Vehicle escape control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle escape control method and device, a vehicle and a storage medium, and relates to the technical field of vehicles. According to the method, after a vehicle falls into water and a rotation request for a steering wheel and a stepping request for an accelerator pedal are received, a target steering wheel is preferentially controlled to steer. In addition, the target steering wheel is a steering wheel close to the center of gravity position, so that the vehicle can more easily realize overall steering operation. In addition, when the target steering wheel is steered, the steering radius of the vehicle is easier to control. Therefore, under the emergency situation that the vehicle falls into water and the space is limited, the vehicle can easily control the steering radius and the driving direction through steering of the target steering wheel. Secondly, controlling a steering driving wheel to drive; the steering driving wheels can continuously correct the running direction of the vehicle in a complex water flow environment, and meanwhile, the vehicle is pushed to move forwards by utilizing the power of the steering driving wheels. Therefore, the method can help the vehicle to escape from dangerous areas such as water as soon as possible, and the safety of the vehicle user is ensured.

Description

Technical Field

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

[0002] With the development of vehicle technology and the improvement of people's living standards, more and more electric vehicles have entered people's lives. However, there are also more and more problems related to electric vehicles.

[0003] When the driver is driving an electric vehicle, he may not be familiar with the road conditions. Especially when encountering an emergency on a road near a river, the driver may make improper operations, which may cause the electric vehicle to fall into the water. However, if the electric vehicle has good waterproofness and sealing, the driving and rotating system of the electric vehicle can be controlled for a period of time after the electric vehicle falls into the water, helping the electric vehicle to escape from dangerous areas such as water as soon as possible.

[0004] Therefore, there is an urgent need for a vehicle escape control method to help the electric vehicle escape from dangerous areas such as water as soon as possible after the electric vehicle falls into water, so as to ensure the safety of the vehicle users. Summary of the invention

[0005] The present application provides a control method, device, vehicle and storage medium for vehicle escape. The method can help the vehicle escape from dangerous areas such as water as soon as possible after the vehicle falls into water, thereby ensuring the safety of the vehicle user.

[0006] In a first aspect, a control method for vehicle escape is provided, the method comprising: when the vehicle is in a state of falling into water, in response to a request for turning the steering wheel in the vehicle and a request for pressing the accelerator pedal, determining a target lateral acceleration and a target longitudinal acceleration of the vehicle; based on the actual lateral acceleration of the vehicle and the target lateral acceleration, controlling a target steering wheel to steer so as to compensate for the angle of deviation of the vehicle's driving direction relative to the shore direction, the target steering wheel being close to the center of gravity of the vehicle; based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, controlling a non-steering wheel in the vehicle to drive so as to control the vehicle escape.

[0007] In the above technical solution, after the vehicle falls into the water, due to the good waterproofness and sealing of the vehicle, the driver can control the driving rotation system of the vehicle for a period of time. After receiving the request for turning the steering wheel and the request for stepping on the accelerator pedal, the vehicle in the method determines the target lateral acceleration and target longitudinal acceleration of the vehicle. Based on the actual lateral acceleration and the target lateral acceleration, the target steering wheel is controlled to steer, which can compensate for the deviation angle of the vehicle from the shore direction and control the vehicle to be as close to the shore as possible. Since the target steering wheel is a steering wheel close to the center of gravity, the vehicle can more easily realize the overall steering operation, and avoid the situation that the front of the vehicle is lighter and the steering force is insufficient when the steering wheel (front wheel) far from the center of gravity is used for steering. In addition, when the target steering wheel is turned, the steering radius of the vehicle is easier to control. Therefore, in an emergency situation where the vehicle falls into the water and the space is limited (the water area is relatively narrow), the vehicle can easily control the steering radius and control the driving direction by steering the target steering wheel. Secondly, based on the actual longitudinal acceleration and the target longitudinal acceleration, the steering drive wheel is controlled to drive. This is because the steering drive wheel can provide power in real time based on the actual water flow conditions and the relative position of the vehicle and the shore during driving. The steering drive wheel can continuously correct the vehicle's driving direction in a complex water flow environment, while using its own power to propel the vehicle forward. Therefore, this method can improve the vehicle's maneuverability and adaptability in special circumstances (water), help the vehicle escape from dangerous areas such as water as soon as possible, and ensure the safety of vehicle users.

[0008] In combination with the first aspect, in some possible implementations, determining the target lateral acceleration and target longitudinal acceleration of the vehicle includes: determining the first lateral acceleration of the vehicle based on the steering wheel angle, the wheelbase of the vehicle and the current lateral speed; determining the first longitudinal acceleration of the vehicle based on the pedal opening after the accelerator pedal is pressed, the resistance encountered by the vehicle in water and the total weight of the vehicle; determining the target amplitude based on the steering amplitude corresponding to the steering angle and the acceleration amplitude corresponding to the pedal opening, the target amplitude being used to indicate to increase the first lateral acceleration and to decrease the first longitudinal acceleration; determining the target lateral acceleration based on the target amplitude and the first lateral acceleration, and determining the target longitudinal acceleration based on the target amplitude and the first longitudinal acceleration.

[0009] In the above technical solution, the method determines the first lateral acceleration of the vehicle based on the steering angle of the steering wheel, the wheelbase of the vehicle and the current lateral speed, and the first lateral acceleration is the initial lateral acceleration of the vehicle. Furthermore, the first longitudinal acceleration of the vehicle is determined based on the pedal opening after the accelerator pedal is stepped on, the resistance of the vehicle in the water and the total weight of the vehicle, and the first longitudinal acceleration is the initial longitudinal acceleration of the vehicle. The first lateral acceleration and the first longitudinal acceleration do not take into account the influence of the driving scene. For example, after the vehicle falls into the water, the lateral acceleration request of the vehicle should be given priority; when the vehicle is driving at a high speed on a preset road section, the longitudinal acceleration request of the vehicle should be given priority. Therefore, after determining the initial lateral acceleration and initial longitudinal acceleration of the vehicle, the method determines the target amplitude through the steering amplitude corresponding to the steering angle and the acceleration amplitude corresponding to the pedal opening, and adjusts the first lateral acceleration and the first longitudinal acceleration respectively through the target amplitude to determine the target lateral acceleration and the target longitudinal acceleration. In this way, the method takes into account the driving scenario of the vehicle and can determine accurate target lateral acceleration and target longitudinal acceleration, which helps the vehicle to get out of the water as quickly as possible.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the actual lateral acceleration of the vehicle and the target lateral acceleration, the target steering wheel is controlled to steer, including: determining a first acceleration difference between the actual lateral acceleration and the target lateral acceleration; when the first acceleration difference is greater than an acceleration threshold, controlling the target steering wheel to steer based on the first acceleration difference.

[0011] In the above technical solution, when the acceleration deviation between the actual lateral acceleration of the vehicle and the target lateral acceleration is large, the method controls the target steering wheel to steer by using the first acceleration difference. In this way, by using the steering wheel close to the center of gravity, the steering operation of the entire vehicle can be more easily achieved, and the situation of oversteering or insufficient steering force caused by the front of the vehicle being lighter when the steering wheel (front wheel) far from the center of gravity is used for steering is avoided. In addition, when the steering wheel close to the center of gravity is used for steering, the turning radius of the vehicle is easier to control. Therefore, in an emergency situation where the vehicle falls into the water and the space is limited (the water area is relatively narrow), the method can easily control the turning radius by steering the target steering wheel, which can help the vehicle to dock as soon as possible.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference, determining a second acceleration difference between the first acceleration difference and the second lateral acceleration; based on the second acceleration difference, controlling the steering drive wheel in the vehicle to drive.

[0013] In the above technical solution, if the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference, that is, the angle compensation method cannot meet the lateral acceleration request of the vehicle, the method further determines the second acceleration difference between the first acceleration difference and the second lateral acceleration, and controls the steering drive wheel to drive through the second acceleration difference. This is because the steering drive wheel can provide power in real time based on the actual water flow conditions and the relative position of the vehicle and the shore when driving. The steering drive wheel can continuously correct the driving direction of the vehicle in a complex water flow environment, and use its own power to propel the vehicle forward. After the above control process is executed, the maneuverability and adaptability of the vehicle in special circumstances can be improved, and the probability of the vehicle successfully escaping from trouble can be increased.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, the non-steering wheel in the vehicle is controlled to be driven, including: determining the acceleration ratio between the actual longitudinal acceleration and the target longitudinal acceleration; determining the driving torque based on the acceleration ratio, the target longitudinal acceleration and a second corresponding relationship, the second corresponding relationship being used to indicate the correspondence between the sample acceleration ratio and the sample target longitudinal acceleration, and the sample driving torque, the sample acceleration ratio being the ratio between the sample actual longitudinal acceleration and the corresponding sample target longitudinal acceleration; based on the driving torque, the non-steering wheel is controlled to be driven.

[0015] In the above technical solution, the second correspondence is determined in advance based on multiple tests. When the vehicle is in a state of falling into water, the vehicle in the method can directly obtain the corresponding driving torque from the second correspondence through the acceleration ratio (the ratio between the actual longitudinal acceleration and the corresponding target longitudinal acceleration) and the target longitudinal acceleration, and directly control the non-steering wheel to drive based on the driving torque to meet the longitudinal acceleration request of the vehicle. The above driving torque is determined by the second correspondence based on multiple tests in a matching manner, so the driving torque is relatively accurate. At the same time, the resistance encountered by the vehicle when driving in water is very different from that on land. If driven by the steering wheel, the steering wheel needs to change the driving direction of the vehicle and provide driving force, which will make the force situation of the steering wheel complicated, and the vehicle may appear to be serpentine, which is not conducive to the vehicle to dock quickly. This method is driven by the non-steering wheel, and there is no need to take into account the steering function at the same time, which helps the vehicle maintain a good straight driving ability in the water and dock more efficiently.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the actual driving torque that can be achieved by the non-steering wheel is less than the driving torque, determining the torque difference between the driving torque and the actual driving torque; based on the torque difference, controlling the steering wheel in the vehicle to drive.

[0017] In the above technical solution, after controlling the non-steering wheel to drive, if the actual driving torque that the non-steering wheel can achieve is less than the driving torque, that is, it cannot meet the longitudinal acceleration request of the vehicle, the method also controls the steering wheel in the vehicle to drive through the torque difference. In the above process, the steering wheel also participates in the drive, which can increase the total driving force of the vehicle. After the non-steering wheel drive reaches the upper limit, the additional steering wheel drive torque can supplement the power, so that the vehicle can obtain a greater longitudinal acceleration, thereby speeding up the vehicle's approach to the shore. In addition, the steering wheel can also perform steering operations while driving. This helps to more flexibly adjust the vehicle's driving direction in special water conditions (for example, there are debris in the water), better avoid obstacles, and drive to the shore more accurately, helping the vehicle to get out of the water.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: in the process of performing escape control on the vehicle, determining whether the actual yaw angular velocity of the vehicle is greater than the target yaw angular velocity; when the actual yaw angular velocity is greater than the target yaw angular velocity, controlling the target steering wheel to steer so as to adjust and compensate for the yaw phenomenon of the vehicle; when the first yaw angular velocity of the vehicle after adjustment and compensation is greater than the target yaw angular velocity, controlling the steering drive wheel to drive.

[0019] In the above technical solution, during the process of controlling the vehicle to escape from trouble, if the vehicle yaws (the actual yaw angular velocity is greater than the target yaw angular velocity), the method gives priority to controlling the rear wheel steering, and when the rear wheel steering cannot meet the adjustment and compensation requirements, the steering drive wheel is controlled to drive. In this way, when the vehicle is in a state of falling into water and yaws, the rear wheel steering alone cannot alleviate the yaw phenomenon, and the steering drive wheel can also provide additional steering force for the vehicle, so that the lateral force generated by the steering drive wheel when rotating can work together with the force generated by the rear wheel steering to adjust the yaw posture of the vehicle. In addition, while the lateral force generated by the steering drive wheel adjusts the direction of the vehicle, the steering drive wheel driving (corresponding to the longitudinal force) can move the vehicle forward and change the position of the vehicle in the water. At the same time, the longitudinal force and the lateral force are interrelated, and the appropriate longitudinal force can affect the effect of the lateral force. The synergistic effect of the two helps to alleviate the yaw phenomenon of the vehicle and help the vehicle to dock as soon as possible.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining the target yaw rate includes: determining a first yaw rate limit of the vehicle based on the rotation angle of the steering wheel; determining a second yaw rate limit of the vehicle based on the pedal opening after the accelerator pedal is pressed; and determining the minimum yaw rate limit between the first yaw rate limit and the second yaw rate limit as the target yaw rate.

[0021] In the above technical solution, after the vehicle falls into the water, it is necessary to control the driving and rotating system of the vehicle, etc., to help the vehicle escape from dangerous areas such as water as soon as possible. However, during the control process, the vehicle may yaw. Specifically, processing the steering wheel's turning request and processing the accelerator pedal's pressing request may both cause the vehicle to yaw. The method determines the first yaw rate limit allowed by the turning request based on the steering wheel's turning angle, determines the second yaw rate limit allowed by the pressing request based on the pedal opening after the accelerator pedal is pressed, and determines the minimum value of the first yaw rate limit and the second yaw rate limit as the target yaw rate. This can ensure that the vehicle is controlled with the minimum yaw rate limit, which helps the vehicle maintain a stable posture in the water as much as possible, and makes it easier for the driver to control the vehicle's driving direction and speed, thereby bringing the vehicle to shore faster.

[0022] In a second aspect, a control device for vehicle escape is provided, the control device for vehicle escape comprises: a determination module, for determining a target lateral acceleration and a target longitudinal acceleration of the vehicle in response to a request for turning the steering wheel and a request for pressing the accelerator pedal in the vehicle when the vehicle is in a state of falling into water; a control module, for: controlling a target steering wheel to steer based on the actual lateral acceleration of the vehicle and the target lateral acceleration, so as to compensate for the angle of deviation of the vehicle's driving direction relative to the shore direction, the target steering wheel being close to the center of gravity of the vehicle; and controlling a non-steering wheel in the vehicle to drive based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, so as to control the vehicle to escape from water.

[0023] In combination with the second aspect, in some possible implementations, the determination module is specifically used to: determine the first lateral acceleration of the vehicle based on the steering wheel angle, the wheelbase of the vehicle and the current lateral speed; determine the first longitudinal acceleration of the vehicle based on the pedal opening after the accelerator pedal is pressed, the resistance encountered by the vehicle in water and the total weight of the vehicle; determine the target amplitude based on the steering amplitude corresponding to the steering angle and the acceleration amplitude corresponding to the pedal opening, and the target amplitude is used to indicate to increase the first lateral acceleration and decrease the first longitudinal acceleration; determine the target lateral acceleration based on the target amplitude and the first lateral acceleration, and determine the target longitudinal acceleration based on the target amplitude and the first longitudinal acceleration.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to determine a first acceleration difference between the actual lateral acceleration and the target lateral acceleration; the control module is specifically used to control the target steering wheel to steer based on the first acceleration difference when the first acceleration difference is greater than an acceleration threshold.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to determine the second acceleration difference between the first acceleration difference and the second lateral acceleration when the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference; the control module is also used to control the steering drive wheel in the vehicle to drive based on the second acceleration difference.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine the acceleration ratio between the actual longitudinal acceleration and the target longitudinal acceleration; determine the driving torque based on the acceleration ratio, the target longitudinal acceleration and the second corresponding relationship, and the second corresponding relationship is used to indicate the correspondence between the sample acceleration ratio and the sample target longitudinal acceleration, and the sample driving torque, and the sample acceleration ratio is the ratio between the sample actual longitudinal acceleration and the corresponding sample target longitudinal acceleration; the control module is specifically used to control the non-steering wheel to drive based on the driving torque.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to determine the torque difference between the driving torque and the actual driving torque when the actual driving torque that can be achieved by the non-steering wheel is less than the driving torque; the control module is also used to control the steering wheel in the vehicle to drive based on the torque difference.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to determine whether the actual yaw angular velocity of the vehicle is greater than the target yaw angular velocity during the process of controlling the vehicle to escape from trouble; the control module is also used to control the target steering wheel to steer when the actual yaw angular velocity is greater than the target yaw angular velocity, so as to adjust and compensate for the yaw phenomenon of the vehicle; the control module is also used to control the steering drive wheel to drive when the first yaw angular velocity of the vehicle after adjustment and compensation is greater than the target yaw angular velocity.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is further used to: determine a first yaw rate limit of the vehicle based on the rotation angle of the steering wheel; determine a second yaw rate limit of the vehicle based on the pedal opening after the accelerator pedal is pressed; and determine the minimum yaw rate limit between the first yaw rate limit and the second yaw rate limit as the target yaw rate.

[0030] 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. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic diagram of a scenario of using an electric vehicle provided in an embodiment of the present application;

[0032] Figure 2 is a schematic flow chart of a control method for vehicle escape provided in an embodiment of the present application;

[0033] Figure 3 is a schematic diagram of a deviation angle provided in an embodiment of the present application;

[0034] Figure 4 It is a structural schematic diagram of a control device for escaping a vehicle provided in an embodiment of the present application;

[0035] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of the present application;

[0036] Figure 6 It is a schematic diagram of the structure of another vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0037] 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.

[0038] 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.

[0039] Figure 1 It is a schematic diagram of a scenario of using an electric vehicle provided in an embodiment of the present application.

[0040] For example, Figure 1 As shown, the driver can drive the electric vehicle A to various destinations. On the way to the destination, the driver may be unfamiliar with the road conditions, especially when encountering an emergency on a road section near a river, the driver is prone to improper operation, causing the electric vehicle A to fall into the water.

[0041] If the waterproofness and sealing properties of electric vehicle A are good, the driving rotation system of electric vehicle A can be controlled for a period of time after electric vehicle A falls into the water, which provides a greater possibility for electric vehicle A to escape from dangerous areas such as water as soon as possible.

[0042] In order to help the electric vehicle escape from dangerous areas such as water as soon as possible after it falls into water and ensure the safety of vehicle users, this application proposes a control method for vehicle escape. Figure 2 The implementation steps in .

[0043] Figure 2 It is a schematic flow chart of a control method for vehicle escape provided in an embodiment of the present application.

[0044] It should be understood that the vehicle escape control method provided in the embodiment of the present application can be applied to the following examples: Figure 1 The vehicle shown (eg, electric vehicle A). Specifically, the control method for escaping a vehicle can be applied to a vehicle controller in the vehicle.

[0045] For example, Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0046] Step 201, when a vehicle is in a state of falling into water, a vehicle controller determines a target lateral acceleration and a target longitudinal acceleration of the vehicle in response to a request for turning the steering wheel and a request for pressing the accelerator pedal in the vehicle.

[0047] It should be understood that the "vehicle" in the above step 201 is specifically an electric vehicle, and the electric vehicle has good waterproofness and sealing properties, that is, within a short period of time after the vehicle falls into the water, the vehicle's driving and rotating system can operate and there is little water accumulation in the vehicle.

[0048] It should also be understood that the “vehicle is in a water-falling state” in the above step 201 refers to the state in which the vehicle is in water after driving into the water.

[0049] It should also be understood that in the above step 201, the "request for turning the steering wheel in the vehicle" can be regarded as a lateral acceleration request of the vehicle, and the "request for pressing the accelerator pedal" can be regarded as a longitudinal acceleration request of the vehicle.

[0050] It should also be understood that the “target lateral acceleration” in the above step 201 refers to the lateral acceleration that the vehicle is expected to achieve, and the “target longitudinal acceleration” refers to the longitudinal acceleration that the vehicle is expected to achieve.

[0051] In some embodiments, step 201 includes: when the vehicle is in a state of falling into water, the vehicle controller detects whether the water-falling control function of the vehicle is triggered, and the water-falling control function refers to a function of performing escape control on the vehicle to help the vehicle escape from water; when the water-falling control function is triggered, the vehicle controller responds to a request to turn the steering wheel and a request to press the accelerator pedal to determine the target lateral acceleration and target longitudinal acceleration of the vehicle.

[0052] In some embodiments, a method for determining whether a water drop control function is triggered includes any one of the following: when a water drop control function switch in a vehicle is clicked, the vehicle controller determines that the water drop control function is triggered, and the water drop control function switch is used to start the water drop control function; when a gesture displayed by a vehicle user in the vehicle is a preset gesture, the vehicle controller determines that the water drop control function is triggered, and the preset gesture is a gesture for starting the water drop control function; when a vehicle user controls the start of the water drop control function by voice, the vehicle controller determines that the water drop control function is triggered.

[0053] In one possible implementation, the vehicle controller in step 201 determines the target lateral acceleration and target longitudinal acceleration of the vehicle, including: the vehicle controller determines the first lateral acceleration of the vehicle based on the steering wheel angle, the wheelbase of the vehicle and the current lateral speed; the vehicle controller determines the first longitudinal acceleration of the vehicle based on the pedal opening after the accelerator pedal is pressed, the resistance encountered by the vehicle in water and the total weight of the vehicle; the vehicle controller determines the target amplitude based on the steering amplitude corresponding to the steering angle and the acceleration amplitude corresponding to the pedal opening, and the target amplitude is used to indicate to increase the first lateral acceleration and decrease the first longitudinal acceleration; the vehicle controller determines the target lateral acceleration based on the target amplitude and the first lateral acceleration, and determines the target longitudinal acceleration based on the target amplitude and the first longitudinal acceleration.

[0054] It should be understood that in the above scheme, "wheelbase of the vehicle" refers to the distance between the center of the front axle and the center of the rear axle in the vehicle. "Current lateral speed" refers to the speed component of the vehicle in the horizontal direction perpendicular to its driving direction at the current moment.

[0055] It should also be understood that the "steering amplitude corresponding to the rotation angle" in the above scheme refers to the percentage equivalent to the rotation angle when the maximum angle that the steering wheel can rotate is equivalent to 100%, which can be determined by the ratio between the rotation angle and the maximum angle. In some embodiments, the rotation angle is 180° and the maximum angle is 360°, then the steering amplitude corresponding to the rotation angle is 50%. The specific value of the "acceleration amplitude corresponding to the pedal opening" in the above scheme is the current accelerator pedal opening when the accelerator pedal opening is represented by a percentage and the maximum accelerator pedal opening is 100%, which is used to indicate the amplitude of the increase in the vehicle's speed after the accelerator pedal is pressed. In some embodiments, the pedal opening is 60%, then the acceleration amplitude corresponding to the pedal opening is 60%.

[0056] It should also be understood that the “target amplitude” in the above technical solution is specifically used to indicate increasing the first lateral acceleration by a target amplitude and decreasing the first longitudinal acceleration by a target amplitude.

[0057] In the above technical solution, the method determines the first lateral acceleration of the vehicle based on the steering angle of the steering wheel, the wheelbase of the vehicle and the current lateral speed, and the first lateral acceleration is the initial lateral acceleration of the vehicle. Furthermore, the first longitudinal acceleration of the vehicle is determined based on the pedal opening after the accelerator pedal is stepped on, the resistance of the vehicle in the water and the total weight of the vehicle, and the first longitudinal acceleration is the initial longitudinal acceleration of the vehicle. The first lateral acceleration and the first longitudinal acceleration do not take into account the influence of the driving scene. For example, after the vehicle falls into the water, the lateral acceleration request of the vehicle should be given priority; when the vehicle is driving at a high speed on a preset road section, the longitudinal acceleration request of the vehicle should be given priority. Therefore, after determining the initial lateral acceleration and initial longitudinal acceleration of the vehicle, the method determines the target amplitude through the steering amplitude corresponding to the steering angle and the acceleration amplitude corresponding to the pedal opening, and adjusts the first lateral acceleration and the first longitudinal acceleration respectively through the target amplitude to determine the target lateral acceleration and the target longitudinal acceleration. In this way, the method takes into account the driving scenario of the vehicle and can determine accurate target lateral acceleration and target longitudinal acceleration, which helps the vehicle to get out of the water as quickly as possible.

[0058] In some embodiments, the vehicle controller determines a first lateral acceleration of the vehicle based on the steering wheel angle, the wheelbase of the vehicle and the current lateral speed, including: the vehicle controller determines the turning radius of the vehicle based on the steering wheel angle and the wheelbase; the vehicle controller determines the first lateral acceleration based on the current lateral speed and the turning radius.

[0059] In some embodiments, the vehicle controller determines the turning radius of the vehicle based on the rotation angle of the steering wheel and the wheelbase, including: the vehicle controller determines the turning radius based on the following formula (1);

[0060] R=L / sin(θ / k) (1)

[0061] Wherein, R is the turning radius, L is the wheelbase, θ is the turning angle, and k is the ratio between the turning angle of the steering wheel and the turning angle of the front wheels in the vehicle.

[0062] In some embodiments, the vehicle controller determines the first lateral acceleration based on the current lateral speed and the turning radius, including: the vehicle controller determines the first lateral acceleration based on the following formula (2);

[0063]

[0064] Among them, a x1 is the first lateral acceleration, v x is the current lateral speed.

[0065] In some embodiments, the vehicle controller determines a first longitudinal acceleration of the vehicle based on the pedal opening after the accelerator pedal is pressed, the resistance encountered by the vehicle in the water, and the total weight of the vehicle, including: the vehicle controller determines the driving force of the vehicle based on the pedal opening after the accelerator pedal is pressed; the vehicle controller determines the first longitudinal acceleration based on the driving force, the resistance encountered by the vehicle in the water, and the total weight.

[0066] In some embodiments, the vehicle controller determines the driving force of the vehicle based on the pedal opening after the accelerator pedal is depressed, including: the vehicle controller determines the driving force of the vehicle based on the following formula (3);

[0067]

[0068] Among them, F d is the driving force of the vehicle, T e is the output torque of the engine in the vehicle, r is the rolling radius of the wheels in the vehicle, η is the total transmission efficiency of the transmission system of the vehicle, and there is a corresponding relationship between the output torque and the pedal opening after the accelerator pedal is pressed.

[0069] In some embodiments, the vehicle controller determines the first longitudinal acceleration based on the driving force, the resistance of the vehicle in water and the total weight, including: the vehicle controller determines the resistance of the vehicle in water based on the following formula (4); the vehicle controller determines the first longitudinal acceleration based on the following formula (5);

[0070]

[0071] Among them, F r is the resistance of the vehicle in water, ρ is the density of water, v is the speed of the vehicle relative to water, C d is the drag coefficient, A is the cross-sectional area of ​​the vehicle, a y1 is the first longitudinal acceleration, and m is the total weight of the vehicle.

[0072] In some embodiments, the vehicle controller determines the target amplitude based on the steering amplitude corresponding to the turning angle and the acceleration amplitude corresponding to the pedal opening, including: the vehicle controller determines the amplitude difference between the steering amplitude corresponding to the turning angle and the acceleration amplitude corresponding to the pedal opening; the vehicle controller determines the target amplitude based on the amplitude difference, the steering amplitude and a first corresponding relationship, the first corresponding relationship is used to indicate the correspondence between the sample amplitude difference and the sample steering amplitude, and the sample target amplitude, the sample amplitude difference is the difference between the sample steering amplitude and the corresponding sample acceleration amplitude.

[0073] It should be understood that the "first corresponding relationship" in the above scheme is determined in advance through multiple tests. In one test, after the test vehicle falls into the water, the test initial lateral acceleration of the vehicle is increased by the test target amplitude corresponding to the test amplitude difference (the amplitude difference between the test steering amplitude and the test acceleration amplitude) and the test steering amplitude to obtain the test target lateral acceleration, and the test longitudinal acceleration is reduced to obtain the test target longitudinal acceleration. The lateral acceleration request of the vehicle can be better processed by the test target lateral acceleration, and the longitudinal acceleration request of the vehicle can be better processed by the test target longitudinal acceleration. Therefore, the test amplitude difference and the test steering amplitude, and the corresponding test target amplitude can be introduced into the first corresponding relationship.

[0074] In some embodiments, the vehicle controller determines the target lateral acceleration based on the target amplitude and the first lateral acceleration, including: the vehicle controller determines the product of the target amplitude and the first lateral acceleration to obtain a lateral acceleration adjustment; the vehicle controller determines the sum of the first lateral acceleration and the lateral acceleration adjustment as the target lateral acceleration, and the vehicle controller determines the target longitudinal acceleration based on the target amplitude and the first longitudinal acceleration, including: the vehicle controller determines the product of the target amplitude and the first longitudinal acceleration to obtain a longitudinal acceleration adjustment; the vehicle controller determines the difference between the first longitudinal acceleration and the longitudinal acceleration adjustment as the target longitudinal acceleration.

[0075] Step 202: The vehicle controller controls the target steering wheel to steer based on the actual lateral acceleration of the vehicle and the target lateral acceleration to compensate for the deviation angle of the vehicle's driving direction relative to the shore direction, and the target steering wheel is close to the center of gravity of the vehicle.

[0076] It should be understood that the "target steering wheel" in the above step 202 refers to the wheel in the vehicle that is close to the center of gravity of the vehicle and has steering capability. In some embodiments, the target steering wheel is a rear wheel in the vehicle. In some embodiments, the target steering wheel does not have driving capability.

[0077] It should also be understood that the "to perform angle compensation for the deviation angle of the vehicle's driving direction relative to the shore direction" in the above step 202 refers to the angle between the direction pointed by the front of the vehicle and the shore direction after the vehicle falls into the water. In order to make the angle compensation (the vehicle escapes from the water) become 0°, angle compensation is required. The specific implementation method is that the vehicle drives sideways in the direction of the shore with a certain lateral acceleration (such as the first acceleration difference in the following scheme).

[0078] Figure 3 It is a schematic diagram of a deviation angle provided in an embodiment of the present application.

[0079] For example, Figure 3 As shown, vehicle B, vehicle C and vehicle D are traveling on a two-way single lane, one side of which is a river. Among them, the driving directions of vehicle C and vehicle B are both direction b, and the driving direction of vehicle D is direction a. During the high-speed driving of vehicle B, in order to avoid the pedestrian who suddenly appeared in front, the driver of vehicle B suddenly turned the steering wheel, causing vehicle B to drive into the river. At this time, the angle between the driving direction of vehicle B (i.e., the direction pointed by the front of the vehicle) and the direction of the shore is the deviation angle, that is, the driving direction of the vehicle has a deviation angle relative to the shore direction.

[0080] In one possible implementation, the vehicle controller in step 202 controls the target steering wheel to steer based on the actual lateral acceleration of the vehicle and the target lateral acceleration, including: the vehicle controller determines a first acceleration difference between the actual lateral acceleration and the target lateral acceleration; when the first acceleration difference is greater than an acceleration threshold, the vehicle controller controls the target steering wheel to steer based on the first acceleration difference.

[0081] It should be understood that the "when the first acceleration difference is greater than the acceleration threshold, based on the first acceleration difference, controlling the target steering wheel to steer" in the above scheme means that when the acceleration deviation between the actual lateral acceleration of the vehicle and the target lateral acceleration is large, the target steering wheel is controlled to steer through the first acceleration difference.

[0082] In the above technical solution, when the acceleration deviation between the actual lateral acceleration of the vehicle and the target lateral acceleration is large, the method controls the target steering wheel to steer by using the first acceleration difference. In this way, by using the steering wheel close to the center of gravity, the steering operation of the entire vehicle can be more easily achieved, and the situation where the front of the vehicle is lighter and oversteering or insufficient steering force occurs when the steering wheel (front wheel) far from the center of gravity is used for steering is avoided. In addition, when the steering wheel close to the center of gravity is used for steering, the turning radius of the vehicle is easier to control. Therefore, in an emergency situation where the vehicle falls into the water and the space is limited (the water area is relatively narrow), the method can easily control the turning radius by steering the target steering wheel, which can help the vehicle to dock as soon as possible.

[0083] In some embodiments, the vehicle controller controls the target steering wheel to steer based on the first acceleration difference, including: the vehicle controller determines the product of the first acceleration difference and a conversion factor to obtain a first degree, and the conversion factor is used to map the lateral acceleration to a steering angle; the vehicle controller determines the product of the first degree and a preset value as a first target adjustment angle; the vehicle controller controls the target steering wheel to continue to rotate the first target adjustment angle based on the current rotation angle.

[0084] It should be understood that the "conversion factor" in the above solution specifically refers to mapping the lateral acceleration from the acceleration level to the steering angle level, and the unit of the conversion factor is rad / (m / s 2 ), and its value range is (0,1). In addition, the "preset value" in the above scheme is 180 / π.

[0085] It should also be understood that for a vehicle, a steering angle limit is usually set to prevent oversteering. Therefore, when the target steering angle in the above description is greater than the steering angle limit, the angle compensation achieved by steering the target steering wheel may not meet the lateral acceleration request of the vehicle.

[0086] The following describes the control process after the lateral acceleration request cannot be satisfied by angle compensation.

[0087] In one possible implementation, after the vehicle controller controls the target steering wheel to steer, the method 200 also includes: when the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference, the vehicle controller determines a second acceleration difference between the first acceleration difference and the second lateral acceleration; based on the second acceleration difference, the vehicle controller controls the steering drive wheel in the vehicle to drive.

[0088] It should be understood that "the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference" in the above solution means that under the current situation, the angle compensation method of steering through the target steering wheel cannot meet the vehicle's lateral acceleration request.

[0089] It should also be understood that the "steering drive wheel" in the above solution is different from the "target steering wheel" in step 202. When the target steering wheel is the rear wheel, the steering drive wheel is the front wheel in the vehicle.

[0090] In the above technical solution, if the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference, that is, the angle compensation method cannot meet the lateral acceleration request of the vehicle, the method further determines the second acceleration difference between the first acceleration difference and the second lateral acceleration, and controls the steering drive wheel to drive through the second acceleration difference. This is because the steering drive wheel can provide power in real time based on the actual water flow conditions and the relative position of the vehicle and the shore when driving. The steering drive wheel can continuously correct the driving direction of the vehicle in a complex water flow environment, and use its own power to propel the vehicle forward. After the above control process is executed, the maneuverability and adaptability of the vehicle in special circumstances can be improved, and the probability of the vehicle successfully escaping from trouble can be increased.

[0091] In some embodiments, the method 200 also includes: the method for determining the second acceleration difference includes: the vehicle controller determines the angle deviation between the target steering angle and the steering angle limit; the vehicle controller determines the ratio between the angle deviation and the preset value as the third lateral acceleration; the vehicle controller determines the ratio between the third lateral acceleration and the conversion factor as the second acceleration difference.

[0092] In some embodiments, the vehicle controller controls the steering drive wheel in the vehicle to drive based on the second acceleration difference, including: the vehicle controller determines the product of the second acceleration difference and the total weight as the driving force of the vehicle; the vehicle controller determines the sum of the driving force and the resistance encountered by the vehicle in water as the total driving force of the vehicle; the vehicle controller determines the product of the total driving force, the tire radius of the vehicle, and the total transmission efficiency of the transmission system as a first torque adjustment; the vehicle controller determines the sum of the current output torque of the steering drive wheel and the first torque adjustment as the first target output torque; the vehicle controller controls the steering drive wheel to drive based on the first target output torque.

[0093] Step 203: The vehicle controller controls the non-steering wheels in the vehicle to drive based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, so as to control the vehicle to escape from trouble.

[0094] It should be understood that the "non-steering wheel" in the above step 203 refers to a wheel in the vehicle that does not have the steering capability. In some embodiments, the non-steering wheel is a rear wheel in the vehicle.

[0095] It should also be understood that the "control of the vehicle's escape" in the above step 203 means controlling the target steering wheel to steer based on the vehicle's actual lateral acceleration and target lateral acceleration, and then controlling the non-steering wheels in the vehicle to drive based on the vehicle's actual longitudinal acceleration and target longitudinal acceleration, so as to free the vehicle from dangerous areas such as water and reach the shore as soon as possible.

[0096] In one possible implementation, the vehicle controller in step 203 controls the non-steering wheel in the vehicle to drive based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, including: the vehicle controller determines the acceleration ratio between the actual longitudinal acceleration and the target longitudinal acceleration; the vehicle controller determines the driving torque based on the acceleration ratio, the target longitudinal acceleration and a second corresponding relationship, the second corresponding relationship is used to indicate the correspondence between the sample acceleration ratio and the sample target longitudinal acceleration, and the sample driving torque, the sample acceleration ratio is the ratio between the sample actual longitudinal acceleration and the corresponding sample target longitudinal acceleration; the vehicle controller controls the non-steering wheel to drive based on the driving torque.

[0097] It should be understood that the "second corresponding relationship" in the above scheme is determined in advance through multiple tests. In one test, after the test vehicle falls into the water, the non-steering wheels of the vehicle are driven by the test driving torque corresponding to the test acceleration ratio (the ratio between the actual longitudinal acceleration of the test and the target longitudinal acceleration of the test) and the test target longitudinal acceleration, which can better handle the longitudinal acceleration request of the vehicle. Therefore, the test acceleration ratio and the test target longitudinal acceleration, and the corresponding test driving torque can be introduced into the second corresponding relationship.

[0098] In the above technical solution, the second correspondence is determined in advance based on multiple tests. When the vehicle is in a state of falling into water, the vehicle in the method can directly obtain the corresponding driving torque from the second correspondence through the acceleration ratio (the ratio between the actual longitudinal acceleration and the corresponding target longitudinal acceleration) and the target longitudinal acceleration, and directly control the non-steering wheel to drive based on the driving torque to meet the longitudinal acceleration request of the vehicle. The above driving torque is determined by the second correspondence based on multiple tests in a matching manner, so the driving torque is relatively accurate. At the same time, the resistance encountered by the vehicle when driving in water is very different from that on land. If driven by the steering wheel, the steering wheel needs to change the driving direction of the vehicle and provide driving force, which will make the force situation of the steering wheel complicated, and the vehicle may appear to be serpentine, which is not conducive to the vehicle to dock quickly. This method is driven by the non-steering wheel, and there is no need to take into account the steering function at the same time, which helps the vehicle maintain a good straight driving ability in the water and dock more efficiently.

[0099] In one possible implementation, after the vehicle controller controls the non-steering wheel to drive, the method 200 also includes: when the actual driving torque that can be achieved by the non-steering wheel is less than the driving torque, the vehicle controller determines the torque difference between the driving torque and the actual driving torque; based on the torque difference, the vehicle controller controls the steering wheel in the vehicle to drive.

[0100] It should be understood that in the above scheme, during the process of driving and controlling the non-steering wheels, the vehicle is in a state of falling into water, and the adhesion of the tires is relatively small. Therefore, there is an upper limit to the actual driving torque that the non-steering wheels can achieve. Therefore, there is a situation where the actual driving torque is less than the driving torque, which will result in the inability to meet the longitudinal acceleration request of the vehicle by only driving and controlling the non-steering wheels. In response to this, the method introduces driving the steering wheels.

[0101] In the above technical solution, after controlling the non-steering wheel to drive, if the actual driving torque that the non-steering wheel can achieve is less than the driving torque, that is, it cannot meet the longitudinal acceleration request of the vehicle, the method also controls the steering wheel in the vehicle to drive through the torque difference. In the above process, the steering wheel also participates in the drive, which can increase the total driving force of the vehicle. After the non-steering wheel drive reaches the upper limit, the additional steering wheel drive torque can supplement the power, so that the vehicle can obtain a greater longitudinal acceleration, thereby speeding up the vehicle's approach to the shore. In addition, the steering wheel can also perform steering operations while driving. This helps to more flexibly adjust the vehicle's driving direction in special water conditions (for example, there are debris in the water), better avoid obstacles, and drive to the shore more accurately to help the vehicle get out of trouble.

[0102] The process of “controlling the yaw phenomenon of the vehicle during the vehicle escape control” is described as follows.

[0103] In one possible implementation, the method 200 also includes: in the process of controlling the vehicle to escape from trouble, the vehicle controller determines whether the actual yaw angular velocity of the vehicle is greater than the target yaw angular velocity; when the actual yaw angular velocity is greater than the target yaw angular velocity, the vehicle controller controls the target steering wheel to steer, so as to adjust and compensate for the yaw phenomenon of the vehicle; when the first yaw angular velocity after adjustment and compensation is greater than the target yaw angular velocity, the vehicle controller controls the steering drive wheel to drive.

[0104] It should be understood that when a vehicle is traveling (including traveling in water), in order to ensure the stability of the vehicle, the vehicle is usually not allowed to yaw (the actual yaw rate of the vehicle is not allowed to be greater than the target yaw rate), that is, the vehicle is not allowed to sway or shake to a large extent. In addition, the target yaw rate is usually relatively small.

[0105] It should also be understood that for vehicles, in order to prevent oversteering, a steering angle limit is usually set. Therefore, in the above scheme, when steering through the target steering wheel, there is an upper limit to the angle to which the target steering wheel can be turned. Therefore, after adjusting and compensating through the steering of the target steering wheel, the yaw phenomenon that can be alleviated is limited, and the vehicle will still have a certain degree of yaw, that is, the first yaw angular velocity after adjustment and compensation. Therefore, it is necessary to further control the vehicle to alleviate the yaw phenomenon to the maximum extent possible and help the vehicle dock as soon as possible.

[0106] In the above technical solution, during the process of controlling the vehicle to escape from trouble, if the vehicle yaws (the actual yaw angular velocity is greater than the target yaw angular velocity), the method gives priority to controlling the rear wheel steering, and when the rear wheel steering cannot meet the adjustment and compensation requirements, the steering drive wheel is controlled to drive. In this way, when the vehicle is in a state of falling into water and yaws, the rear wheel steering alone cannot alleviate the yaw phenomenon, and the steering drive wheel can also provide additional steering force for the vehicle, so that the lateral force generated by the steering drive wheel when rotating can work together with the force generated by the rear wheel steering to adjust the yaw posture of the vehicle. In addition, while the lateral force generated by the steering drive wheel adjusts the direction of the vehicle, the steering drive wheel driving (corresponding to the longitudinal force) can move the vehicle forward and change the position of the vehicle in the water. At the same time, the longitudinal force and the lateral force are interrelated, and the appropriate longitudinal force can affect the effect of the lateral force. The synergistic effect of the two helps to alleviate the yaw phenomenon of the vehicle and help the vehicle to dock as soon as possible.

[0107] In some embodiments, the vehicle controller controls the target steering wheel to steer, including: the vehicle controller determines an instantaneous yaw velocity difference between an actual yaw velocity at a first moment and the target yaw velocity; the vehicle controller determines a first cumulative error between the actual yaw velocity of the vehicle and the target yaw velocity from a start moment to the first moment, the start moment being the moment when the yaw phenomenon of the vehicle is started to be adjusted; the vehicle controller determines a time derivative of the instantaneous yaw velocity difference to obtain a first angular velocity change value; the vehicle controller weights the instantaneous yaw velocity difference based on a first conversion factor to obtain a first adjustment angle, weights the first cumulative error based on a second conversion factor to obtain a second adjustment angle, and weights the first angular velocity change value based on a third conversion factor to obtain a third adjustment angle, the first conversion factor The sub-factor is used to map the instantaneous yaw rate difference to the steering angle, the second conversion factor is used to map the first accumulated error to the steering angle, and the third conversion factor is used to map the first angular velocity change value to the steering angle, the first conversion factor is used to affect the response speed and adjustment strength when adjusting and compensating the yaw phenomenon of the vehicle, the second conversion factor is used to offset the first accumulated error between the actual yaw rate and the target yaw rate when adjusting and compensating the yaw phenomenon, and the third conversion factor is used to affect the stability when adjusting the yaw rate difference between the actual yaw rate and the target yaw rate; the whole vehicle controller determines the sum of the first adjustment angle, the second adjustment angle and the third adjustment angle as the second target adjustment angle; the whole vehicle controller controls the target steering wheel to continue to rotate the second target adjustment angle based on the current rotation angle.

[0108] It should be understood that the "first conversion factor", "second conversion factor" and "third conversion factor" in the above scheme specifically refer to mapping the yaw angular velocity from the angular velocity level to the steering angle level. The units of these three conversion factors are rad / (m / s) and their value range is (0,1).

[0109] It should also be understood that the "instantaneous yaw rate difference between the actual yaw rate at the first moment and the target yaw rate" in the above solution specifically refers to the absolute value of the yaw rate difference between the actual yaw rate at the first moment and the target yaw rate. The "first cumulative error between the actual yaw rate and the target yaw rate from the start moment to the first moment" in the above solution can be determined by integrating the instantaneous yaw rate difference that changes with time from the start moment to the first moment. The "time derivative of the instantaneous yaw rate difference" in the above solution specifically refers to the time derivative of the instantaneous yaw rate difference that changes with time.

[0110] In some embodiments, the vehicle controller determines the sum of the first adjustment angle, the second adjustment angle and the third adjustment angle as the second target adjustment angle, including: the vehicle controller determines the second target adjustment angle based on the following formula (6);

[0111]

[0112] Wherein, SA is the second target adjustment angle corresponding to the first moment t1, K1 is the first conversion factor, s(t1) is the instantaneous yaw rate difference between the actual yaw rate and the target yaw rate at the first moment t1, that is, the instantaneous yaw rate difference changing with time, K1s(t1) is the first adjustment angle at the first moment t1, K2 is the second conversion factor, is the first accumulated error between the actual yaw rate of the vehicle and the target yaw rate from the start time 0 to the first time t1, that is, the integral of the instantaneous yaw rate difference varying with time from the start time 0 to the first time t1, is the second adjustment angle from the starting time 0 to the first time t1, K3 is the third conversion factor, is the time derivative of the instantaneous yaw rate difference, that is, the first angular velocity change value, that is, the time derivative of the instantaneous yaw rate difference that changes with time, is the third adjustment angle at the first moment t1.

[0113] In some embodiments, the vehicle controller controls the steering drive wheel to drive, including: the vehicle controller determines a first yaw rate difference between the first yaw rate at the second moment and the target yaw rate; the vehicle controller determines a second accumulated error between the first yaw rate of the vehicle and the target yaw rate from the start moment to the second moment; the vehicle controller determines a time derivative of the first yaw rate difference to obtain a second angular velocity change value; the vehicle controller weights the first yaw rate difference based on a fourth conversion factor to obtain a second torque adjustment amount, weights the second accumulated error based on a fifth conversion factor to obtain a third torque adjustment amount, and weights the second angular velocity change value based on a sixth conversion factor to obtain a fourth torque adjustment amount, the fourth conversion factor is used to map the first yaw rate difference to an output torque, and the fifth conversion factor is used to convert The second accumulated error is mapped to the output torque, and the sixth conversion factor is used to map the second angular velocity change value to the output torque, the fourth conversion factor is used to affect the response speed and adjustment strength when the torque is adjusted on the steering drive wheel, the fifth conversion factor is used to offset the second accumulated error between the first yaw velocity and the target yaw velocity when the torque is adjusted on the steering drive wheel, and the sixth conversion factor is used to affect the stability when adjusting and compensating the first yaw velocity difference between the first yaw velocity and the target yaw velocity; the vehicle controller determines the sum of the second torque adjustment amount, the third torque adjustment amount and the fourth torque adjustment amount as the fifth torque adjustment amount; the vehicle controller determines the sum of the current output torque of the steering drive wheel and the fifth torque adjustment amount as the second target output torque; the vehicle controller controls the steering drive wheel to drive based on the second target output torque.

[0114] It should be understood that the "fourth conversion factor", "fifth conversion factor" and "sixth conversion factor" in the above scheme specifically refer to mapping the yaw angular velocity from the angular velocity level to the output torque level of the wheel. The units of these three conversion factors are rad / (N·m) and their value range is (0,1).

[0115] It should also be understood that the "first yaw rate difference between the first yaw rate at the second moment and the target yaw rate" in the above solution specifically refers to the absolute value of the yaw rate difference between the actual yaw rate at the second moment and the target yaw rate. The "second accumulated error between the first yaw rate from the start moment to the second moment and the target yaw rate" in the above solution can be determined by integrating the first yaw rate difference that changes with time from the start moment to the second moment. The "derivative of the first yaw rate difference over time" in the above solution specifically refers to the derivative of the first yaw rate difference that changes with time over time.

[0116] In some embodiments, the vehicle controller determines the sum of the second torque adjustment amount, the third torque adjustment amount and the fourth torque adjustment amount as the fifth torque adjustment amount, including: the vehicle controller determines the fifth torque adjustment amount based on the following formula (7);

[0117]

[0118] Wherein, T is the fifth torque adjustment amount corresponding to the second moment t2, K4 is the fourth conversion factor, s(t2) is the first yaw rate difference between the first yaw rate at the second moment t2 and the target yaw rate, that is, the first yaw rate difference changing with time, K4s(t2) is the second torque adjustment amount at the second moment t2, K5 is the fifth conversion factor, is the second accumulated error between the first yaw rate of the vehicle and the target yaw rate from the start time 0 to the second time t2, that is, the integral of the first yaw rate difference varying with time from the start time 0 to the second time t2, is the third torque adjustment amount from the starting time 0 to the second time t2, K6 is the sixth conversion factor, is the time derivative of the first yaw rate difference, that is, the second angular velocity change value, that is, the time derivative of the first yaw rate difference that changes with time, is the fourth torque adjustment amount at the second time t2.

[0119] In one possible implementation, the method for determining the target yaw rate includes: the vehicle controller determines a first yaw rate limit of the vehicle based on the rotation angle of the steering wheel; the vehicle controller determines a second yaw rate limit of the vehicle based on the pedal opening after the accelerator pedal is pressed; the vehicle controller determines the minimum yaw rate limit between the first yaw rate limit and the second yaw rate limit as the target yaw rate.

[0120] It should be understood that in the above scheme, after the vehicle falls into the water, the driver's steering intention is mainly to achieve the lateral movement of the vehicle (quickly approaching the shore), while the requirement for longitudinal travel is reduced. Therefore, the driver's steering intention can be corrected, that is, the greater the steering angle of the driver's steering wheel (the turning angle of the steering wheel), the greater the lateral acceleration requested by the vehicle, and the greater the turning angle of the steering wheel, the higher the upper limit value of the yaw rate (the first yaw rate limit) (that is, the higher the actual yaw rate allowed for the vehicle). Further, the driver's acceleration intention can also be corrected, that is, the greater the pedal opening after the driver's accelerator pedal is stepped on, the greater the longitudinal acceleration requested by the vehicle (but compared with the vehicle driving on a normal road, the requested longitudinal acceleration is smaller, which is due to the significant reduction in tire adhesion). However, considering that the higher the longitudinal acceleration of the vehicle, the greater the difficulty of restoring stability after the vehicle becomes unstable, therefore, the longitudinal acceleration requested by the pedal opening after the vehicle falls into the water can be time-integrated to reduce the requested longitudinal acceleration and obtain the target longitudinal acceleration. At the same time, the greater the pedal opening after the accelerator pedal is depressed, the greater the target longitudinal acceleration, and the lower the upper limit value of the yaw rate (the second yaw rate limit) (ie, the lower the actual yaw rate allowed for the vehicle).

[0121] It should also be understood that, based on the above theory, there is a corresponding relationship between the first yaw rate limit value and the rotation angle of the steering wheel (third corresponding relationship), and there is a corresponding relationship between the second yaw rate limit value and the pedal opening after the accelerator pedal is stepped on (fourth corresponding relationship). Therefore, the method can determine the first yaw rate limit value and the second yaw rate limit value based on the third corresponding relationship and the fourth corresponding relationship.

[0122] In the above technical solution, after the vehicle falls into the water, it is necessary to control the driving and rotating system of the vehicle, etc., to help the vehicle escape from dangerous areas such as water as soon as possible. However, during the control process, the vehicle may yaw. Specifically, processing the steering wheel's turning request and processing the accelerator pedal's pressing request may both cause the vehicle to yaw. The method determines the first yaw rate limit allowed by the turning request based on the steering wheel's turning angle, determines the second yaw rate limit allowed by the pressing request based on the pedal opening after the accelerator pedal is pressed, and determines the minimum value of the first yaw rate limit and the second yaw rate limit as the target yaw rate. This can ensure that the vehicle is controlled with the minimum yaw rate limit, which helps the vehicle maintain a stable posture in the water as much as possible, and makes it easier for the driver to control the vehicle's driving direction and speed, thereby bringing the vehicle to shore faster.

[0123] Figure 4 It is a schematic diagram of the structure of a control device for vehicle escape provided in an embodiment of the present application.

[0124] For example, Figure 4As shown, the control device 400 for escaping from a difficult situation of the vehicle comprises:

[0125] A determination module 401 is used to determine a target lateral acceleration and a target longitudinal acceleration of the vehicle in response to a request for turning a steering wheel and a request for pressing an accelerator pedal in the vehicle when the vehicle is in a state of falling into water;

[0126] The control module 402 is used to:

[0127] Based on the actual lateral acceleration of the vehicle and the target lateral acceleration, the target steering wheel is controlled to steer to compensate for the deviation angle of the vehicle's driving direction relative to the shore direction, and the target steering wheel is close to the center of gravity of the vehicle;

[0128] Based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, the non-steering wheels in the vehicle are controlled to drive so as to perform escape control on the vehicle.

[0129] Optionally, the determination module 401 is specifically used to: determine a first lateral acceleration of the vehicle based on the steering wheel angle, the wheelbase of the vehicle and the current lateral speed; determine a first longitudinal acceleration of the vehicle based on the pedal opening after the accelerator pedal is pressed, the resistance encountered by the vehicle in water and the total weight of the vehicle; determine a target amplitude based on the steering amplitude corresponding to the steering angle and the acceleration amplitude corresponding to the pedal opening, the target amplitude being used to indicate whether to increase the first lateral acceleration and to decrease the first longitudinal acceleration; determine the target lateral acceleration based on the target amplitude and the first lateral acceleration, and determine the target longitudinal acceleration based on the target amplitude and the first longitudinal acceleration.

[0130] Optionally, the determination module 401 is further used to determine a first acceleration difference between the actual lateral acceleration and the target lateral acceleration; the control module 402 is specifically used to control the target steering wheel to steer based on the first acceleration difference when the first acceleration difference is greater than an acceleration threshold.

[0131] Optionally, the determination module 401 is further used to determine a second acceleration difference between the first acceleration difference and the second lateral acceleration when the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference; the control module 402 is further used to control the steering drive wheel in the vehicle to drive based on the second acceleration difference.

[0132] Optionally, the determination module 401 is further specifically used to: determine the acceleration ratio between the actual longitudinal acceleration and the target longitudinal acceleration; determine the driving torque based on the acceleration ratio, the target longitudinal acceleration and a second corresponding relationship, the second corresponding relationship being used to indicate the correspondence between the sample acceleration ratio and the sample target longitudinal acceleration, and the sample driving torque, the sample acceleration ratio being the ratio between the sample actual longitudinal acceleration and the corresponding sample target longitudinal acceleration; the control module 402 is further specifically used to control the non-steering wheel to drive based on the driving torque.

[0133] Optionally, the determination module 401 is further used to determine the torque difference between the driving torque and the actual driving torque when the actual driving torque that can be achieved by the non-steering wheel is less than the driving torque; the control module 402 is further used to control the steering wheel in the vehicle to drive based on the torque difference.

[0134] Optionally, the determination module 401 is further used to determine whether the actual yaw angular velocity of the vehicle is greater than the target yaw angular velocity during the process of controlling the vehicle to escape from trouble; the control module 402 is further used to control the target steering wheel to steer when the actual yaw angular velocity is greater than the target yaw angular velocity, so as to adjust and compensate for the yaw phenomenon of the vehicle; the control module 402 is further used to control the steering drive wheel to drive when the first yaw angular velocity of the vehicle after adjustment and compensation is greater than the target yaw angular velocity.

[0135] Optionally, the determination module 401 is further used to: determine a first yaw rate limit of the vehicle based on the rotation angle of the steering wheel; determine a second yaw rate limit of the vehicle based on the pedal opening after the accelerator pedal is pressed; and determine the minimum yaw rate limit between the first yaw rate limit and the second yaw rate limit as the target yaw rate.

[0136] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0137] For example, Figure 5 As shown, the vehicle 500 includes Figure 4 A control device 400 for escaping a vehicle is shown.

[0138] Figure 6 It is a schematic diagram of the structure of another vehicle provided in an embodiment of the present application.

[0139] For example, Figure 6As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a control method for vehicle escape.

[0140] 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 escape control method provided by an embodiment of the present application.

[0141] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, 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.

[0142] In the case of dividing each functional module according to each function, the device may further include a determination module and a control module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0143] It should be understood that the device provided in this embodiment is used to execute the above-mentioned control method for vehicle escape, and thus can achieve the same effect as the above-mentioned implementation method.

[0144] In the case of an integrated unit, the device may include a processing module and a storage module. When the 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 executable program codes, etc.

[0145] 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.

[0146] 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 escape control method provided in the above embodiments.

[0147] This embodiment also provides a computer-readable storage medium, in which executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle escape control method provided in the above embodiment.

[0148] 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 escape control method provided in the above-mentioned embodiment.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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 control method for vehicle escape, characterized in that: The method comprises: determining a target lateral acceleration and a target longitudinal acceleration of the vehicle in response to a request for turning a steering wheel and a request for depressing an accelerator pedal in the vehicle when the vehicle is in a state of falling into water; Based on the actual lateral acceleration of the vehicle and the target lateral acceleration, the target steering wheel is controlled to steer so as to compensate for the deviation angle of the vehicle's driving direction relative to the shore direction, and the target steering wheel is close to the center of gravity of the vehicle; Based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, the non-steering wheels in the vehicle are controlled to be driven so as to perform escape control on the vehicle.

2. The method according to claim 1, characterized in that Determining a target lateral acceleration and a target longitudinal acceleration of the vehicle includes: determining a first lateral acceleration of the vehicle based on the rotation angle of the steering wheel, the wheelbase of the vehicle, and a current lateral speed; determining a first longitudinal acceleration of the vehicle based on a pedal opening after the accelerator pedal is depressed, a resistance experienced by the vehicle in water, and a total weight of the vehicle; Determining a target amplitude based on the steering amplitude corresponding to the rotation angle and the acceleration amplitude corresponding to the pedal opening, wherein the target amplitude is used to indicate that the first lateral acceleration is increased and the first longitudinal acceleration is decreased; The target lateral acceleration is determined based on the target magnitude and the first lateral acceleration, and the target longitudinal acceleration is determined based on the target magnitude and the first longitudinal acceleration.

3. The method according to claim 1, characterized in that The controlling the target steering wheel to steer based on the actual lateral acceleration of the vehicle and the target lateral acceleration comprises: determining a first acceleration difference between the actual lateral acceleration and the target lateral acceleration; When the first acceleration difference is greater than an acceleration threshold, the target steering wheel is controlled to steer based on the first acceleration difference.

4. The method according to claim 3, characterized in that The method further comprises: When the second lateral acceleration of the vehicle after angle compensation is less than the first acceleration difference, determining a second acceleration difference between the first acceleration difference and the second lateral acceleration; Based on the second acceleration difference, a steering drive wheel in the vehicle is controlled to drive.

5. The method according to claim 1 or 3, characterized in that: The controlling the non-steering wheels in the vehicle to drive based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration includes: determining an acceleration ratio between the actual longitudinal acceleration and the target longitudinal acceleration; determining a driving torque based on the acceleration ratio, the target longitudinal acceleration, and a second corresponding relationship, the second corresponding relationship being used to indicate a corresponding relationship between a sample acceleration ratio and a sample target longitudinal acceleration, and a sample driving torque, the sample acceleration ratio being a ratio between a sample actual longitudinal acceleration and a corresponding sample target longitudinal acceleration; Based on the driving torque, the non-steering wheels are controlled to drive.

6. The method according to claim 5, characterized in that The method further comprises: In a case where the actual driving torque that can be achieved by the non-steering wheel is less than the driving torque, determining a torque difference between the driving torque and the actual driving torque; Based on the torque difference, a steering wheel in the vehicle is controlled to drive.

7. The method according to claim 1 or 3, characterized in that: The method further comprises: During the process of performing escape control on the vehicle, determining whether an actual yaw rate of the vehicle is greater than a target yaw rate; When the actual yaw angular velocity is greater than the target yaw angular velocity, controlling the target steering wheel to steer, so as to adjust and compensate for the yaw phenomenon of the vehicle; When the first yaw rate of the vehicle after adjustment and compensation is greater than the target yaw rate, the steering drive wheel is controlled to drive.

8. The method according to claim 7, characterized in that The method for determining the target yaw angular velocity includes: determining a first yaw rate limit value of the vehicle based on the rotation angle of the steering wheel; determining a second yaw rate limit value of the vehicle based on a pedal opening after the accelerator pedal is depressed; The minimum yaw rate limit value between the first yaw rate limit value and the second yaw rate limit value is determined as the target yaw rate.

9. A control device for vehicle escape, characterized in that: The control device for escaping from a difficult situation of the vehicle comprises: a determination module, configured to determine a target lateral acceleration and a target longitudinal acceleration of the vehicle in response to a request for turning a steering wheel and a request for pressing an accelerator pedal in the vehicle when the vehicle is in a state of falling into water; Control module for: Based on the actual lateral acceleration of the vehicle and the target lateral acceleration, the target steering wheel is controlled to steer so as to compensate for the deviation angle of the vehicle's driving direction relative to the shore direction, and the target steering wheel is close to the center of gravity of the vehicle; Based on the actual longitudinal acceleration of the vehicle and the target longitudinal acceleration, the non-steering wheels in the vehicle are controlled to be driven so as to perform escape control on the vehicle.

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 8.

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