic braking torque value at the vehicle speed is obtained by looking up a table. Based on the basic braking torque and the rear axle braking distribution coefficient, the front and rear axle braking torques are determined. This eliminates the need for complex mathematical models and real-time calculations, improving the system's response speed. It allows for rapid response and timely determination of braking torque in emergency situations.
[0145] Based on the above embodiments, this application also provides a process for determining the tire to be controlled in a vehicle dynamic control method. Figure 6 This is a schematic diagram of the process for determining the tire to be controlled in a vehicle dynamic control method provided in an embodiment of this application, as shown below. Figure 6 As shown, in step 107 above, the tire to be controlled is determined based on the wheel speeds of multiple wheels, including:
[0146] Step 601: Determine the wheel with the lowest wheel speed based on the wheel speeds of multiple wheels.
[0147] Optionally, when the target vehicle encounters a large puddle on the road, the wheel speed of the tire on the side with the water experiences a rapid decrease as it drives through the water at high speed. Therefore, the wheel speeds of multiple wheels are compared to determine the wheel with the lowest wheel speed. This wheel is the one that drives through the water.
[0148] Step 602: Determine the front axle tire and rear axle tire opposite 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] Among them, the opposite side of the wheel with the lowest wheel speed is the side symmetrical to the preset wheel centerline of the target vehicle.
[0150] Based on the above embodiments, the wheel with the lowest wheel speed is determined according to the wheel speeds of multiple wheels, and the front axle tire and rear axle tire opposite to 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. This 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, this application also provides a process for exiting trigger conditions in a vehicle dynamic control method. Figure 7 This application provides a flowchart illustrating the exit trigger condition in a vehicle dynamic control method, as shown in the embodiment. Figure 7 As shown, after the preset yaw control trigger condition is met in step 302 above, the method further includes:
[0152] Step 701: Confirm that the preset yaw control function is active.
[0153] Optionally, the yaw control function is activated when the target vehicle is driving in rainy conditions. The status of the yaw control function can be determined by checking its activation status.
[0154] As described in step 108 above, after applying a braking pressure of the corresponding value to the tire to be controlled based on the braking pressure value, the method further includes:
[0155] Step 702: Obtain the yaw deviation angle after applying braking pressure.
[0156] Optionally, after applying braking pressure, the latest actual yaw rate of the target vehicle is obtained, and the yaw deviation angle after applying braking pressure is determined based on the difference between the latest actual yaw rate and the target yaw rate.
[0157] Step 703: If the yaw deviation angle after applying braking pressure is less than or equal to the second preset deviation threshold, then it is determined that the preset yaw control exit trigger condition is met, and the preset yaw control function is switched from the active state to the closed state.
[0158] The second preset deviation threshold is less than the first preset deviation threshold. The second preset deviation threshold is determined according to the vehicle model of the target vehicle, and the second preset deviation threshold is different for different vehicles. In this application, the second preset deviation threshold can be 0.01.
[0159] Optionally, if the yaw deviation angle after applying braking pressure is less than or equal to the second preset deviation threshold, it indicates that the target vehicle will not have a yaw risk. In this case, it is determined that the preset yaw control exit trigger condition is met, and the preset yaw control function is switched from the active state to the closed state.
[0160] In this embodiment, it is determined that the preset yaw control function is active, and the yaw deviation angle after applying braking pressure is obtained. This determines that the target vehicle meets the preset yaw control exit trigger condition, and the preset yaw control function is switched from active to off. This application can prevent the yaw control system from operating unnecessarily for extended periods, protect system components, and reduce the risk of system failure.
[0161] Based on the same inventive concept, this application also provides a vehicle dynamic control device corresponding to the vehicle dynamic control method. Since the principle of the device in this application is similar to that of the vehicle dynamic control method described above, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.
[0162] Figure 8 This is a schematic diagram of a vehicle dynamic control device provided in an embodiment of this 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 determining module 802 is used to determine whether the target vehicle is in rainy driving conditions based on 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 speed of multiple wheels of the target vehicle if the target vehicle is driving in rainy weather.
[0166] The first calculation module 804 is used to calculate the actual yaw deviation angle of the target vehicle based on the actual yaw rate and the target yaw rate.
[0167] The second determining module 805 is used to determine whether the preset yaw control trigger condition is met based on the actual yaw deviation angle.
[0168] The second calculation module 806 is used to calculate the braking pressure value based on the actual yaw deviation angle and vehicle speed if the preset yaw control triggering conditions are met.
[0169] The third determining module 807 is used to determine the tire to be controlled based on the wheel speeds of multiple wheels;
[0170] The control module 808 is used to apply a corresponding braking pressure to the tire to be controlled based on the braking pressure value.
[0171] Optionally, the current road condition information is a road condition image captured by an optical camera on the target vehicle; the first determining module 802 is specifically used to: perform road surface recognition on the road condition image to obtain the target road surface category and road friction coefficient of the road surface where the target vehicle is located;
[0172] Determine whether the road friction coefficient is within the preset friction coefficient range for rainy weather conditions corresponding to the target road surface category;
[0173] If the road friction coefficient is within the preset rainy weather road condition friction coefficient range corresponding to the target road surface category, then the target vehicle is determined to be in rainy weather driving conditions.
[0174] Optionally, the second acquisition module 803 is specifically used to: acquire the actual yaw rate, vehicle speed, and wheel speeds of multiple wheels from the electronic stability system of the target vehicle;
[0175] Obtain the steering wheel angle of the target vehicle from its electronic power steering system;
[0176] Calculate the target yaw rate based on the steering wheel angle.
[0177] Optionally, the second determining module 805 is specifically used to: determine whether the actual yaw deviation angle is greater than the first preset deviation threshold.
[0178] If the actual yaw deviation angle is greater than the first preset deviation threshold, then the preset yaw control trigger condition is met.
[0179] If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, then it is determined that the preset yaw control trigger 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 based on the actual yaw deviation angle and vehicle speed;
[0181] Based on the front axle braking torque value and the rear axle braking torque value, and using a preset braking torque conversion coefficient, the front axle braking pressure value and the rear axle braking pressure value are calculated respectively; the braking pressure value includes: the front axle braking pressure value and the rear axle braking pressure value;
[0182] The tires to be controlled include: the front axle tires and the rear axle tires; based on the braking pressure value, apply a corresponding braking pressure to the tires of the wheels to be controlled, including:
[0183] Based on the front axle braking pressure value and the rear axle braking pressure value, apply the corresponding braking pressure values 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 based on the vehicle speed to obtain the basic braking torque value at the vehicle speed;
[0185] Calculate the target braking torque value based on the actual yaw deviation angle and the basic braking torque value. The target braking torque value is greater than the basic braking torque value.
[0186] The target braking torque value is determined to be the front axle braking torque value;
[0187] The rear axle braking torque value is determined based on the target braking torque value and the preset rear axle braking distribution coefficient.
[0188] Optionally, the second calculation module 806 is specifically used to: determine the wheel with the lowest wheel speed based on the wheel speeds of multiple wheels;
[0189] The front axle tire and rear axle tire opposite the wheel with the lowest wheel speed are respectively identified as the front axle tire to be controlled and the rear axle tire to be controlled. The opposite side of the wheel with the lowest wheel speed is the side symmetrical to the preset wheel centerline of the target vehicle.
[0190] Optionally, the second determining module 805 is further configured to: determine that the preset yaw control function is in an active state;
[0191] Optionally, the control module 808 is also used to: obtain the yaw deviation angle after applying braking pressure;
[0192] If the yaw deviation angle after applying braking pressure is less than or equal to the second preset deviation threshold, then the preset yaw control exit trigger condition is met, and the preset yaw control function is switched from the active state to the off state; wherein, the second preset deviation threshold is less than the first preset deviation threshold.
[0193] This application also provides a vehicle dynamic control system. Figure 9 This is a schematic diagram of the structure of a dynamic control system provided in an embodiment of this application, as shown below. Figure 9 As shown, the vehicle dynamic control system 100 is connected to the braking system 200 and is used to execute the steps of the above-described vehicle dynamic control method.
[0194] This application also provides a vehicle. Figure 10 This application provides a schematic diagram of the structure of a vehicle, as shown in the embodiment of the present application. Figure 10 As shown, the vehicle includes: a vehicle dynamic control system 100;
[0195] Optionally, the vehicle also includes: a detection system 300, an electronic stability control system 400, and an electric power steering system 500; the dynamic control system 300 is connected to the detection system 400, the electronic stability control system 500, and the electric power steering system 600 respectively. The detection system includes: optical sensors, speed sensors, angle sensors, and gyroscopes, etc., for detecting the vehicle's state; this application embodiment does not limit this.
[0196] This application also provides a computer device. Figure 11 A schematic diagram of a computer device structure provided in this application embodiment includes: a processor 1101 and 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 and the memory 1102 communicate via the bus 1103. When the machine-readable instructions are executed by the processor 1101, the steps of the above-described vehicle dynamic control method are performed.
[0197] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described vehicle dynamic control method.
[0198] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, 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 displayed or discussed mutual coupling or direct coupling or communication connection can be through some communication interfaces; the indirect coupling or communication connection of devices or modules can be electrical, mechanical, or other forms.
[0199] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0200] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.
Claims
1. A vehicle dynamic control method, characterized in that, The method includes: Obtain the current road condition information of the target vehicle; Based on the current road condition information, determine whether the target vehicle is in rainy driving conditions; If the target vehicle is driving in rainy weather, then the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of multiple wheels of the target vehicle are obtained. Calculate the actual yaw rate of the target vehicle based on the actual yaw rate and the target yaw rate; Based on the actual yaw deviation angle, determine whether the preset yaw control trigger condition is met; If the preset yaw control trigger condition is met, the front axle braking torque value and the rear axle braking torque value are determined based on the actual yaw deviation angle and the vehicle speed. Based on the front axle braking torque value and the rear axle braking torque value, a preset braking torque conversion coefficient is used to calculate the front axle braking pressure value and the rear axle braking pressure value, respectively. The tire to be controlled is determined based on the wheel speeds of the multiple wheels; According to the braking pressure value, a corresponding braking pressure value is applied to the tire to be controlled; the braking pressure value includes: the front axle braking pressure value and the rear axle braking pressure value; The tires to be controlled include: a front axle tire and a rear axle tire; applying a braking pressure corresponding to the braking pressure value to the tires to be controlled according to the braking pressure value includes: Based on the front axle braking pressure value and the rear axle braking pressure value, apply corresponding braking pressure values to the front axle tire to be controlled and the rear axle tire to be controlled, respectively.
2. The method according to claim 1, characterized in that, The current road condition information is a road condition image captured by the optical camera on the target vehicle; determining whether the target vehicle is driving in rainy weather based on the current road condition information includes: The road surface is identified by performing road surface recognition on the road condition image to obtain the target road surface category and road friction coefficient of the road surface where the target vehicle is located; Determine whether the road friction coefficient falls within the preset rainy weather road condition friction coefficient range corresponding to the target road surface category; If the road friction coefficient is within the range of the preset rainy road condition friction coefficient corresponding to the target road surface category, then the target vehicle is determined to be in rainy driving condition.
3. The method according to claim 1, characterized in that, The process of obtaining the actual yaw rate, target yaw rate, vehicle speed, and wheel speeds of the target vehicle includes: The actual yaw rate, the vehicle speed, and the wheel speeds of the multiple wheels are obtained from the electronic stability system of the target vehicle. The steering wheel angle of the target vehicle is obtained from the electronic power steering system of the target vehicle; Calculate the target yaw rate based on the steering wheel angle.
4. The method according to claim 1, characterized in that, The step of determining whether the preset yaw control trigger condition is met based on the actual yaw deviation angle includes: Determine 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, then the preset yaw control trigger condition is met. If the actual yaw deviation angle is less than or equal to the first preset deviation threshold, then it is determined that the preset yaw control trigger condition is not met.
5. The method according to claim 1, characterized in that, The step of determining the front axle braking torque value and the rear axle braking torque value based on the actual yaw deviation angle and the vehicle speed includes: The basic braking torque value at the vehicle speed is obtained by looking up a table based on the vehicle speed. Based on the actual yaw deviation angle and the basic braking torque value, the target braking torque value is calculated, and the target braking torque value is greater than the basic braking torque value. The target braking torque value is determined to be the front axle braking torque value; The rear axle braking torque value is determined based on the target braking torque value and the preset rear axle braking distribution coefficient.
6. The method according to claim 1, characterized in that, The step of determining the tire to be controlled based on the wheel speeds of the plurality of wheels includes: Based on the wheel speeds of the plurality of wheels, determine the wheel with the lowest wheel speed; The front axle tire and the rear axle tire opposite the wheel with the lowest wheel speed are respectively identified 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 to the preset wheel centerline of the target vehicle.
7. The method according to claim 4, characterized in that, After the preset yaw control trigger condition is met, the method further includes: Ensure the preset yaw control function is active; After applying a braking pressure of a corresponding value to the tire to be controlled based on the braking pressure value, the method further includes: Obtain the yaw rate after applying braking pressure; If the yaw deviation angle after applying braking pressure is less than or equal to the second preset deviation threshold, then the preset yaw control exit trigger condition is determined to be met, and the preset yaw control function is controlled to switch from the active state to the off state; wherein, the second preset deviation threshold is less than the first preset deviation threshold.
8. A vehicle dynamic control system, characterized in that, The vehicle dynamic control system is connected to the braking system and is used to execute the vehicle dynamic control method described in any one of claims 1-7.
9. A vehicle, characterized in that, The vehicle includes: the vehicle dynamic control system as described in claim 8.