Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and relates to the technical field of vehicles, and the method comprises the following steps: obtaining a first parameter and a second parameter of the last period of the current moment; wherein the first parameter is used for representing the heeling energy generated by the inclination angle of the driving road surface of the vehicle; the second parameter is used for representing the inclination angle of the driving road surface and the side inclination energy generated by the external force borne by the vehicle; determining whether the vehicle has a target roll risk based on the first parameter and the second parameter; wherein the target roll risk is used for representing the roll risk of the vehicle caused by external force; if the target roll risk exists, obtaining a driving attenuation parameter based on the first parameter and the second parameter; and controlling the driving force reduction of the vehicle based on the driving attenuation parameter. According to the method, the heeling of the vehicle caused by external force interference can be intervened in time, so that the driving experience of a user is improved.

Description

Technical Field

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

[0002] During the driving process of the vehicle, it may be disturbed by external forces (for example, side wind interference) and cause the vehicle to tilt, thereby affecting the stability and driving comfort of the vehicle; therefore, during the driving process of the vehicle, it is necessary to reduce the impact of external force interference on the vehicle driving.

[0003] At present, in order to reduce the situation where the vehicle rolls and affects the vehicle's driving, certain intervention measures (such as controlling the vehicle's braking force, etc.) are usually used to control the vehicle's driving when the vehicle is detected to be rolling, thereby reducing the impact of external interference on the vehicle's driving. However, in actual practice, if interference factors such as crosswinds suddenly strike, the vehicle may not be able to respond quickly, and thus timely intervention cannot be made on the vehicle, which will still cause the vehicle to roll, thereby affecting the vehicle's driving and reducing the user's driving experience.

[0004] Therefore, how to timely intervene in the vehicle's roll caused by external force interference to improve the user's driving experience is a technical problem that urgently needs to be solved. Summary of the invention

[0005] The present application provides a vehicle control method and a vehicle, which can timely intervene in the vehicle's roll caused by external force interference to improve the user's driving experience.

[0006] In a first aspect, a vehicle control method and a vehicle are provided, the method comprising: obtaining a first parameter and a second parameter of a previous cycle at a current moment; wherein the first parameter is used to represent the roll energy generated by the inclination angle of the vehicle's driving surface; the second parameter is used to represent the roll energy generated by the inclination angle of the driving surface and the external force acting on the vehicle; based on the first parameter and the second parameter, determining whether the vehicle has a target roll risk; wherein the target roll risk is used to represent the roll risk of the vehicle caused by the external force; if there is a target roll risk, obtaining a drive attenuation parameter based on the first parameter and the second parameter; and based on the drive attenuation parameter, controlling the vehicle's drive force to be reduced.

[0007] In the embodiment of the present application, the data before the current moment, i.e., the first parameter and the second parameter, can be used to determine in advance whether the vehicle has a target roll risk at the current moment; therefore, the present solution can detect in advance that the vehicle is at risk of being caused to roll by external force before the vehicle is caused to roll by external force; when the risk of being caused to roll by external force is detected, the driving force of the vehicle is controlled to be reduced by driving attenuation parameters. Compared with the related art in which the vehicle is intervened only when the vehicle is detected to be rolling, the present solution can timely determine whether the vehicle has a target roll risk before the vehicle rolls, and intervene in the vehicle in time when the vehicle has a target roll risk, thereby improving the user's driving experience; therefore, the present solution can further improve the user's driving experience; based on this, the present solution can timely intervene in the roll of the vehicle caused by external force interference to improve the user's driving experience.

[0008] In combination with the first aspect, in certain implementations of the first aspect, a driving attenuation parameter is obtained based on the first parameter and the second parameter, including: obtaining a target parameter based on the difference between the first parameter and the second parameter; wherein the target parameter is used to represent the roll energy generated by the external force acting on the vehicle; obtaining a driving attenuation parameter based on the target parameter; wherein the driving attenuation parameter is positively correlated with the target parameter.

[0009] In the embodiments of the present application, based on the expected roll state, a reasonable driving attenuation parameter can be accurately obtained, thereby improving the accuracy and reliability of vehicle roll intervention.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method provided in the embodiment of the present application also includes: determining the attenuation change corresponding to the driving attenuation parameter; based on the driving attenuation parameter, controlling the driving force reduction of the vehicle, including: controlling the driving force reduction based on the driving attenuation parameter and the attenuation change.

[0011] In an embodiment of the present application, by performing attenuation processing on the driving attenuation parameters, the driving attenuation parameters can be finely adjusted according to actual conditions, so that the driving attenuation parameters are more in line with the current roll condition of the vehicle, avoiding a sudden reduction in the driving force of the vehicle, thereby improving the user's driving experience.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method provided in the embodiment of the present application also includes: obtaining the actual yaw amount of the vehicle in the previous cycle at the current moment; determining the attenuation change amount corresponding to the driving attenuation parameter, including: based on the first parameter, the second parameter and the actual yaw amount, obtaining the target yaw amount; wherein the target yaw amount is used to indicate the yaw amount caused by the vehicle being disturbed by external force; based on the target yaw amount, obtaining the attenuation change amount; wherein the target yaw amount is positively correlated with the attenuation change amount.

[0013] In an embodiment of the present application, the attenuation change amount is calculated based on the target yaw amount, and the driving attenuation parameter is attenuated, so that the driving attenuation parameter can be smoothly adjusted, thereby improving the user's driving experience.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, based on the first parameter and the second parameter, determining whether the vehicle has a target roll risk includes: obtaining a target parameter based on the difference between the first parameter and the second parameter; if the target parameter is greater than a first preset threshold, determining that the vehicle has a target roll risk; if the target parameter is less than or equal to the first preset threshold, determining that the vehicle does not have a target roll risk.

[0015] In the embodiments of the present application, based on the expected roll state, a reasonable driving attenuation parameter can be accurately obtained, thereby improving the accuracy and reliability of vehicle roll intervention.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, obtaining the first parameter and the second parameter of the previous cycle of the current moment includes: obtaining the change in the cross slope acceleration within a preset cycle before the current moment; and obtaining the first parameter and the second parameter based on the change in the cross slope acceleration within the preset cycle.

[0017] In an embodiment of the present application, the first parameter and the second parameter are obtained through the change in the cross slope acceleration; since the change in the cross slope acceleration is used to reflect the vehicle roll state, the reliability of the first parameter and the second parameter is improved; thereby accurately judging whether there is a target roll risk at the current moment.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, a first parameter and a second parameter are obtained based on the change in the cross-slope acceleration within a preset period, including: obtaining a first energy value of each period based on the change in the cross-slope acceleration within the preset period; adding the first energy values ​​of each period and taking the absolute value to obtain the first parameter; obtaining a second energy value of each period based on the absolute value of the change in the cross-slope acceleration within the preset period; adding the second energy values ​​of each period to obtain the second parameter; wherein the first energy value of each period is used to reflect the direction and magnitude of the change in the cross-slope acceleration of each period; and the second energy value of each period is used to reflect the magnitude of the change in the cross-slope acceleration of each period.

[0019] In an embodiment of the present application, by integrating the change in the cross slope acceleration, this can also accurately predict the roll caused by the road surface characteristics and the second parameter used to reflect the actual roll behavior of the vehicle, and then accurately determine whether there is a target roll risk at the current moment.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, obtaining the change in cross-slope acceleration within a preset period before the current moment includes: obtaining the cross-slope acceleration within the preset period; and obtaining the target cross-slope acceleration change within the preset period based on the cross-slope acceleration within the preset period.

[0021] In the embodiment of the present application, the change in the cross slope acceleration can be quickly calculated through the cross slope acceleration, while ensuring the reliability of the data, thereby improving the timeliness and accuracy of the subsequently determined roll energy.

[0022] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, based on the cross slope acceleration within a preset period, the cross slope acceleration change within the preset period is obtained, including: for the first period in the preset period, based on the first cross slope acceleration and the second cross slope acceleration, an initial cross slope acceleration change is obtained; based on the first vehicle speed and the first cross slope acceleration of the vehicle, the first cross slope acceleration change is obtained; based on the initial cross slope acceleration change and the first cross slope acceleration change, a target cross slope acceleration change for the first period is obtained; wherein, the first cross slope acceleration is the cross slope acceleration of the vehicle in the first period; the first cross slope acceleration is the cross slope acceleration of the vehicle in the period before the first period; the first vehicle speed is the vehicle speed in the first period.

[0023] In an embodiment of the present application, the cross slope acceleration change is obtained by obtaining the first cross slope acceleration change and comparing the first cross slope acceleration change with the initial cross slope acceleration change. This can reduce errors in calculating the cross slope acceleration change, thereby improving the accuracy of obtaining the cross slope acceleration change for each cycle.

[0024] In a second aspect, a device for determining a position of a cabin camera is provided, the device comprising:

[0025] The acquisition module is used to obtain the first parameter and the second parameter of the previous cycle at the current moment; wherein the first parameter is used to represent the roll energy generated by the inclination angle of the vehicle's driving surface; and the second parameter is used to represent the roll energy generated by the inclination angle of the driving surface and the external force acting on the vehicle.

[0026] The determination module is used to determine whether the vehicle has a target roll risk based on the first parameter and the second parameter; wherein the target roll risk is used to indicate the roll risk of the vehicle caused by an external force.

[0027] The determination module is further configured to obtain a driving attenuation parameter based on the first parameter and the second parameter if there is a target roll risk.

[0028] The control module is used for controlling the reduction of the driving force of the vehicle based on the driving attenuation parameter.

[0029] As a possible implementation method, a determination module is specifically used to obtain a target parameter based on a difference between a first parameter and a second parameter; wherein the target parameter is used to represent the roll energy generated by an external force acting on the vehicle; based on the target parameter, a driving attenuation parameter is obtained; wherein the driving attenuation parameter is positively correlated with the target parameter.

[0030] As a possible implementation manner, the determination module is further used to determine the attenuation change amount corresponding to the driving attenuation parameter; the control module is specifically used to control the driving force to be reduced based on the driving attenuation parameter and the attenuation change amount.

[0031] As a possible implementation method, the acquisition module is also used to obtain the actual yaw amount of the vehicle in the previous cycle at the current moment; the determination module is specifically used to obtain the target yaw amount based on the first parameter, the second parameter and the actual yaw amount; wherein the target yaw amount is used to indicate the yaw amount of the vehicle caused by external force interference; based on the target yaw amount, the attenuation change amount is obtained; wherein the target yaw amount is positively correlated with the attenuation change amount.

[0032] As a possible implementation method, the determination module is specifically used to obtain a target parameter based on the difference between a first parameter and a second parameter; if the target parameter is greater than a first preset threshold, it is determined that the vehicle has a target roll risk; if the target parameter is less than or equal to the first preset threshold, it is determined that the vehicle does not have a target roll risk.

[0033] As a possible implementation, the acquisition module is specifically used to acquire the cross-slope acceleration change within a preset period before the current moment; based on the cross-slope acceleration change within the preset period, the first parameter and the second parameter are obtained.

[0034] As a possible implementation method, a determination module is specifically used to obtain a first energy value of each period based on the change in cross-slope acceleration within a preset period; add the first energy values ​​of each period and take the absolute value to obtain a first parameter; obtain a second energy value of each period based on the absolute value of the change in cross-slope acceleration within a preset period; add the second energy values ​​of each period to obtain a second parameter; wherein the first energy value of each period is used to reflect the direction and magnitude of the change in cross-slope acceleration of each period; and the second energy value of each period is used to reflect the magnitude of the change in cross-slope acceleration of each period.

[0035] As a possible implementation, the acquisition module is specifically used to acquire the cross-slope acceleration within a preset period; based on the cross-slope acceleration within the preset period, a target cross-slope acceleration change within the preset period is obtained.

[0036] As a possible implementation method, a determination module is specifically used to obtain, for a first period in a preset period, an initial cross slope acceleration change based on the first cross slope acceleration and the second cross slope acceleration; obtain the first cross slope acceleration change based on the first vehicle speed and the first cross slope acceleration; obtain the target cross slope acceleration change for the first period based on the initial cross slope acceleration change and the first cross slope acceleration change; wherein the first cross slope acceleration is the cross slope acceleration of the vehicle in the first period; the first cross slope acceleration is the cross slope acceleration of the vehicle in the period before the first period; and the first vehicle speed is the vehicle speed in the first period.

[0037] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0038] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0039] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a schematic diagram of a vehicle driving scenario provided by an embodiment of the present application;

[0041] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0042] Figure 3 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0043] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0044] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0046] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0047] Before introducing the embodiments of the present application, the relevant terms involved in the present application are first explained as follows:

[0048] (1) Acceleration in the Y-direction (AY): The acceleration generated in the lateral direction (perpendicular to the driving direction) of the vehicle due to the road slope, crosswind, turning or other external factors during driving. The acceleration in the Y-direction is an important parameter to describe the vehicle's roll condition and roll stability.

[0049] During the driving process of the vehicle, it may be disturbed by external forces (for example, side wind interference) and cause the vehicle to tilt, thereby affecting the stability and driving comfort of the vehicle; therefore, during the driving process of the vehicle, it is necessary to reduce the impact of external force interference on the vehicle driving.

[0050] For example, Figure 1 As shown, Figure 1 A schematic diagram of a vehicle driving scene provided in an embodiment of the present application. Scene 100 includes a vehicle 110 and a road 120. When the vehicle 110 is driving on the road 120, the vehicle rolls due to the influence of the crosswind.

[0051] At present, in order to reduce the situation where the vehicle rolls and affects the vehicle's driving, certain intervention measures (such as controlling the vehicle's braking force, etc.) are usually used to control the vehicle's driving when the vehicle is detected to be rolling, thereby reducing the impact of external interference on the vehicle's driving. However, in actual practice, if interference factors such as crosswinds suddenly strike, the vehicle may not be able to respond quickly, and thus timely intervention cannot be made on the vehicle, which will still cause the vehicle to roll, thereby affecting the vehicle's driving and reducing the user's driving experience.

[0052] Therefore, how to timely intervene in the vehicle's roll caused by external force interference to improve the user's driving experience is a technical problem that urgently needs to be solved.

[0053] In view of this, the present application provides a vehicle control method and a vehicle, which, based on the first parameter and the second parameter of the previous cycle at the current moment, can determine in advance whether the vehicle has a target roll risk at the current moment, and then can control the driving force of the vehicle at the current moment through the driving attenuation parameter before the vehicle is disturbed by external force and causes roll, so as to achieve timely intervention in the vehicle; therefore, this solution can timely intervene in the roll of the vehicle caused by external force interference, so as to improve the user's driving experience.

[0054] In order to illustrate the technical solution of the present application, the following is a description through specific embodiments. Figures 2 to 3 The vehicle control method provided in the embodiment of the present application is described in detail.

[0055] It should be understood that the embodiments of the present application do not particularly limit the execution subject of the vehicle control method, as long as the program that records the code of the vehicle control method of the embodiments of the present application can be run to communicate according to the vehicle control method of the embodiments of the present application. For example, the execution subject of the vehicle control method provided in the embodiments of the present application can be a vehicle, or a vehicle control device used in a vehicle, such as a chip.

[0056] Figure 2 It is a flow chart of a vehicle control method provided in an embodiment of the present application.

[0057] S201. Obtain the first parameter and the second parameter of the previous cycle at the current moment.

[0058] The first parameter is used to represent the roll energy generated by the inclination angle of the road surface on which the vehicle is traveling; the second parameter is used to represent the roll energy generated by the inclination angle of the road surface on which the vehicle is traveling and the external force acting on the vehicle.

[0059] Exemplarily, the inclination angle of the road surface on which the vehicle is traveling may include a cross slope angle; the cross slope angle is used to indicate the lateral inclination perpendicular to the direction of travel of the vehicle when the vehicle is traveling; the cross slope angle will cause the vehicle to have a tendency to roll, especially when traveling at high speeds, the rolling tendency will be more obvious.

[0060] Exemplarily, the external force on the vehicle may include side wind, potholes on the road surface, vehicle failure, etc. For example, when the vehicle is affected by the side wind during driving, the vehicle will have a tendency to roll.

[0061] Exemplarily, the first parameter may be a measure for representing the roll energy of the vehicle caused by a road slope, and may specifically refer to an equivalent value that may be generated by the vehicle in a future period of time, predicted by calculation based on the current state of the vehicle and a dynamic model.

[0062] Exemplarily, the second parameter may be a measure for representing the roll energy actually generated by the vehicle, which reflects the roll degree and stability of the vehicle in the current state.

[0063] Exemplarily, the first parameter and the second parameter of the previous cycle can be calculated by the current driving state of the vehicle. For example, the acceleration of the vehicle on the slope over a period of time can be obtained by an acceleration sensor installed in the vehicle; the first parameter and the second parameter can be calculated by the acceleration on the slope. For details, please refer to the following embodiments, which will not be described here.

[0064] It should be noted that when the vehicle is in a high-speed straight-moving state, due to its high speed and relatively fixed driving path, the external force interference that occurs during the vehicle's driving, such as the impact of side wind, will be more significant, which may cause the vehicle to tilt and affect the stability and safety of the vehicle.

[0065] As an example, when it is detected that the vehicle is in a high-speed straight-moving condition, the first parameter and the second parameter of the previous cycle at the current moment are obtained.

[0066] For example, whether the vehicle is in a high-speed straight-ahead condition can be detected by the steering wheel angle, vehicle speed, and yaw rate. For example, when the steering wheel angle is less than a preset angle threshold, the vehicle speed is higher than a preset vehicle speed threshold, and the yaw rate is lower than a preset yaw rate threshold, it can be determined that the vehicle is in a high-speed straight-ahead condition.

[0067] It can be understood that when the steering wheel angle is less than the preset angle threshold, it can be determined that the vehicle is in a straight-line driving state. When the vehicle speed is higher than the preset speed threshold, it can be determined that the vehicle is in a high-speed driving state, and the crosswind has a more obvious impact on the vehicle's driving. When the yaw rate is lower than the preset yaw rate threshold, it can be determined that the vehicle is in a relatively stable driving state, and it is easier to accurately determine the impact of the crosswind.

[0068] Of course, the first parameter and the second parameter of the previous cycle at the current moment can also be obtained in real time during the vehicle's driving process. This process is not limited to the vehicle being in a high-speed straight driving condition.

[0069] S202. Determine whether the vehicle has a target roll risk based on the first parameter and the second parameter.

[0070] The target roll risk is used to indicate the roll risk of the vehicle caused by external force.

[0071] For example, the target roll risk may refer to the potential danger of an unexpected roll of the vehicle due to the influence of external forces (such as side wind) under specific driving conditions.

[0072] It can be understood that since the first parameter and the second parameter can be used to reflect the quantitative indicators of the rolling tendency of the vehicle when it is subjected to external force; for example, the first parameter can represent the rolling tendency of the vehicle that may be caused by the cross slope of the road or other factors, and the second parameter can be used to reflect the rolling behavior of the vehicle in the previous cycle at the current moment, it is possible to determine whether the vehicle has a target rolling risk based on the first parameter and the second parameter.

[0073] As an example, determining whether the vehicle has a target roll risk based on the first parameter and the second parameter may include: obtaining a target parameter based on the difference between the first parameter and the second parameter; if the target parameter is greater than a first preset threshold, determining that the vehicle has a target roll risk; if the target parameter is less than or equal to the first preset threshold, determining that the vehicle does not have a target roll risk.

[0074] The target parameter is used to represent the roll energy generated by the external force acting on the vehicle.

[0075] For example, the target parameter may be a roll energy that is determined by separating the first parameter from the second parameter to reflect the difference between the actual roll state of the vehicle and the predicted roll state.

[0076] Exemplarily, the first preset threshold may be a threshold preconfigured for the vehicle, or may be a manually set value, and the embodiments of the present application do not impose any specific limitation on this.

[0077] As an example, when the target parameter is greater than the first preset threshold, it can be determined that the difference between the first parameter and the second parameter is large, indicating that the actual roll state of the vehicle is inconsistent with the predicted state; therefore, in addition to the cross slope of the road causing the vehicle to roll, there may be other factors that cause the vehicle to roll; at this time, there is a target roll risk.

[0078] As another example, when the target parameter is less than or equal to the first preset threshold, it can be determined that the difference between the first parameter and the second parameter is small, indicating that the actual roll state of the vehicle is consistent with the predicted state, or the difference is small; therefore, in addition to the cross slope of the road causing the vehicle to roll, there are no other factors causing the vehicle to roll; at this time, there is no target roll risk.

[0079] For example, when a vehicle is driving on a highway, if a crosswind hits, the vehicle obtains an expected roll energy based on the data before the current moment; however, due to the influence of the crosswind interference on the vehicle's driving, the second parameter of the vehicle may increase, so that the difference between the second parameter and the expected roll energy is greater than the first preset threshold; in other words, the roll energy generated by the external force interference may cause the vehicle to roll due to the external force interference, and intervention in the vehicle's driving is required. On the contrary, when the difference between the second parameter and the expected roll energy is less than or equal to the first preset threshold, it can be determined that the vehicle does not have the risk of rolling due to the external force interference.

[0080] It can be understood that whether the vehicle has a target roll risk is determined based on the difference between the first parameter and the second parameter, so that the roll state of the vehicle can be monitored in real time; at the same time, by setting the first preset threshold, the accuracy of judging whether the vehicle has a target roll risk can be improved, and the roll of the vehicle caused by external force interference can be intervened in a timely and accurate manner, so as to improve the user's driving experience.

[0081] S203: If there is a target roll risk, a driving attenuation parameter is obtained based on the first parameter and the second parameter.

[0082] Exemplarily, the driving attenuation parameter is a control parameter for adjusting the output of the vehicle power system. When there is a target roll risk, the driving attenuation parameter can be used to reduce the driving force of the vehicle, thereby reducing the roll tendency of the vehicle.

[0083] It can be understood that when there is a target roll risk, a driving attenuation parameter can be obtained based on the comparison between the first parameter and the second parameter to adjust the dynamic response of the vehicle, thereby reducing or avoiding the roll.

[0084] For a detailed description of S203, please refer to the following embodiments, which will not be described again here.

[0085] S204: Based on the driving attenuation parameter, control the driving force of the vehicle to be reduced.

[0086] As an example, the driving attenuation parameter may be a driving attenuation factor for adjusting the driving force of the vehicle. The driving attenuation factor (z) may be a value between 0 and 1. Therefore, a smaller output driving force may be generated by multiplying the initial driving force by (1-z). In this way, when there is a target roll risk, the driving attenuation parameter obtained by the first parameter and the second parameter may be used to control the vehicle to reduce the driving force at the current moment, thereby reducing the roll tendency of the vehicle.

[0087] As another example, the driving attenuation parameter may be a specific attenuation amount, indicating the attenuation amount to be subtracted from the initial driving force. Typically, the attenuation amount may be a positive number, which is used to directly control the vehicle to reduce the driving force at the current moment, thereby reducing the rolling tendency of the vehicle.

[0088] Optionally, when controlling the driving force of the vehicle at the current moment based on the driving attenuation parameter, if the driving force at the current moment is not sufficient to intervene in the roll of the vehicle, the braking force of the vehicle can be controlled at the same time to reduce the risk of the vehicle rolling.

[0089] In the embodiment of the present application, the data before the current moment, i.e., the first parameter and the second parameter, can be used to determine in advance whether the vehicle has a target roll risk at the current moment; therefore, the present solution can detect in advance that the vehicle is at risk of being caused to roll by external force before the vehicle is caused to roll by external force; when the risk of being caused to roll by external force is detected, the driving force of the vehicle is controlled to be reduced by driving attenuation parameters. Compared with the related art in which the vehicle is intervened only when the vehicle is detected to be rolling, the present solution can timely determine whether the vehicle has a target roll risk before the vehicle rolls, and intervene in the vehicle in time when the vehicle has a target roll risk, thereby improving the user's driving experience; therefore, the present solution can further improve the user's driving experience; based on this, the present solution can timely intervene in the roll of the vehicle caused by external force interference to improve the user's driving experience.

[0090] In addition, in the present solution, the driving force of the vehicle at the current moment can be controlled based on the driving attenuation parameters; compared with the method of controlling the braking force of the vehicle in the related art, since the present solution controls the driving force of the vehicle at the current moment, this can reduce the problem of poor driving comfort caused by the intervention of the braking system; therefore, the present solution can further improve the user's driving experience.

[0091] In a possible embodiment of the present application, obtaining a driving attenuation parameter based on the first parameter and the second parameter includes: obtaining a target parameter based on a difference between the first parameter and the second parameter; and obtaining a driving attenuation parameter based on the target parameter.

[0092] The target parameter is used to represent the roll energy generated by the external force on the vehicle; the driving attenuation parameter is positively correlated with the target parameter. Of course, the target parameter can be referred to above and will not be described here.

[0093] Exemplarily, the drive attenuation parameter may increase as the target parameter increases, and decrease as the target parameter decreases. For example, take the drive attenuation parameter as a drive attenuation factor. As shown in Table 1, Table 1 is a correspondence table between a target parameter (Joule (J)) and a drive attenuation factor provided in an embodiment of the present application. The correspondence between the drive attenuation factor and the target parameter described in Table 1 is only an exemplary description, and the specific description may be determined by the actual scenario.

[0094] Table 1 Correspondence between target parameters and driving attenuation factors

[0095] Target parameter (J) Drive attenuation factor 100 0.95 500 0.9 1000 0.8 1500 0.7 2000 0.6 2500 0.5 3000 0.4 ... ...

[0096] For example, according to Table 1, when the target parameter is 500J, the corresponding driving attenuation factor is 0.9, which means that when the driving force of the vehicle is 100% under normal circumstances, it needs to be attenuated to 90% to reduce the risk of rollover; when the target parameter is 1000J, the corresponding driving attenuation factor is 0.8, when the driving force of the vehicle is 100% under normal circumstances, it needs to be attenuated to 80% to reduce the risk of rollover; when the target parameter is 1500J, the corresponding driving attenuation factor is 0.7, when the driving force of the vehicle is 100% under normal circumstances, it needs to be attenuated to 70%. Reduce the risk of rollover; when the target parameter is 2000J, the corresponding driving attenuation factor is 0.6. When the driving force of the vehicle under normal circumstances is 100%, it needs to be attenuated to 60% to reduce the risk of rollover; when the target parameter is 2500J, the corresponding driving attenuation factor is 0.5. When the driving force of the vehicle under normal circumstances is 100%, it needs to be attenuated to 50% to reduce the risk of rollover; when the target parameter is 3000J, the corresponding driving attenuation factor is 0.4. When the driving force of the vehicle under normal circumstances is 100%, it needs to be attenuated to 40% to reduce the risk of rollover.

[0097] For example, when the target parameter is 900 J, Table 1 shows that the drive attenuation parameter corresponding to the target parameter of 1500 J is 0.7.

[0098] In the embodiments of the present application, based on the expected roll state, a reasonable driving attenuation parameter can be accurately obtained, thereby improving the accuracy and reliability of vehicle roll intervention.

[0099] In a possible embodiment of the present application, the method provided in the embodiment of the present application further includes: determining an attenuation change amount corresponding to a driving attenuation parameter; the above S204 includes: controlling the driving force to be reduced based on the driving attenuation parameter and the attenuation change amount.

[0100] Exemplarily, the driving attenuation parameter may be attenuated by the attenuation variation, such as gradient attenuation. The gradient attenuation may refer to controlling the reduction of the driving parameter according to a preset attenuation gradient (attenuation variation) so as to gradually reduce the driving attenuation parameter while ensuring safety, thereby gradually reducing the degree of attenuation of the driving force of the vehicle.

[0101] Regarding how to control the reduction of the driving force based on the driving attenuation parameter and the attenuation variation, reference may be made to the following embodiments, which will not be described in detail here.

[0102] In an embodiment of the present application, by performing attenuation processing on the driving attenuation parameters, the driving attenuation parameters can be finely adjusted according to actual conditions, so that the driving attenuation parameters are more in line with the current roll condition of the vehicle, avoiding a sudden reduction in the driving force of the vehicle, thereby improving the user's driving experience.

[0103] In a possible embodiment of the present application, the method provided in the embodiment of the present application also includes: obtaining the actual yaw amount of the vehicle in the previous cycle at the current moment; determining the attenuation change amount corresponding to the driving attenuation parameter, including: obtaining a target yaw amount based on the first parameter, the second parameter and the actual yaw amount; wherein the target yaw amount is used to indicate the yaw amount caused by external force interference to the vehicle; and obtaining the attenuation change amount based on the target yaw amount.

[0104] Among them, the target yaw amount is positively correlated with the attenuation change.

[0105] For example, the actual yaw amount may refer to the yaw state that the vehicle should produce based on the current state of the vehicle (such as vehicle speed, steering wheel angle, etc.) and the prediction of the vehicle dynamics model, and in the absence of external interference (such as crosswind); for example, the actual yaw amount may be an expected yaw rate or an expected yaw angle. The actual yaw amount may be obtained by a sensor in the vehicle (such as a gyroscope).

[0106] For example, the target yaw amount refers to the difference between the actual yaw amount and the actual yaw amount. This difference may be caused by external interference (such as side wind), reflecting the degree of external force interference to the vehicle.

[0107] It should be noted that, since the change of roll energy will indirectly affect the yaw behavior of the vehicle, the target yaw amount can be obtained by combining the change of roll energy with the actual yaw amount.

[0108] Taking the actual yaw amount (yaw_act), the second parameter (Eayact), the first parameter (Eayslope), and the correction factor (Kcorrect) as an example, the target yaw amount (yaw_unintd) is calculated. The correction factor may be a preset coefficient for adjusting the calculation accuracy of the target yaw amount; specifically, it may be a value pre-configured by the vehicle or a manually set value, which is not specifically limited in the embodiment of the present application.

[0109] The specific formula 1 is as follows:

[0110] yaw_unintd=|yaw_act*(Eayact-Eayslope) / Eayact*Kcorrect|

[0111] Exemplarily, the above formula 1 can first calculate the proportion of the roll energy change caused by external interference (such as crosswind) to the second parameter, that is, (Eayact-Eayslope) / Eayact. Then, this ratio is multiplied by the actual yaw amount of the vehicle to obtain the change in yaw amount caused by external interference, and yaw_act*(Eayact-Eayslope) / Eayact is obtained. Next, by multiplying by the correction factor, the calculated yaw amount change is fine-tuned to improve the accuracy of the calculation, and yaw_act*(Eayact-Eayslope) / Eayact*Kcorrect is obtained. Finally, by taking the absolute value operation, it is ensured that the target yaw amount is always a positive number to reflect the impact of external interference on the yaw state of the vehicle, and then |yaw_act*(Eayact-Eayslope) / Eayact*Kcorrect| is obtained.

[0112] It can be understood that since the driving attenuation parameter (Z0) is preliminarily determined based on the target parameter; in order to more accurately control the driving force of the vehicle, an attenuation change (ΔZ) can be determined to dynamically adjust the driving attenuation parameter to obtain an adjusted driving attenuation parameter (Z). The attenuation change can be determined by the target yaw amount. For example, the adjusted driving attenuation parameter (Z) can be calculated by the following formula: Z = Z0-ΔZ*t. Where t is the time or the number of cycles, which can be used to control the speed of gradient attenuation.

[0113] Exemplarily, the attenuation variation may increase as the target yaw amount increases, and decrease as the target yaw amount decreases. When the target yaw amount is large, it means that the external force interference is large at this time. At this time, the driving attenuation parameter may be processed with a larger gradient attenuation to control the increase in the rate of reduction of the driving force of the vehicle, so as to achieve a faster reduction in the driving force. When the target yaw amount is small, it means that the external force interference is small at this time. At this time, the driving attenuation parameter may be processed with a smaller gradient attenuation to control the rate of reduction of the driving force of the vehicle. It should be explained that the attenuation variation is determined based on the target yaw amount, which reflects the degree of external force interference on the vehicle and the urgency of adjusting the driving attenuation parameter.

[0114] Optionally, when the target yaw amount changes, the attenuation change amount can also be adjusted accordingly, thereby achieving dynamic optimization of the drive attenuation parameters. This can optimize and smoothly adjust the drive attenuation parameters, further improving the user's driving experience.

[0115] For example, the driving attenuation parameter is taken as the driving attenuation factor. As shown in Table 2, Table 2 is a correspondence table between a target yaw amount and an attenuation change amount provided in an embodiment of the present application. The correspondence between the target yaw amount and the attenuation change amount described in Table 2 is only an exemplary description, and the specific relationship can be determined by the actual scenario.

[0116] Table 2 Correspondence between target yaw amount and attenuation change

[0117] Target yaw Attenuation change [0,0.1) 0.01 [0.1,0.3) 0.05 [0.3,0.6) 0.1 [0.6,1.0) 0.2 [1.0,+∞) 0.3

[0118] For example, according to Table 2, when the unexpected yaw angle range is [0,0.1), the attenuation change can be 0.01; when the unexpected yaw angle range is [0.1,0.3), the attenuation change can be 0.05; when the unexpected yaw angle range is [0.3,0.6), the attenuation change can be 0.1; when the unexpected yaw angle range is [0.6,1.0), the attenuation change can be 0.2; when the unexpected yaw angle range is [1.0,+∞), the attenuation change can be 0.3.

[0119] For example, assume that at the current moment, the actual yaw amount of the vehicle is 0.1 rad / s, the second parameter is 500 J, the first parameter is 400 J, and the correction factor is 1.2. According to the calculation formula of the target yaw amount, it can be obtained that: yaw_unintd = |0.1*(500-400) / 500*1.2| = 0.024 rad / s. The target roll energy is the difference between the second parameter and the first parameter, that is, 100 J. Then, it can be obtained from Table 1 that the initial drive attenuation factor (Z0) corresponding to the target parameter (100 J) is 0.95; and it can be obtained from Table 2 that the attenuation change (ΔZ) corresponding to the target yaw amount (0.024) is 0.01. The time of each cycle is 0.1 seconds, so after the first cycle, the adjusted drive attenuation parameter is: Z = 0.8-0.01*0.1 = 0.79.

[0120] In an embodiment of the present application, the attenuation change amount is calculated based on the target yaw amount, and the drive attenuation parameter is attenuated. This can smoothly adjust the drive attenuation parameter, thereby reducing discomfort during vehicle driving and improving the user's driving experience.

[0121] In a possible embodiment of the present application, the above S201 includes: obtaining the cross-slope acceleration change within a preset period before the current moment; and obtaining the first parameter and the second parameter based on the cross-slope acceleration change within the preset period.

[0122] Exemplarily, the preset cycle may include the number of cycles and the time of each cycle. The preset cycle may be pre-configured by the vehicle or may be manually set, and the present application does not impose any specific limitation on this.

[0123] For example, since the cross-slope acceleration is the acceleration of the vehicle in the lateral direction (i.e., perpendicular to the direction of travel) due to factors such as uneven road surface and crosswind, the future roll trend of the vehicle can be predicted based on the change in the cross-slope acceleration at different time points within a preset period.

[0124] It needs to be explained that when a vehicle is driving on a road with a horizontal slope, due to the effect of gravity, the vehicle will generate a component force perpendicular to the road surface, which will cause the vehicle to roll, and then generate acceleration in the lateral direction, namely the horizontal slope acceleration. Similarly, external factors such as crosswinds and turns will also generate lateral forces on the vehicle, causing changes in the horizontal slope acceleration.

[0125] As an example, obtaining the cross-slope acceleration change within a preset period before the current moment includes: obtaining the cross-slope acceleration within the preset period; and obtaining a target cross-slope acceleration change within the preset period based on the cross-slope acceleration within the preset period.

[0126] For example, the target cross-slope acceleration change in each cycle can be the difference between the cross-slope acceleration of the cycle and the cross-slope acceleration of the previous cycle. For example, when the time of each cycle is 0.1 seconds, the cross-slope acceleration can be obtained every 0.1 seconds (s) in the preset cycle; and the cross-slope acceleration change can be obtained by calculating the difference between the cross-slope acceleration at the current time point and the cross-slope acceleration at the previous time point.

[0127] For example: During the driving process of the vehicle, a series of cross slope acceleration data (unit: meter per second 2 (m / s2)) are collected. For example, the cross slope acceleration corresponding to 0s is 0.1m / s2; the cross slope acceleration corresponding to 0.1s is 0.15m / s2; the cross slope acceleration corresponding to 0.2s is 0.2m / s2; the cross slope acceleration corresponding to 0.3s is 0.18m / s2; the cross slope acceleration corresponding to 0.4s is 0.12m / s2; then, in the time period 0s-0.1s, the cross slope acceleration change is 0.15m / s2-0.1m / s2=0.05 m / s2; in the time period 0.1s-0.2s, the change in cross slope acceleration is 0.2m / s2-0.15m / s2=0.05m / s; in the time period 0.2s-0.3s, the change in cross slope acceleration is 0.18m / s2-0.2m / s2=-0.02m / s2; in the time period 0.3s-0.4s, the change in cross slope acceleration is 0.12m / s2-0.18m / s=-0.06m / s2.

[0128] It can be understood that the change in the cross-slope acceleration can be quickly calculated through the cross-slope acceleration, while ensuring the reliability of the data, thereby improving the timeliness and accuracy of the subsequent determined roll energy, and then promptly determining whether there is a target roll risk, so as to promptly intervene in the vehicle's roll caused by external force interference, thereby improving the user's driving experience.

[0129] As an example, based on the cross-slope acceleration within a preset period, the cross-slope acceleration change within the preset period is obtained, including: for the first period in the preset period, based on the first cross-slope acceleration and the second cross-slope acceleration, an initial cross-slope acceleration change is obtained; based on the first vehicle speed and the first cross-slope acceleration, the first cross-slope acceleration change is obtained; based on the initial cross-slope acceleration change and the first cross-slope acceleration change, a target cross-slope acceleration change for the first period is obtained.

[0130] Among them, the first cross-slope acceleration is the cross-slope acceleration of the vehicle in the first cycle; the first cross-slope acceleration is the cross-slope acceleration of the vehicle in a cycle before the first cycle; and the first vehicle speed is the vehicle speed in the first cycle.

[0131] Exemplarily, the first vehicle speed is positively correlated with the first cross-slope acceleration change, and the absolute value of the cross-slope acceleration is negatively correlated with the first cross-slope acceleration change.

[0132] For example, the initial cross-slope acceleration change amount of each cycle may be the difference between the cross-slope acceleration of the cycle and the cross-slope acceleration of the previous cycle.

[0133] Exemplarily, the first cross-slope acceleration change can be used to reflect the maximum cross-slope acceleration change corresponding to the vehicle and the cross-slope acceleration in the current cycle; if the calculated initial cross-slope acceleration change of the current cycle is greater than the maximum cross-slope acceleration change, it may indicate that there is a problem with the initial cross-slope acceleration change calculated in the current cycle.

[0134] Exemplarily, the first cross-slope acceleration change may increase as the first vehicle speed increases, and decrease as the first vehicle speed decreases; the first cross-slope acceleration change may decrease as the absolute value of the cross-slope acceleration increases, and increase as the absolute value of the cross-slope acceleration decreases.

[0135] It is understandable that vehicle speed is an important factor affecting the lateral stability of the vehicle. Generally speaking, the lower the first vehicle speed, the lower the vehicle's tolerance to changes in lateral acceleration, so generally speaking, the first cross-slope acceleration change will also be smaller. The cross-slope acceleration is used to reflect the current lateral acceleration of the vehicle. The larger its absolute value, the greater the lateral force the vehicle is experiencing. In order to maintain stability, generally, the larger the absolute value of the cross-slope acceleration change, the smaller the first cross-slope acceleration change. Through the first cross-slope acceleration change, it can be ensured that the lateral stability of the vehicle is reasonably controlled at different vehicle speeds and cross-slope accelerations.

[0136] Exemplarily, the first cross-slope acceleration change can be determined by two parameters: the first vehicle speed and the absolute value of the cross-slope acceleration. For example, as shown in Table 3, Table 3 is an example table of a two-dimensional lookup table of the first cross-slope acceleration change provided in an embodiment of the present application. Among them, the two input parameters of the two-dimensional lookup table are the first vehicle speed (unit: kilometers per hour (km / h)) and the absolute value of the cross-slope acceleration (unit: m / s2). The two-dimensional lookup table is used to exemplarily describe the relationship between the first cross-slope acceleration change and the first vehicle speed and the absolute value of the cross-slope acceleration, which can be specifically determined by the actual scenario. The specific numerical value of the first cross-slope acceleration change is set according to the actual application scenario.

[0137] Table 3 Two-dimensional lookup table of acceleration change of the first cross slope

[0138]

[0139]

[0140] For example: when the first vehicle speed is 20km / h and the absolute value of the cross-slope acceleration is 1m / s2, the change in the first cross-slope acceleration is 2m / s2; when the first vehicle speed is 20km / h and the absolute value of the cross-slope acceleration is 2m / s2, the change in the first cross-slope acceleration is 1.5m / s2; when the first vehicle speed is 40km / h and the absolute value of the cross-slope acceleration is 1m / s2, the change in the first cross-slope acceleration is 3m / s2; when the first vehicle speed is 40km / h and the absolute value of the cross-slope acceleration is 2m / s2, the change in the first cross-slope acceleration is 2.5m / s2; when the first vehicle speed is 60km / h and the absolute value of the cross-slope acceleration is 1m / s2, the change in the first cross-slope acceleration is 4m / s2; when the first vehicle speed is 60km / h and the absolute value of the cross-slope acceleration is 2m / s2, the change in the first cross-slope acceleration is 3m / s2.

[0141] For example, the first cross slope acceleration change amount and the initial cross slope acceleration change amount can be compared; the relatively smaller change amount between the first cross slope acceleration change amount and the initial cross slope acceleration change amount is used as the cross slope acceleration change amount of the first cycle. For example, the formula for calculating the first cross slope acceleration change amount is: |daycorrect|=min(|day_slopeLim|,|day|). Among them, the absolute value of the cross slope acceleration change amount is |daycorrect|, the absolute value of the first cross slope acceleration change amount is |day_slopeLim|, and the absolute value of the initial cross slope acceleration change amount is |day|.

[0142] For example, usually, in the above formula, daycorrect, day_slopeLim and day have the same sign (that is, all three are positive or negative). When day_slopeLim and day have different signs (that is, day is less than 0 when day_slopeLim is greater than 0, or day is greater than 0 when day_slopeLim is less than 0), daycorrect is 0.

[0143] It can be understood that by obtaining the first cross-slope acceleration change and comparing the first cross-slope acceleration change with the initial cross-slope acceleration change, the cross-slope acceleration change is obtained. This can reduce errors in calculating the cross-slope acceleration change, thereby improving the accuracy of obtaining the cross-slope acceleration change for each cycle.

[0144] Regarding how to obtain the first parameter and the second parameter based on the change in the cross slope acceleration within a preset period, reference may be made to the following embodiments, which will not be described in detail here.

[0145] In an embodiment of the present application, the first parameter and the second parameter are obtained through the change in the cross slope acceleration; since the change in the cross slope acceleration is used to reflect the vehicle roll state, the reliability of the first parameter and the second parameter is improved; thereby accurately judging whether there is a target roll risk at the current moment.

[0146] In a possible embodiment of the present application, a first parameter and a second parameter are obtained based on the change in cross-slope acceleration within a preset period, including: obtaining a first energy value of each period based on the change in cross-slope acceleration within a preset period; adding the first energy values ​​of each period and taking the absolute value to obtain the first parameter; obtaining a second energy value of each period based on the absolute value of the change in cross-slope acceleration within a preset period; and adding the second energy values ​​of each period to obtain the second parameter.

[0147] The first energy value of each cycle is used to reflect the direction and magnitude of the cross-slope acceleration change of each cycle; the second energy value of each cycle is used to reflect the magnitude of the cross-slope acceleration change of each cycle.

[0148] It can be understood that, during the vehicle's driving process, the cross-slope acceleration variation can include the cross-slope acceleration variation 1 caused by external forces and the cross-slope acceleration variation 2 caused by the inclination angle of the driving road; and the sum of the cross-slope acceleration variation 1 caused by internal and external forces in each cycle is close to zero; therefore, by adding the first energy values ​​of each cycle and taking the absolute value, a first parameter can be obtained to represent the roll energy generated by the inclination angle of the driving road of the vehicle. By adding the second energy values ​​of each cycle, it is possible to avoid the sum of the cross-slope acceleration variation 1 caused by internal and external forces in each cycle being cleared to zero, and then a second parameter can be obtained to represent the roll energy generated by the inclination angle of the driving road of the vehicle and the roll energy generated by the external force acting on the vehicle.

[0149] Exemplarily, the first parameter and the second parameter obtained by the change in the cross-slope acceleration within a preset period can be an equivalent value. It should be explained that the equivalent value is a value used to represent the roll energy determined by the change in the cross-slope acceleration during the vehicle's roll motion. Usually, the actual roll energy changes in real time and is difficult to obtain directly. Therefore, the roll energy of the vehicle can be indirectly reflected through the first parameter and the second parameter.

[0150] It can be understood that by integrating the cross-slope acceleration change in each cycle within the preset period, the first integral value of each cycle is obtained, so that the cumulative effect of the cross-slope acceleration change on time in each individual cycle can be calculated; by accumulating the first integral values ​​in each cycle, a total amount reflecting the vehicle roll tendency in the entire preset period can be obtained. Taking the absolute value can ensure that this total amount is a positive number, representing the magnitude of the roll energy, regardless of the direction.

[0151] For example, the formula for calculating the first parameter (Eayslope) may be:

[0152] Eayslope=|ay0*dt+daycorrect1*dt+...+daycorrectN*dt|;

[0153] Wherein, ay0 is the cross slope acceleration of the first cycle in the preset cycle; daycorrect1, ..., daycorrectN are the cross slope acceleration change values ​​of each cycle except the first cycle. daycorrect1*dt is used to represent the first integral value of the second cycle obtained by integrating the cross slope acceleration change value of the second cycle. Similarly, the first integral value of each other cycle can be obtained. The first integral value of each cycle is added and the absolute value is taken to obtain the first parameter (Eayslope).

[0154] It can be understood that by integrating the absolute value of the cross-slope acceleration change in each cycle within the preset period, the second integral value of each cycle is obtained. In this way, the absolute value can be taken before integrating the cross-slope acceleration change. The purpose of this is to ignore the direction of the acceleration change and only focus on the contribution of its magnitude to the roll energy. Similarly, the second integral values ​​in each cycle are accumulated to obtain a total amount reflecting the roll energy of the vehicle in the entire preset period, and then the second parameter is obtained.

[0155] For example, the formula for calculating the second parameter (Eayact) may be:

[0156] Eayact=|ay0|*dt+|day1|*dt+...+|dayN|*dt;

[0157] Wherein, ay0 is the cross-slope acceleration of the first cycle in the preset cycle; day1, ..., dayN are the initial cross-slope acceleration change values ​​of each cycle except the first cycle. The initial cross-slope acceleration change value in each cycle can be taken as an absolute value first, and then the initial cross-slope acceleration change value of each cycle except the first cycle is integrated to obtain the second integral value of each cycle. The second integral value of each cycle is added to obtain the second parameter (Eayact).

[0158] In an embodiment of the present application, by integrating the change in the cross slope acceleration, this can also accurately predict the roll caused by the road surface characteristics and the second parameter used to reflect the actual roll behavior of the vehicle, and then accurately determine whether there is a target roll risk at the current moment.

[0159] Figure 3It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0160] For example, Figure 3 The vehicle control method shown can be executed by the vehicle, and can also be executed by a vehicle control device in the vehicle, such as a chip.

[0161] like Figure 3 As shown, the vehicle control method includes S301 to S322, and S301 to S322 are described in detail below.

[0162] S301. During vehicle driving, obtain the current steering wheel angle, current vehicle speed and current yaw angular velocity.

[0163] It can be understood that when the steering wheel angle is less than the preset angle threshold, it can be determined that the vehicle is in a straight-line driving state. When the vehicle speed is higher than the preset speed threshold, it can be determined that the vehicle is in a high-speed driving state, and the crosswind has a more obvious impact on the vehicle's driving. When the yaw rate is lower than the preset yaw rate threshold, it can be determined that the vehicle is in a relatively stable driving state, and it is easier to accurately determine the impact of the crosswind.

[0164] S302. Determine whether the current steering wheel angle is less than a preset angle threshold; if so, execute S303; if not, execute S301.

[0165] S303. Determine whether the current vehicle speed is greater than a preset vehicle speed threshold. If so, execute S304; if not, execute S301.

[0166] S304. Determine whether the current yaw angular velocity is lower than a preset yaw angular velocity threshold. If yes, execute S305; if no, execute S301.

[0167] For example, whether the vehicle is in a high-speed straight-ahead condition can be detected by the steering wheel angle, vehicle speed, and yaw rate. For example, when the steering wheel angle is less than a preset angle threshold, the vehicle speed is higher than a preset vehicle speed threshold, and the yaw rate is lower than a preset yaw rate threshold, it can be determined that the vehicle is in a high-speed straight-ahead condition.

[0168] S305. Obtain the cross slope acceleration of each cycle and the vehicle speed of each cycle within a preset cycle.

[0169] Exemplarily, the preset cycle may include the number of cycles and the time of each cycle. The preset cycle may be pre-configured by the vehicle or may be manually set, and the present application does not impose any specific limitation on this.

[0170] For example, since the cross-slope acceleration is the acceleration of the vehicle in the lateral direction (i.e., perpendicular to the direction of travel) due to factors such as uneven road surface and crosswind, the future roll trend of the vehicle can be predicted based on the change in the cross-slope acceleration at different time points within a preset period.

[0171] It needs to be explained that when a vehicle is driving on a road with a horizontal slope, due to the effect of gravity, the vehicle will generate a component force perpendicular to the road surface, which will cause the vehicle to roll, and then generate acceleration in the lateral direction, namely the horizontal slope acceleration. Similarly, external factors such as crosswinds and turns will also generate lateral forces on the vehicle, causing changes in the horizontal slope acceleration.

[0172] S306. Based on the cross-slope acceleration of each cycle, determine the initial cross-slope acceleration change value of each cycle.

[0173] For example, the cross-slope acceleration change amount of each cycle can be the difference between the cross-slope acceleration change amount of the cycle and the cross-slope acceleration change amount of the previous cycle. For example, when the time of each cycle is 0.1 seconds, the cross-slope acceleration can be obtained every 0.1 seconds (s) within the preset cycle; and the cross-slope acceleration change amount can be obtained by calculating the difference between the cross-slope acceleration at the current time point and the cross-slope acceleration at the previous time point.

[0174] S307. Based on the cross-slope acceleration and vehicle speed of each cycle, obtain the maximum cross-slope acceleration change.

[0175] Exemplarily, the maximum value of the cross-slope acceleration change may refer to the first cross-slope acceleration change value mentioned above.

[0176] S308. Determine whether the initial cross-slope acceleration change value of the Nth cycle is ≤ the maximum cross-slope acceleration change value; if so, execute S309; ​​if not, execute S310.

[0177] Exemplarily, 1<N≤n; n is the number of cycles in the preset cycle.

[0178] Exemplarily, the maximum value of the cross-slope acceleration change can be used to reflect the maximum value of the cross-slope acceleration change corresponding to the vehicle and the cross-slope acceleration in the current cycle; if the initial cross-slope acceleration change is greater than the maximum value of the cross-slope acceleration change, it may indicate that there is a problem with the initial cross-slope acceleration change.

[0179] S309. Determine the initial cross-slope acceleration change value as the cross-slope acceleration change value.

[0180] S310. Determine the maximum value of the cross-slope acceleration change as the cross-slope acceleration change value.

[0181] S311. Integrate the change in the cross slope acceleration in each cycle within a preset period to obtain a first integral value of each cycle.

[0182] S312. Add the first integral values ​​of each period and take the absolute value to obtain a first parameter.

[0183] Exemplarily, the first parameter may be a measure for representing the roll energy of the vehicle caused by a road slope, and specifically may refer to the roll energy that may be generated by the vehicle in a future period of time, predicted by calculation based on the current state of the vehicle and a dynamic model.

[0184] S313. Integrate the absolute value of the cross slope acceleration change in each cycle within the preset period to obtain a second integral value of each cycle.

[0185] S314. Add the second integral values ​​of each period to obtain a second parameter.

[0186] Exemplarily, the second parameter may be a measure for representing the roll energy actually generated by the vehicle, which reflects the roll degree and stability of the vehicle in the current state.

[0187] S315. Determine the difference between the second parameter and the first parameter as the target parameter.

[0188] For example, the target parameter may be a roll energy that is determined by separating the first parameter from the second parameter to reflect the difference between the actual roll state of the vehicle and the predicted roll state.

[0189] S316: Determine whether the target parameter is greater than a first preset threshold. If yes, execute S317.

[0190] Exemplarily, the first preset threshold may be a threshold preconfigured for the vehicle, or may be a manually set value, and the embodiments of the present application do not impose any specific limitation on this.

[0191] As an example, when the target parameter is greater than the first preset threshold, it can be determined that the difference between the first parameter and the second parameter is large, indicating that the actual roll state of the vehicle is inconsistent with the predicted state; therefore, in addition to the cross slope of the road causing the vehicle to roll, there may be other factors that cause the vehicle to roll; at this time, there is a target roll risk.

[0192] Optionally, when the target parameter is less than or equal to the first preset threshold, it can be determined that the difference between the first parameter and the second parameter is small, indicating that the actual roll state of the vehicle is consistent with the predicted state, or the difference is small; therefore, in addition to the cross slope of the road causing the vehicle to roll, there are no other factors causing the vehicle to roll; at this time, there is no target roll risk.

[0193] S317. Based on the target parameter, obtain the driving attenuation parameter.

[0194] As an example, the driving attenuation parameter may be a driving attenuation factor for adjusting the driving force of the vehicle. The driving attenuation factor (z) may be a value between 0 and 1. Therefore, a smaller output driving force may be generated by multiplying the initial driving force by (1-z). In this way, when there is a target roll risk, the driving attenuation parameter obtained by the first parameter and the second parameter may be used to control the vehicle to reduce the driving force at the current moment, thereby reducing the roll tendency of the vehicle.

[0195] As another example, the driving attenuation parameter may be a specific attenuation amount, indicating the attenuation amount that needs to be subtracted from the initial driving force. Typically, the attenuation amount may be a positive number, which is used to directly control the vehicle to reduce the driving force at the current moment, thereby reducing the rolling tendency of the vehicle.

[0196] S318. Obtain the actual yaw amount of the previous cycle at the current moment.

[0197] For example, the actual yaw amount may refer to the yaw state that the vehicle should produce in the absence of external force interference (such as side wind) based on the current state of the vehicle (such as vehicle speed, steering wheel angle, etc.) and the vehicle dynamics model. For example, the actual yaw amount may be an expected yaw rate or an expected yaw angle. The actual yaw amount may be obtained by a sensor in the vehicle (such as a gyroscope).

[0198] S319. Based on the first parameter, the second parameter and the actual yaw amount, obtain a target yaw amount of the vehicle.

[0199] For example, the target yaw amount refers to the difference between the actual yaw amount and the actual yaw amount. This difference may be caused by external interference (such as side wind), reflecting the degree of external force interference to the vehicle.

[0200] S320. Obtain an attenuation change based on the target yaw amount.

[0201] Exemplarily, the target yaw amount is positively correlated with the attenuation change amount.

[0202] S321. Based on the attenuation variation, perform gradient attenuation processing on the driving attenuation parameter to obtain the driving attenuation parameter.

[0203] S322. Based on the driving attenuation parameter, control the driving force of the vehicle at the current moment.

[0204] Exemplarily, the attenuation variation may increase as the target yaw amount increases, and decrease as the target yaw amount decreases. When the target yaw amount is large, it means that the external force interference is large at this time. At this time, the driving attenuation parameter may be processed with a larger gradient attenuation to control the increase in the rate of reduction of the driving force of the vehicle, so as to achieve a faster reduction in the driving force. When the target yaw amount is small, it means that the external force interference is small at this time. At this time, the driving attenuation parameter may be processed with a smaller gradient attenuation to control the rate of reduction of the driving force of the vehicle. It should be explained that the attenuation variation is determined based on the target yaw amount, which reflects the degree of external force interference on the vehicle and the urgency of adjusting the driving attenuation parameter.

[0205] For detailed description of S301 to S322, please refer to Figure 1 to Figure 2 The relevant descriptions will not be repeated here.

[0206] In an embodiment of the present application, a target parameter is obtained by using the difference between the first parameter and the second parameter to determine whether the target parameter is greater than a first preset threshold value, so that it can be determined whether there is a risk of external force interference causing the vehicle to roll at this time; if the target parameter is greater than the first preset threshold value, a driving attenuation parameter can be obtained based on the target parameter, and the driving force of the vehicle at the current moment can be controlled based on the attenuation change amount obtained based on the target yaw amount; because it is possible to use the data obtained before the current moment, that is, the first parameter and the second parameter, to determine in advance whether there is a risk of external force interference causing the vehicle to roll at the current moment, and thus it can be determined when the vehicle is interfered by external force. Before the interference causes the roll, the driving force of the vehicle at the current moment is controlled by the driving attenuation parameter to achieve early intervention of the vehicle; since the present solution controls the driving force of the vehicle at the current moment, this can reduce the problem of poor driving comfort caused by the intervention of the braking system; in addition, by judging whether the current steering wheel angle is less than the preset angle threshold, the current vehicle speed is higher than the preset vehicle speed threshold, and the current yaw angular velocity is lower than the preset yaw angular velocity threshold, it can be determined that the vehicle is in a high-speed straight-ahead condition and is easily affected by the side wind; based on this, the present solution can timely intervene in the roll of the vehicle caused by external force interference to improve the user's driving experience.

[0207] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0208] Combination of the above Figures 2 to 3 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0209] Combine the following Figure 4 The vehicle control device provided in the embodiment of the present application is described in detail.

[0210] like Figure 4 As shown, Figure 4 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0211] For example, Figure 4 As shown, the control device includes:

[0212] The acquisition module 410 is used to obtain the first parameter and the second parameter of the previous cycle at the current moment; wherein the first parameter is used to represent the roll energy generated by the inclination angle of the vehicle's driving surface; and the second parameter is used to represent the roll energy generated by the inclination angle of the driving surface and the external force acting on the vehicle.

[0213] The determination module 420 is used to determine whether the vehicle has a target roll risk based on the first parameter and the second parameter; wherein the target roll risk is used to indicate the roll risk of the vehicle caused by an external force.

[0214] The determination module 420 is further configured to obtain a driving attenuation parameter based on the first parameter and the second parameter if there is a target roll risk.

[0215] The control module 430 is used to control the reduction of the driving force of the vehicle based on the driving attenuation parameter.

[0216] As a possible implementation method, the determination module 420 is specifically used to obtain a target parameter based on the difference between the first parameter and the second parameter; wherein the target parameter is used to represent the roll energy generated by the external force acting on the vehicle; based on the target parameter, a driving attenuation parameter is obtained; wherein the driving attenuation parameter is positively correlated with the target parameter.

[0217] As a possible implementation, the determination module 420 is further used to determine the attenuation change amount corresponding to the driving attenuation parameter; the control module 430 is specifically used to control the driving force to be reduced based on the driving attenuation parameter and the attenuation change amount.

[0218] As a possible implementation method, the acquisition module 410 is also used to obtain the actual yaw amount of the vehicle in the previous cycle at the current moment; the determination module 420 is specifically used to obtain a target yaw amount based on the first parameter, the second parameter and the actual yaw amount; wherein the target yaw amount is used to represent the yaw amount of the vehicle caused by external force interference; based on the target yaw amount, an attenuation change amount is obtained; wherein the target yaw amount is positively correlated with the attenuation change amount.

[0219] As a possible implementation method, the determination module 420 is specifically used to obtain a target parameter based on the difference between the first parameter and the second parameter; if the target parameter is greater than a first preset threshold, it is determined that the vehicle has a target roll risk; if the target parameter is less than or equal to the first preset threshold, it is determined that the vehicle does not have a target roll risk.

[0220] As a possible implementation, the acquisition module 410 is specifically used to acquire the cross-slope acceleration change amount within a preset period before the current moment; based on the cross-slope acceleration change amount within the preset period, obtain the first parameter and the second parameter.

[0221] As a possible implementation method, the determination module 420 is specifically used to obtain a first energy value of each period based on the change in the cross-slope acceleration within a preset period; add the first energy values ​​of each period and take the absolute value to obtain a first parameter; obtain a second energy value of each period based on the absolute value of the change in the cross-slope acceleration within the preset period; add the second energy values ​​of each period to obtain a second parameter; wherein the first energy value of each period is used to reflect the direction and magnitude of the change in the cross-slope acceleration of each period; and the second energy value of each period is used to reflect the magnitude of the change in the cross-slope acceleration of each period.

[0222] As a possible implementation, the acquisition module 410 is specifically used to acquire the cross-slope acceleration within a preset period; based on the cross-slope acceleration within the preset period, obtain the target cross-slope acceleration change within the preset period.

[0223] As a possible implementation method, the determination module 420 is specifically used to obtain, for the first period in the preset period, an initial cross-slope acceleration change based on the first cross-slope acceleration and the second cross-slope acceleration; obtain the first cross-slope acceleration change based on the first vehicle speed and the first cross-slope acceleration; obtain the target cross-slope acceleration change for the first period based on the initial cross-slope acceleration change and the first cross-slope acceleration change; wherein the first cross-slope acceleration is the cross-slope acceleration of the vehicle in the first period; the first cross-slope acceleration is the cross-slope acceleration of the vehicle in the period before the first period; and the first vehicle speed is the vehicle speed in the first period.

[0224] It should be noted that, when the vehicle control device provided in the above embodiment executes the vehicle control method, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0225] In addition, the vehicle control device and vehicle control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this specification, please refer to the above-mentioned vehicle control method embodiments of this specification, which will not be repeated here.

[0226] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0227] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a vehicle control method.

[0228] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0229] In this embodiment, the control device can be divided into functional modules according to the above method example. For example, each functional module can be corresponded to, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0230] In the case of dividing each functional module according to each function, the control device may also include an acquisition module, a detection module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0231] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0232] In the case of an integrated unit, the control device may include a processing module and a storage module. When the control device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0233] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0234] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0235] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0236] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0237] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0238] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0239] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, 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 interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0240] The above contents 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 included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Acquire a first parameter and a second parameter of a previous cycle at the current moment; wherein the first parameter is used to represent the roll energy generated by the inclination angle of the road surface on which the vehicle is traveling; and the second parameter is used to represent the roll energy generated by the inclination angle of the road surface on which the vehicle is traveling and the external force acting on the vehicle; Based on the first parameter and the second parameter, determining whether the vehicle has a target roll risk; wherein the target roll risk is used to indicate the roll risk of the vehicle caused by an external force; If the target roll risk exists, obtaining a driving attenuation parameter based on the first parameter and the second parameter; Based on the driving attenuation parameter, the driving force of the vehicle is controlled to be reduced.

2. The method according to claim 1, characterized in that The obtaining of a driving attenuation parameter based on the first parameter and the second parameter includes: Based on the difference between the first parameter and the second parameter, a target parameter is obtained; wherein the target parameter is used to represent the roll energy generated by the external force applied to the vehicle; Based on the target parameter, the driving attenuation parameter is obtained; wherein the driving attenuation parameter is positively correlated with the target parameter.

3. The method according to claim 1, characterized in that The method further comprises: Determining an attenuation change corresponding to the driving attenuation parameter; The controlling the vehicle's driving force to be reduced based on the driving attenuation parameter includes: The driving force is controlled to be reduced based on the driving attenuation parameter and the attenuation change amount.

4. The method according to claim 3, characterized in that The method further comprises: Obtaining an actual yaw amount of the vehicle in a previous cycle at the current moment; The determining the attenuation change amount corresponding to the driving attenuation parameter includes: Based on the first parameter, the second parameter and the actual yaw amount, a target yaw amount is obtained; wherein the target yaw amount is used to represent the yaw amount of the vehicle caused by external force interference; Based on the target yaw amount, the attenuation change amount is obtained; wherein the target yaw amount is positively correlated with the attenuation change amount.

5. The method according to claim 1, characterized in that: The determining, based on the first parameter and the second parameter, whether the vehicle has a target roll risk includes: Obtaining a target parameter based on a difference between the first parameter and the second parameter; If the target parameter is greater than a first preset threshold, determining that the vehicle has the target roll risk; If the target parameter is less than or equal to the first preset threshold, it is determined that the vehicle does not have the target roll risk.

6. The method according to any one of claims 1 to 5, characterized in that The obtaining of the first parameter and the second parameter of the previous cycle at the current moment includes: Obtaining the amount of change in the cross slope acceleration within a preset period before the current moment; The first parameter and the second parameter are obtained based on the change in the cross slope acceleration within the preset period.

7. The method according to claim 6, characterized in that The obtaining of the first parameter and the second parameter based on the change in the cross slope acceleration within the preset period includes: Based on the change in the cross slope acceleration within the preset period, a first energy value of each period is obtained; the first energy values ​​of each period are added together and then taken as an absolute value to obtain the first parameter; Based on the absolute value of the cross slope acceleration change in the preset period, a second energy value of each period is obtained; and the second energy values ​​of each period are added to obtain the second parameter; The first energy value of each of the cycles is used to reflect the direction and magnitude of the cross-slope acceleration change in each of the cycles; the second energy value of each of the cycles is used to reflect the magnitude of the cross-slope acceleration change in each of the cycles.

8. The method according to claim 6, characterized in that The step of obtaining the amount of change in the cross slope acceleration within a preset period before the current moment includes: Obtaining the cross slope acceleration within the preset period; Based on the cross-slope acceleration within the preset period, a target cross-slope acceleration change within the preset period is obtained.

9. The method according to claim 7, characterized in that: The step of obtaining the amount of change of the cross-slope acceleration within the preset period based on the cross-slope acceleration within the preset period includes: For a first period in the preset period, an initial cross-slope acceleration change is obtained based on the first cross-slope acceleration and the second cross-slope acceleration; Based on the first vehicle speed of the vehicle and the first cross-slope acceleration, obtaining a first cross-slope acceleration change; Based on the initial cross-slope acceleration change and the first cross-slope acceleration change, obtaining a target cross-slope acceleration change of the first period; Among them, the first cross-slope acceleration is the cross-slope acceleration of the vehicle in the first cycle; the first cross-slope acceleration is the cross-slope acceleration of the vehicle in a cycle before the first cycle; and the first vehicle speed is the vehicle speed of the vehicle in the first cycle.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the method according to any one of claims 1 to 9.

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