Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that under the condition that the vehicle is in a pendulum out-of-control state, pendulum out-of-control parameters of the vehicle are obtained, and the pendulum out-of-control parameters comprise parameters capable of describing the actual yaw velocity influencing the vehicle; determining a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used for determining the mode that the vehicle exits from the pendulum out-of-control state; under the condition that the comprehensive factor is larger than or equal to a first threshold value, the power-assisted steering of the vehicle is adjusted, so that the influence of misoperation of a driver on out-of-control of a vehicle pendulum is reduced; wherein the power-assisted steering is used for describing the steering force required by the vehicle during steering. According to the method, the power-assisted steering of the vehicle can be adjusted under the condition that the vehicle is in the pendulum out-of-control state, so that the influence of misoperation of a driver on the vehicle pendulum out-of-control state is reduced, and the vehicle can exit the pendulum out-of-control state more quickly.

Description

Technical Field

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

[0002] When a vehicle is driving at high speed or turning, if the tires have insufficient grip, the suspension system fails, or the driver makes a mistake, the vehicle will swing uncontrollably, which is called a pendulum out of control. When the vehicle is in a pendulum out of control state, it is difficult to control the direction of the vehicle through the steering wheel, or the vehicle may deviate from the predetermined driving trajectory, affecting the driving safety of the vehicle.

[0003] In the prior art, when a vehicle is in a pendulum-out-of-control state, the electronic stability program (ESP) adjusts the vehicle's power output and reduces the power to the wheels to maintain the vehicle's stability. However, in an emergency, the driver will panic and turn the steering wheel. If the steering wheel turns at a large angle, it is easy to cause the vehicle to lose control and roll over, and the ESP cannot quickly stabilize the vehicle, seriously affecting the vehicle's driving safety. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and storage medium. The method can adjust the steering assist of the vehicle when the vehicle is in a pendulum-out-of-control state to reduce the impact of the driver's misoperation on the vehicle's pendulum-out-of-control, so that the vehicle can exit the pendulum-out-of-control state more quickly.

[0005] In a first aspect, a vehicle control method is provided, the method comprising:

[0006] When the vehicle is in a pendulum out-of-control state, obtaining a pendulum out-of-control parameter of the vehicle, wherein the pendulum out-of-control parameter includes a parameter capable of describing an actual yaw rate affecting the vehicle;

[0007] Determine a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine a way for the vehicle to exit the pendulum out-of-control state;

[0008] When the comprehensive factor is greater than or equal to a first threshold, the steering assist of the vehicle is adjusted to reduce the impact of the driver's misoperation on the pendulum loss of control of the vehicle; wherein the steering assist is used to describe the steering force required for the vehicle when turning.

[0009] Through the above technical scheme, the method can obtain a parameter that can affect the actual yaw angular velocity of the vehicle, that is, the pendulum out-of-control parameter, when the vehicle is in a pendulum out-of-control state. The comprehensive factor of the vehicle is determined based on the pendulum out-of-control parameter. The comprehensive factor can determine the way in which the vehicle exits the pendulum out-of-control state. When the comprehensive factor is greater than or equal to a first threshold, the steering assist of the vehicle is adjusted to reduce the impact of the driver's misoperation on the pendulum out-of-control of the vehicle, so that the vehicle can maintain stability as soon as possible and avoid the problem of vehicle rollover.

[0010] In conjunction with the first aspect, in some possible implementations, the pendulum out-of-control parameter includes a collision risk parameter of the vehicle, a road adhesion parameter of the vehicle, a steering wheel change parameter of the vehicle, and an out-of-control duration of the vehicle in a pendulum out-of-control state, and determining the comprehensive factor of the vehicle based on the pendulum out-of-control parameter includes:

[0011] Determine a collision prevention factor of the vehicle based on the collision risk parameter, where the collision prevention factor is used to describe the risk avoidance requirement of the vehicle;

[0012] Determining a road adhesion factor of the vehicle based on the road adhesion parameter, where the road adhesion factor is used to describe the risk of the vehicle losing control;

[0013] Determine a risk avoidance factor of the vehicle based on the steering wheel change parameter, where the risk avoidance factor is used to describe the driver's risk avoidance intention;

[0014] Determine an out-of-control duration factor of the vehicle based on the out-of-control duration, where the out-of-control duration factor is used to describe the out-of-control duration of the vehicle;

[0015] A comprehensive factor of the vehicle is determined based on the collision prevention factor, the road adhesion factor, the risk avoidance factor, and the out-of-control duration factor.

[0016] Through the above technical solution, since the collision risk parameters, road adhesion parameters, steering wheel change parameters or the length of time the vehicle is in a pendulum out-of-control state will affect the actual yaw rate of the vehicle, a comprehensive factor is determined to comprehensively judge how the pendulum out-of-control parameters affect the actual yaw rate of the vehicle, so that the vehicle can exit the pendulum out-of-control state faster and maintain stability.

[0017] In conjunction with the first aspect, in some possible implementations, determining the comprehensive factor of the vehicle based on the collision prevention factor, the road adhesion factor, the risk avoidance factor, and the out-of-control duration factor includes:

[0018] Determine a first weight based on the collision prevention factor, where the first weight is used to describe the importance of the collision prevention factor;

[0019] Determine a second weight based on the road surface adhesion factor, the second weight being used to describe the importance of the road surface adhesion factor;

[0020] Determine a third weight based on the hedging factor, where the third weight is used to describe the importance of the hedging factor;

[0021] Determine a fourth weight based on the out-of-control duration factor, where the fourth weight is used to describe the importance of the out-of-control duration factor;

[0022] The comprehensive factor of the vehicle is determined based on the collision prevention factor, the first weight, the road adhesion factor, the second weight, the risk avoidance factor, the third weight, the out-of-control duration factor, and the fourth weight.

[0023] Through the above technical scheme, the first weight is determined based on the collision prevention factor, the second weight is determined based on the road adhesion factor, the third weight is determined based on the risk avoidance factor, and the fourth weight is determined based on the out-of-control duration factor, so as to determine a comprehensive factor based on multiple factors, and then comprehensively judge the way to exit the pendulum out-of-control state according to the comprehensive factors, so as to avoid the vehicle losing control and threatening the safety of pedestrians or other vehicles.

[0024] In combination with the first aspect, in some possible implementations, when the comprehensive factor is greater than or equal to a first threshold, adjusting the steering assist of the vehicle includes:

[0025] When the comprehensive factor is greater than or equal to the first threshold, determining the drag coefficient of the steering wheel based on the corresponding relationship between the actual yaw rate and the drag coefficient of the steering wheel of the vehicle and the actual yaw rate;

[0026] In response to a steering wheel angle request of the vehicle, an output steering angle of the steering wheel is adjusted based on a drag coefficient of the steering wheel to reduce an effect of the steering angle of the steering wheel on a pendulum runaway of the vehicle.

[0027] Through the above technical solution, when the comprehensive factor is greater than or equal to the first threshold, the drag coefficient of the steering wheel is determined based on the corresponding relationship between the actual yaw rate and the drag coefficient of the steering wheel of the vehicle and the actual yaw rate. The output steering angle of the steering wheel can be adjusted based on the drag coefficient. That is, even if the driver turns the steering wheel at a larger angle in panic, the vehicle will reduce the turning angle of the steering wheel, thereby reducing the impact of the driver's panic operation of the steering wheel on the vehicle's pendulum out of control.

[0028] In combination with the first aspect, in some possible implementations, when the comprehensive factor is greater than or equal to a first threshold, adjusting the steering assist of the vehicle includes:

[0029] When the comprehensive factor is greater than or equal to the first threshold, the rear wheel steering angle of the vehicle is adjusted to improve the response of the vehicle to the steering angle of the steering wheel of the vehicle.

[0030] Through the above technical solution, when the comprehensive factor is greater than or equal to the first threshold, the rear wheel steering angle of the vehicle is adjusted to improve the response of the vehicle to the steering angle of the steering wheel of the vehicle. That is, when the vehicle is in a pendulum out-of-control state, the rear wheel steering angle of the vehicle is relied on to ensure that the vehicle recovers stability as soon as possible to increase the driving safety of the vehicle.

[0031] In conjunction with the first aspect, in some possible implementations, after adjusting the rear wheel steering angle of the vehicle when the comprehensive factor is greater than or equal to the first threshold, the method further includes:

[0032] Determine whether there is a difference between the actual yaw rate and a target yaw rate of the vehicle; wherein the target yaw rate is a yaw rate carried by a steering wheel angle request of the vehicle;

[0033] When there is a difference between the actual yaw rate and the target yaw rate of the vehicle, reducing the motor output torque of the vehicle;

[0034] When there is no difference between the actual yaw rate and the target yaw rate of the vehicle, it is determined that the vehicle exits the pendulum out-of-control state.

[0035] Through the above technical solution, after adjusting the rear wheel steering angle of the vehicle, if the vehicle has not yet exited the pendulum out-of-control state, in order to avoid the vehicle losing control and endangering the driver's safety, the vehicle's motor output torque is reduced to slow down the vehicle and control the vehicle to stop as soon as possible.

[0036] In combination with the first aspect, in some possible implementations, when there is a difference between the actual yaw rate and the steering wheel angle request of the vehicle, after reducing the motor output torque of the vehicle, the method further includes:

[0037] determining again whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle;

[0038] When there is a difference between the actual yaw rate and the target yaw rate of the vehicle, in response to a brake pedal depression operation on the vehicle, the vehicle is braked to make the vehicle exit the pendulum out-of-control state.

[0039] Through the above technical solution, when the vehicle is still in the pendulum out-of-control state, the vehicle braking is controlled to slow down the vehicle, thereby preventing the vehicle from driving in the pendulum out-of-control state all the time and ensuring the driving safety of the driver.

[0040] In combination with the first aspect, in some possible implementations, the method further includes:

[0041] When the comprehensive factor is less than a first threshold, the motor output torque of the vehicle is reduced to maintain the stability of the vehicle.

[0042] Through the above technical solution, when the comprehensive factor is less than the first threshold, the vehicle still has not exited the pendulum out-of-control state, and any operation will cause the vehicle to lose control again. Therefore, it is necessary to control the vehicle to slow down to avoid the vehicle entering the pendulum out-of-control state again.

[0043] In a second aspect, a vehicle control device is provided, the device comprising:

[0044] An acquisition module, used for acquiring pendulum out-of-control parameters of the vehicle when the vehicle is in a pendulum out-of-control state, wherein the pendulum out-of-control parameters include parameters capable of describing an actual yaw angular velocity affecting the vehicle;

[0045] A determination module, used to determine a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine a way for the vehicle to exit the pendulum out-of-control state;

[0046] The adjustment module is used to adjust the steering assist of the vehicle when the comprehensive factor is greater than or equal to a first threshold value, so as to reduce the impact of the driver's misoperation on the pendulum loss of control of the vehicle; wherein the steering assist is used to describe the steering force required for the vehicle when turning.

[0047] 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 executed by the above-mentioned vehicle control method.

[0048] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the method executed by the above-mentioned vehicle control method.

[0049] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method executed by the above-mentioned vehicle control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 It is a schematic diagram of an implementation environment of a vehicle control method provided in an embodiment of the present application;

[0051] Figure 2is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0052] Figure 3 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0053] Figure 4 is a structural schematic diagram of a vehicle control method device provided in an embodiment of the present application;

[0054] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] 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.

[0056] 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.

[0057] Figure 1 It is a schematic diagram of an implementation environment of a vehicle control method provided in an embodiment of the present application.

[0058] For example, Figure 1 As shown, the implementation environment includes an electronic control unit 110 and a steering angle sensor 120 .

[0059] The electronic control unit 110 is an important control unit of the vehicle, which can obtain relevant data of the vehicle and control the vehicle to perform corresponding operations based on the relevant data. For example, the electronic control unit 110 obtains the steering angle of the steering wheel based on the steering angle sensor 120, and controls the rotation of the vehicle's wheels based on the steering wheel steering angle.

[0060] The steering angle sensor 120 acquires the steering angle of the steering wheel and sends it to the electronic control unit 110 so that the electronic control unit 110 controls the rotation of the wheels of the vehicle based on the steering angle.

[0061] Figure 2 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0062] For example, Figure 2 As shown, taking the execution subject as an electronic control unit as an example, a vehicle control method of the present application is described, and the method 200 includes the following steps 201-203.

[0063] Step 201 : when the vehicle is in a pendulum out-of-control state, obtain pendulum out-of-control parameters of the vehicle, where the pendulum out-of-control parameters include parameters that can describe the actual yaw rate that affects the vehicle.

[0064] It should be understood that if a vehicle is driving on a snow-covered road, the tires will not have enough grip to cause the vehicle to sway. The vehicle is in a pendulum-out-of-control state, which means that the vehicle shakes or sways significantly from side to side during driving and cannot maintain a stable driving trajectory. In this case, it is difficult for the driver to effectively control the vehicle, which may cause the vehicle to lose control or roll over.

[0065] Among them, the actual yaw rate represents the rate at which the vehicle rotates around the vertical axis of the vehicle body. The actual yaw rate is the ratio of the vehicle's lateral acceleration to the vehicle's current speed. The actual yaw rate is used to describe whether the vehicle is stable. Whether the vehicle is stable indicates whether the vehicle can maintain the predetermined driving trajectory and posture when turning, accelerating, decelerating or encountering external interference. The pendulum out-of-control parameters include parameters that can describe the actual yaw rate that affects the vehicle. For example, the vehicle's collision risk parameters, road adhesion parameters, steering wheel change parameters, or the length of time the vehicle is out of control in a pendulum out-of-control state.

[0066] Collision risk parameters include the distance between the vehicle and the obstacle, the relative speed, and the driver's reaction time, etc. When the collision risk of the vehicle is high, the driver may quickly move the steering wheel to avoid the obstacle, so the actual yaw rate of the vehicle will increase sharply, causing the vehicle to enter a pendulum out-of-control state.

[0067] The road adhesion parameter is used to describe the friction between the vehicle's tires and the ground. For example, when a vehicle is driving on a slippery, snow-covered or gravel road, the vehicle's tire grip will decrease, and the vehicle will be more likely to slip, so the vehicle's actual yaw rate will increase sharply, causing the vehicle to enter a pendulum-out-of-control state.

[0068] The steering wheel change parameters include the steering wheel steering angle, steering wheel steering speed and steering wheel turning direction. If the driver suddenly turns the steering wheel sharply while the vehicle is driving, the actual yaw rate of the vehicle will increase sharply, causing the vehicle to enter a pendulum out-of-control state.

[0069] The out-of-control duration of the vehicle in the pendulum out-of-control state is used to describe the duration of the vehicle in the pendulum out-of-control state. If the vehicle is in the pendulum out-of-control state for a long time, the vehicle may gradually lose control, and the actual yaw angular velocity of the vehicle will continue to increase, which may cause rollover problems.

[0070] Step 202, determining a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine a way for the vehicle to exit the pendulum out-of-control state.

[0071] It should be understood that when the vehicle is in a pendulum out-of-control state, the pendulum out-of-control parameters will affect the actual yaw rate of the vehicle. However, an excessively large actual yaw rate will cause the vehicle to roll over, seriously affecting driving safety. If the vehicle is in a pendulum out-of-control state, it is necessary to control the vehicle to exit the pendulum out-of-control state as soon as possible to avoid the vehicle from rolling over. However, since there are many factors that affect the actual yaw rate of the vehicle, it is necessary to determine the comprehensive factor that affects the actual yaw rate of the vehicle based on the pendulum out-of-control parameters.

[0072] Among them, the comprehensive factor is used to determine the way the vehicle exits the pendulum out-of-control state. The comprehensive factor includes the collision prevention factor, the road adhesion factor, the vehicle's risk avoidance factor, and the vehicle's out-of-control duration factor. The collision prevention factor is used to describe the vehicle's risk avoidance needs when the vehicle is at risk of collision. The road adhesion factor is used to describe the vehicle's out-of-control risk. The risk avoidance factor is used to describe the driver's risk avoidance intention. The out-of-control duration factor is used to describe the vehicle's out-of-control duration.

[0073] Step 203, when the comprehensive factor is greater than or equal to the first threshold, adjust the steering assist of the vehicle to reduce the impact of the driver's misoperation on the vehicle pendulum out of control; wherein the steering assist is used to describe the steering force required for the vehicle when turning.

[0074] It should be understood that when the vehicle is in a pendulum out-of-control state, the driver will turn the steering wheel of the vehicle to keep the vehicle stable. However, in an emergency, the driver may turn the steering wheel in a panic, and the steering wheel angle may be too large or too small, which will cause the actual yaw rate of the vehicle to increase more dramatically, making the pendulum out-of-control effect of the vehicle last longer. To avoid the above problem, adjust the steering assist of the vehicle.

[0075] Among them, power steering is used to assist the driver in turning the steering wheel. Auxiliary force is provided through a hydraulic or electric system to save the driver's steering effort in turning the steering wheel.

[0076] A comprehensive factor greater than or equal to the first threshold value indicates that the vehicle is more likely to avoid danger. In this case, if the driver turns the steering wheel in a panic, the steering angle of the steering wheel will be large, which may easily cause the vehicle to lose control. Therefore, the steering assist of the vehicle is adjusted to reduce the impact of the driver's panic turning of the steering wheel on the vehicle, so that the vehicle can maintain stability as soon as possible.

[0077] An embodiment of the present application provides a vehicle control method. When the vehicle is in a pendulum out-of-control state, if the driver panics and turns the steering wheel of the vehicle, it may easily cause the vehicle to roll over. Therefore, a parameter that can affect the actual yaw angular velocity of the vehicle, that is, the pendulum out-of-control parameter, is obtained. A comprehensive factor of the vehicle is determined based on the pendulum out-of-control parameter. The comprehensive factor can determine the way in which the vehicle exits the pendulum out-of-control state. When the comprehensive factor is greater than or equal to a first threshold, the steering assist of the vehicle is adjusted to reduce the impact of the driver's misoperation on the pendulum out-of-control of the vehicle, so that the vehicle can maintain stability as soon as possible and avoid the problem of vehicle rollover.

[0078] Figure 3 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0079] It should be noted that the above steps 201-203 are a simple description of a vehicle control method provided in an embodiment of the present application. The following will provide a more detailed description of a vehicle control method provided in an embodiment of the present application in combination with some examples. Figure 3 Taking the execution subject as an electronic control unit as an example, the method includes the following steps 301 to 306.

[0080] Step 301 : determining whether the vehicle is in a pendulum out-of-control state based on a steering wheel angle request of the vehicle and / or an actual yaw rate of the vehicle and / or a lateral acceleration of the vehicle.

[0081] Among them, the vehicle's steering wheel angle request is used to describe the driver's steering intention. The steering wheel angle request includes information such as the steering wheel steering angle, steering wheel steering speed, and steering wheel steering direction. The actual yaw rate is used to describe the change in the vehicle's posture when turning or swinging laterally. A larger actual yaw rate indicates that the vehicle may be in a pendulum-out state. The lateral angular velocity is used to describe the acceleration generated by the vehicle in the lateral direction. The lateral acceleration is the acceleration generated by the centrifugal force when the vehicle turns.

[0082] In some embodiments, the vehicle is determined to be in a pendulum-out state when the direction of the actual yaw rate of the vehicle is opposite to the direction of the lateral acceleration of the vehicle.

[0083] It should be understood that when a vehicle turns, it not only rotates around the vertical axis (generating yaw rate), but also accelerates in the lateral direction (generating lateral acceleration), so the actual yaw rate and lateral acceleration of the vehicle are in the same direction. When the two are in opposite directions, it means that the actual response of the vehicle has a serious deviation from the driver's expectations. This situation may be caused by the failure of the vehicle's stability control system, abnormal suspension system or insufficient tire grip. However, failure of the stability control system, abnormal suspension system or insufficient tire grip will cause the vehicle to be in a pendulum-out-of-control state.

[0084] In some embodiments, the vehicle is determined to be in a pendulum-out state when a steering wheel steering direction in a steering wheel angle request of the vehicle is opposite to an actual yaw rate direction of the vehicle.

[0085] It should be understood that when the driver turns the steering wheel to the left and expects the vehicle to turn left, the vehicle actually generates a yaw angular velocity to the right, and the vehicle actually turns right. This situation indicates that the vehicle's tires are slipping, the steering system or the suspension system is abnormal, causing the vehicle to be unable to turn as the driver intends. In other words, this situation easily causes the vehicle to be in a pendulum out of control state.

[0086] In some embodiments, when the steering wheel steering direction of the vehicle is opposite to the direction of the actual yaw rate and the steering wheel steering direction of the vehicle is opposite to the direction of the lateral acceleration of the vehicle, it is determined that the vehicle is in a pendulum loss-of-control state.

[0087] It should be understood that when the steering direction of the vehicle's steering wheel is opposite to the direction of the actual yaw angular velocity, and the steering direction of the vehicle's steering wheel is opposite to the direction of the vehicle's lateral acceleration, it means that there is an abnormality in the vehicle's steering system or suspension system, and the vehicle will be in an unstable state, which means that the vehicle is determined to be in a pendulum-out-of-control state.

[0088] The stability of the vehicle is monitored in real time based on the vehicle's steering wheel angle request, the vehicle's actual yaw angular velocity and the vehicle's lateral acceleration, so that after the vehicle is in a pendulum-out-of-control state, the vehicle can be controlled to take corresponding measures to prevent the vehicle from rolling over.

[0089] Step 302 : when the vehicle is in a pendulum out-of-control state, obtain pendulum out-of-control parameters of the vehicle, wherein the pendulum out-of-control parameters include parameters that can describe the actual yaw rate affecting the vehicle.

[0090] It should be understood that the actual yaw rate of the vehicle is used to describe the stability of the vehicle. The smaller the actual yaw rate, the more stable the vehicle body. During the driving process of the vehicle, if the actual yaw rate of the vehicle increases sharply, the vehicle will experience uncontrolled deviation, oversteering or understeering. Since the pendulum out-of-control parameters include parameters that can describe the actual yaw rate that affects the vehicle, the pendulum out-of-control parameters of the vehicle are obtained to facilitate subsequent operations to maintain the stability of the vehicle.

[0091] Among them, the pendulum out-of-control parameters of the vehicle include the collision risk parameters of the vehicle, the road adhesion parameters of the vehicle, the steering wheel change parameters of the vehicle, and the out-of-control duration of the vehicle in the pendulum out-of-control state.

[0092] In some embodiments, a collision risk parameter of the vehicle is determined based on the relative distance between the vehicle and the obstacle, the relative speed, and the driver's reaction time; a road adhesion parameter of the vehicle is determined based on the lateral acceleration of the vehicle; a steering wheel change parameter is determined based on the angle and rotation speed of the steering wheel of the vehicle; and a length of time that the vehicle is in a pendulum out-of-control state is determined based on the actual yaw angular velocity of the vehicle.

[0093] The following is an explanation of the content of determining the collision risk parameter of the vehicle.

[0094] In a possible implementation, image information around the vehicle is acquired based on an image sensor to identify pedestrians around the vehicle; and the relative distance and relative speed between the vehicle and the obstacle and the driver's reaction time are acquired based on a radar sensor.

[0095] In some embodiments, the probability of a vehicle collision is predicted based on a neural network model, the relative distance, the relative speed, and the driver's reaction time, so as to subsequently alert the user.

[0096] In this implementation, image sensors and radar sensors are used to monitor in real time whether the vehicle is at risk of collision, thereby improving driving safety.

[0097] The following is an explanation of the content of determining the road adhesion parameters of the vehicle.

[0098] In a possible implementation, the lateral acceleration of the vehicle is acquired based on a lateral acceleration sensor, and the road adhesion parameter is determined based on the lateral acceleration. The calculation formula is as follows.

[0099]

[0100] Among them, μ e is the road adhesion parameter, a y is the measured value of the lateral acceleration sensor, a ymax is the maximum lateral acceleration of the vehicle on a high adhesion road, K uTo estimate the constant, the value range is generally [1, 1.1].

[0101] In this implementation, the lateral acceleration of the vehicle is acquired based on the lateral acceleration sensor to determine the road adhesion parameter with high accuracy.

[0102] The following is an explanation of the contents for determining the steering wheel change parameters.

[0103] In a possible implementation, the steering wheel speed change parameter is used to describe the steering wheel speed change rate, and the steering wheel angle and rotation speed are obtained based on the steering angle sensor; the steering wheel speed change parameter is calculated based on the rotation speed and the steering wheel angle.

[0104] It should be understood that if the steering angle of the steering wheel suddenly increases or the steering wheel rotation speed increases during the driving of the vehicle, the actual yaw angular velocity of the vehicle will increase sharply.

[0105] In this implementation, the steering wheel speed change parameter is determined based on the angle and rotation speed of the steering wheel, so that the influence of the steering wheel on the actual yaw rate can be monitored in real time.

[0106] The following is a description of the content for determining the out-of-control time duration when the vehicle is in the pendulum out-of-control state.

[0107] In a possible implementation, the actual yaw rate of the vehicle is monitored in real time based on a yaw rate sensor, and when the actual yaw rate is greater than a second threshold, it is determined that the vehicle is in a pendulum-out-of-control state, and the current timestamp is recorded.

[0108] Among them, the out-of-control duration of the vehicle in the pendulum out-of-control state is used to describe the duration of the vehicle in the pendulum out-of-control state.

[0109] The second threshold is a threshold automatically determined by the electronic control unit. The embodiment of the present application does not limit the second threshold.

[0110] In this implementation, the yaw rate sensor can monitor in real time the out-of-control duration of the vehicle in the pendulum out-of-control state, so as to monitor whether the actual yaw angle is continuously accumulated during the out-of-control duration, so as to avoid the problem of rollover.

[0111] Step 303, determining a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine a way for the vehicle to exit the pendulum out-of-control state.

[0112] It should be understood that since the collision risk parameter, road adhesion parameter, steering wheel change parameter or the out-of-control duration of the vehicle in the pendulum out-of-control state in the pendulum out-of-control parameters will affect the actual yaw rate of the vehicle, it is necessary to comprehensively determine the factors affecting the actual yaw rate of the vehicle based on the pendulum out-of-control parameters, so as to determine the way for the vehicle to exit the pendulum out-of-control state based on the factors.

[0113] The following is an explanation of the content of determining the comprehensive factor of the vehicle based on the pendulum out-of-control parameter.

[0114] In one possible implementation, the collision prevention factor of the vehicle is determined based on the collision risk parameter, the road adhesion factor of the vehicle is determined based on the road adhesion parameter, the risk avoidance factor of the vehicle is determined based on the steering wheel change parameter, and the out-of-control duration factor of the vehicle is determined based on the out-of-control duration; and the comprehensive factor of the vehicle is determined based on the collision prevention factor, the road adhesion factor, the risk avoidance factor and the out-of-control duration factor.

[0115] Among them, the collision prevention factor is used to describe the risk avoidance demand of the vehicle. The road adhesion factor is used to describe the risk of the vehicle losing control. The risk avoidance factor is used to describe the driver's risk avoidance intention. The out-of-control duration factor is used to describe the out-of-control duration of the vehicle.

[0116] In this implementation mode, since the collision risk parameters, road adhesion parameters, steering wheel change parameters or the length of time the vehicle is in a pendulum out-of-control state will affect the actual yaw rate of the vehicle, a comprehensive factor is determined to comprehensively judge how the pendulum out-of-control parameters affect the actual yaw rate of the vehicle, so that the vehicle can exit the pendulum out-of-control state faster and maintain stability.

[0117] In order to explain the above implementation in more detail, the above implementation is explained in several parts below.

[0118] The first part describes the content of determining the collision prevention factor of the vehicle based on the collision risk parameter.

[0119] In some embodiments, the collision prevention factor is determined based on the corresponding relationship between the collision risk parameter and the collision prevention factor. If the collision risk parameter is larger, it means that the probability of collision between the vehicle and the obstacle is greater, and the need for the vehicle to avoid danger is greater, so the collision prevention factor is larger.

[0120] The collision prevention factor ranges from 0 to 1.

[0121] It should be understood that there are many obstacles around the vehicle when the vehicle is driving. For example, obstacles include railings, motor vehicles, pedestrians, non-motor vehicles, and road signs. Then the probability of collision risk between the vehicle and different obstacles is different, and the collision risk parameters are also different. In order to obtain the risk avoidance needs of the vehicle, the collision prevention factor is determined based on the maximum value of the collision risk parameters between the vehicle and different obstacles. That is, the collision prevention factor obtained based on the maximum collision risk parameter can determine the most urgent risk avoidance needs of the vehicle. In this case, the collision risk between the vehicle and different obstacles determines the way to control the vehicle to maintain stability to avoid the risk of the vehicle rolling over.

[0122] The second part explains the content of determining the road adhesion factor of the vehicle based on the road adhesion parameter.

[0123] In some embodiments, the road adhesion factor is determined based on the corresponding relationship between the road adhesion parameter and the road adhesion factor. If the road adhesion factor is larger, it means that the friction between the vehicle and the road is larger, and the vehicle is less likely to slip or lose control. If the road adhesion factor is smaller, it means that the friction between the vehicle and the road is smaller, and the vehicle is more likely to slip or lose control.

[0124] The road adhesion factor ranges from 0 to 1.

[0125] It should be understood that the vehicle may be on different road surfaces during driving. For example, in winter, ice and snow are prone to appear on the road surface, in the desert, quicksand is prone to appear on the road surface, and in the wild, muddy road surfaces are prone to appear on the road surface. The road adhesion factors of these roads are different, and the friction between the tire and the road surface is different. If the user turns the steering wheel by mistake on a road surface with a small road adhesion factor, it is easy to cause the tire to slip, increase the actual yaw angular velocity of the vehicle, and cause the vehicle to roll over. In this case, the method of controlling the vehicle to maintain stability is determined according to the friction between the vehicle and different road surfaces to avoid the risk of the vehicle rolling over.

[0126] The third part explains the content of determining the risk avoidance factor of the vehicle based on the steering wheel change parameters.

[0127] In some embodiments, the risk avoidance factor of the vehicle is determined based on the corresponding relationship between the steering wheel change parameter and the risk avoidance factor of the vehicle. If the steering wheel change parameter is larger, it means that the direction and speed of the steering wheel input are larger, which means that the driver has a greater risk avoidance intention.

[0128] Among them, the value range of the safe-haven factor is 0-1.

[0129] However, in actual applications, if the vehicle is already in a pendulum-out-of-control state, the driver may panic and turn the steering wheel to avoid losing control of the vehicle. The direction and speed of the steering wheel input may cause the actual yaw rate of the vehicle to increase faster, making the vehicle more likely to roll over. In this case, the method of controlling the vehicle to maintain stability is determined based on the direction and speed of the driver's steering wheel input to avoid the risk of the vehicle rolling over.

[0130] The fourth part describes the contents of determining the out-of-control duration factor of the vehicle based on the out-of-control duration.

[0131] In some embodiments, the out-of-control duration factor of the vehicle is determined based on the corresponding relationship between the out-of-control duration and the out-of-control duration factor of the vehicle. If the out-of-control duration factor is larger, it means that the longer the vehicle is in the pendulum out-of-control state, the greater the risk of the vehicle losing control or rolling over.

[0132] The value range of the out-of-control duration factor is 0-1.

[0133] It should be understood that when the vehicle is in a pendulum out-of-control state, the actual yaw rate and side slip of the vehicle gradually accumulate, increasing the difficulty of recovering control. Even if the driver tries to correct it, the larger actual yaw rate may cause the vehicle to continue to deviate from the predetermined trajectory, causing the vehicle to roll over. In this case, the way to exit the pendulum out-of-control state is determined according to the out-of-control duration factor to avoid the problem of vehicle rollover.

[0134] The fifth part explains the contents of determining the comprehensive factor of the vehicle based on the collision prevention factor, the road adhesion factor, the risk avoidance factor and the out-of-control duration factor.

[0135] It should be understood that since there are many factors that affect the actual yaw rate of the vehicle, it is necessary to jointly determine a method for maintaining the stability of the vehicle based on the multiple factors to increase the driving safety of the vehicle.

[0136] For example, factors that affect the actual yaw rate include collision prevention factor, road adhesion factor, vehicle risk avoidance factor, and vehicle out-of-control duration factor. If only the collision prevention factor is considered without considering the vehicle's road adhesion factor, the vehicle may move to avoid obstacles, but since the road adhesion factor is small, the friction between the vehicle and the road is small, and the vehicle is more likely to roll over. Therefore, in order to avoid the above problems, a comprehensive factor is determined based on the collision prevention factor, road adhesion factor, vehicle risk avoidance factor, and vehicle out-of-control duration factor to comprehensively determine the way to maintain vehicle stability.

[0137] In one possible implementation, a first weight is determined based on the collision prevention factor; a second weight is determined based on the road adhesion factor; a third weight is determined based on the risk avoidance factor; a fourth weight is determined based on the out-of-control duration factor; and a comprehensive factor of the vehicle is determined based on the collision prevention factor, the first weight, the road adhesion factor, the second weight, the risk avoidance factor, the third weight, the out-of-control duration factor, and the fourth weight.

[0138] Among them, the first weight is used to describe the importance of the collision prevention factor, the second weight is used to describe the importance of the road adhesion factor, the third weight is used to describe the importance of the risk avoidance factor, and the fourth weight is used to describe the importance of the out-of-control duration factor.

[0139] It should be understood that in practical applications, when the vehicle is in a pendulum out-of-control state, in order to ensure the safety of the vehicle, the driver and the pedestrian, it is necessary to give priority to the vehicle's collision prevention factor to avoid the vehicle from losing control and injuring pedestrians or other vehicles, that is, to determine the first weight of the collision prevention factor as the maximum value. During the vehicle's driving process, considering the influence of the friction between the road surface and the vehicle on the actual yaw rate of the vehicle, it is determined that the second weight of the road adhesion factor is less than the first weight. Considering the influence of the out-of-control duration of the vehicle in the pendulum out-of-control state on the actual yaw rate of the vehicle, it is determined that the fourth weight of the out-of-control factor is less than the second weight. In an emergency, the driver may panic and operate the steering wheel. If the steering angle and steering speed of the steering wheel are large, it is easy to cause the vehicle to roll over. Therefore, in order to reduce the influence of the driver's panic operation of the steering wheel, it is determined that the third weight value of the vehicle's risk avoidance factor is less than the fourth weight value.

[0140] In some embodiments, the formula for calculating the comprehensive factor is as follows.

[0141] Comprehensive factor = first weight * collision prevention factor + second weight * road adhesion factor + third weight * risk avoidance factor + fourth weight * (1-out-of-control duration factor)

[0142] For example, the first weight is 0.4, the collision prevention factor is 0.4, the second weight is 0.3, the road adhesion factor is 0.3, the third weight is 0.1, the risk avoidance factor is 0.4, the fourth weight is 0.2, and the out-of-control duration factor is 0.3, then the comprehensive factor is 0.16+0.09+0.04+0.06=0.35.

[0143] It should be understood that in order to facilitate the analysis of the proportion of each factor in the comprehensive factors, the sum of the first weight, the second weight, the third weight and the fourth weight is determined to be 1.

[0144] In this embodiment, a first weight is determined based on the collision prevention factor, a second weight is determined based on the road adhesion factor, a third weight is determined based on the risk avoidance factor, and a fourth weight is determined based on the out-of-control duration factor, thereby determining a comprehensive factor based on multiple factors, and then comprehensively judging the way to exit the pendulum out-of-control state based on the comprehensive factors to avoid the vehicle losing control and threatening the safety of pedestrians or other vehicles.

[0145] Step 304: Determine whether the comprehensive factor of the vehicle is greater than or equal to a first threshold.

[0146] It should be understood that different values ​​of the comprehensive factor select different ways to exit the pendulum out-of-control state. If the comprehensive factor is large, it means that the risk of collision between the vehicle and other vehicles is large. At this time, if the vehicle is controlled to slow down, it is easy to cause a traffic accident. Therefore, it is necessary to determine the vehicle's response to the steering wheel angle request so that the difference between the actual yaw rate of the vehicle and the target yaw rate carried in the steering wheel angle request becomes smaller, so as to control the vehicle to stabilize as soon as possible. If the comprehensive factor is small, it means that the risk of collision between the vehicle and other vehicles is small, and the vehicle is controlled to slow down as soon as possible to maintain vehicle stability.

[0147] Step 305, when the comprehensive factor is greater than or equal to the first threshold, adjust the steering assist of the vehicle to reduce the impact of the driver's misoperation on the pendulum loss of control of the vehicle; wherein the steering assist is used to describe the steering force required for the vehicle when turning.

[0148] It should be understood that if the comprehensive factor is greater than or equal to the first threshold, it means that the risk of collision between the vehicle and other obstacles is relatively high. At this time, the driver will turn the steering wheel of the vehicle to avoid the obstacle. If the steering wheel angle request is not responded to, controlling the vehicle to slow down may easily lead to traffic accidents. Therefore, it is necessary to determine whether the vehicle responds to the steering wheel angle request to reduce the impact of the driver's misoperation on the vehicle's pendulum out of control.

[0149] Among them, the steering assist is used to assist the driver in adjusting the direction of the steering wheel. That is, based on the steering assist, the driver's force intensity of turning the steering wheel can be reduced, making it easier for the driver to turn the steering wheel.

[0150] It should be understood that in actual applications, when the vehicle is in a state of pendulum out of control, the driver may be in a panic, so the driver's action of turning the steering wheel may be a misoperation. However, turning the steering wheel in a panic will not only fail to control the vehicle to maintain stability, but will also make the vehicle out of control more severe. In this case, the steering assist of the vehicle needs to be adjusted to reduce the impact of the driver's misoperation on the vehicle pendulum out of control.

[0151] The following describes the content of adjusting the steering assist of the vehicle when the comprehensive factor is greater than or equal to the first threshold.

[0152] In a possible implementation, when the comprehensive factor is greater than or equal to a first threshold, the drag coefficient of the steering wheel is determined based on the corresponding relationship between the actual yaw angular velocity and the drag coefficient of the steering wheel of the vehicle and the actual yaw angular velocity; in response to the steering wheel angle request of the vehicle, the output steering angle of the steering wheel is adjusted based on the drag coefficient of the steering wheel to reduce the influence of the steering angle of the steering wheel on the pendulum loss of control of the vehicle.

[0153] The drag coefficient is used to reduce the steering assist of the steering wheel. That is, based on the drag coefficient, the resistance to steering wheel rotation can be increased, making it more difficult for the driver to turn the steering wheel. The larger the drag coefficient, the smaller the steering assist of the steering wheel, thereby reducing the degree to which the driver panics and turns the steering wheel.

[0154] In this embodiment, when the comprehensive factor is greater than or equal to the first threshold, the drag coefficient of the steering wheel is determined based on the corresponding relationship between the actual yaw rate and the drag coefficient of the steering wheel of the vehicle and the actual yaw rate. The output steering angle of the steering wheel can be adjusted based on the drag coefficient. That is, even if the driver turns the steering wheel at a larger angle in panic, the vehicle will reduce the turning angle of the steering wheel, thereby reducing the impact of the driver's panic operation of the steering wheel on the vehicle's pendulum out of control.

[0155] In order to explain the above implementation in more detail, the above implementation is explained in several parts below.

[0156] The first part explains the content of determining the drag coefficient of the steering wheel based on the corresponding relationship between the actual yaw angular velocity and the drag coefficient of the steering wheel of the vehicle and the actual yaw angular velocity when the comprehensive factor is greater than or equal to the first threshold.

[0157] In some embodiments, when the comprehensive factor is greater than or equal to a first threshold, the actual yaw rate absolute value is determined, and the drag coefficient of the steering wheel is determined based on the correspondence between the actual yaw rate absolute value and the drag coefficient of the steering wheel of the vehicle and the actual yaw rate absolute value.

[0158] The greater the absolute value of the actual yaw angular velocity, the greater the drag coefficient, and the smaller the steering assist of the steering wheel.

[0159] It should be understood that when the vehicle is in a pendulum-out-of-control state, the absolute value of the actual yaw angular velocity may increase abnormally, and the direction of the actual yaw angular velocity may change continuously. Therefore, the degree of instability of the vehicle can be judged based on the absolute value of the actual yaw angular velocity. Therefore, the drag coefficient of the steering wheel is determined based on the absolute value of the actual yaw angular velocity, so as to reduce the steering assist based on the drag coefficient.

[0160] The second part describes the contents of adjusting the output steering angle of the steering wheel based on the drag coefficient of the steering wheel in response to the steering wheel angle request of the vehicle to reduce the influence of the steering angle of the steering wheel on the pendulum loss of control of the vehicle.

[0161] In some embodiments, in response to a steering wheel angle request of the vehicle, a steering force of the steering wheel is adjusted based on a drag coefficient of the steering wheel to adjust an output steering angle of the steering wheel.

[0162] For example, if the steering wheel angle request of the vehicle carries a steering wheel steering angle of 300° and the drag coefficient of the steering wheel is 0.8, the steering force of the steering wheel is reduced so that the vehicle of the mobile phone responds to the output steering angle of the steering wheel of 240°, so as to reduce the impact of the driver's misoperation on the vehicle's pendulum out of control.

[0163] It should be understood that in actual applications, the rear wheels of the vehicle can also assist the vehicle in maintaining stability, so it is determined based on the rear wheels whether the vehicle exits the pendulum out-of-control state.

[0164] In a possible implementation manner, when the comprehensive factor is greater than or equal to a first threshold, the rear wheel steering angle of the vehicle is adjusted to improve the vehicle's response to the steering angle of the steering wheel of the vehicle.

[0165] In some embodiments, when the comprehensive factor is greater than or equal to a first threshold, the steering angle of the front wheels of the vehicle is determined based on the steering angle of the steering wheel of the vehicle, and the steering angle of the rear wheels of the vehicle is adjusted based on the steering angle of the front wheels of the vehicle.

[0166] The steering angle of the steering wheel ranges from 0 to 630 degrees, and the steering angle of the front wheels of the vehicle ranges from 0 to 42 degrees. When the steering wheel rotates 360 degrees, the front wheels of the vehicle rotate 25 degrees.

[0167] In some embodiments, the speed of the vehicle is determined, and when the speed of the vehicle is greater than or equal to a preset speed, the rear wheels of the vehicle are adjusted to rotate in the same direction as the front wheels of the vehicle to increase the stability of the vehicle and reduce the roll and swing of the vehicle.

[0168] In some embodiments, when the vehicle speed is less than a preset speed, the rear wheels of the vehicle are adjusted to rotate in the opposite direction to the front wheels of the vehicle to reduce the roll angle of the vehicle and the swing amplitude of the vehicle.

[0169] In this implementation, when the comprehensive factor is greater than or equal to the first threshold, the rear wheel steering angle of the vehicle is adjusted to improve the vehicle's response to the steering angle of the steering wheel of the vehicle. That is, when the vehicle is in a pendulum out-of-control state, the rear wheel steering angle of the vehicle is relied on to ensure that the vehicle recovers stability as soon as possible to increase the driving safety of the vehicle.

[0170] It should be understood that if the vehicle has not exited the pendulum out-of-control state after adjusting the rear wheel steering angle of the vehicle, it means that the actual yaw angular velocity of the vehicle is large. In order to make the vehicle more stable faster, the vehicle is controlled to slow down to avoid serious loss of control or rollover of the vehicle when driving at high speed.

[0171] In a possible implementation, it is determined whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle; if there is a difference between the actual yaw rate and the target yaw rate of the vehicle, the motor output torque of the vehicle is reduced; if there is no difference between the actual yaw rate and the target yaw rate of the vehicle, it is determined that the vehicle exits the pendulum out-of-control state. The motor output torque is used to provide power for vehicle driving.

[0172] The target yaw rate is the yaw rate carried by the steering wheel angle request of the vehicle.

[0173] In this embodiment, after adjusting the rear wheel steering angle of the vehicle, if the vehicle has not yet exited the pendulum out-of-control state, in order to avoid the vehicle losing control and endangering the driver's safety, the vehicle's motor output torque is reduced to slow down the vehicle and control the vehicle to stop as soon as possible.

[0174] In order to explain the above implementation in more detail, the above implementation is explained in several parts below.

[0175] The first part describes the content of determining whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle.

[0176] In some embodiments, it is determined whether there is a difference between the absolute value of the actual yaw rate and the absolute value of the target yaw rate.

[0177] It should be understood that the difference between the absolute value of the actual yaw rate and the absolute value of the target yaw rate indicates that the vehicle is still in the pendulum out-of-control state, that is, the vehicle is still in a dangerous state. The absence of a difference between the absolute value of the actual yaw rate and the absolute value of the target yaw rate indicates that the vehicle has exited the pendulum out-of-control state, that is, the vehicle is already in a safe state.

[0178] The second part describes the content of reducing the motor output torque of the vehicle when there is a difference between the actual yaw rate and the target yaw rate of the vehicle.

[0179] In some embodiments, when there is a difference between the actual yaw rate and the target yaw rate of the vehicle, the torque of the motor is adjusted to a second preset torque to limit the torque output of the motor in a pendulum out-of-control state, and the second preset torque is less than the motor torque.

[0180] The second preset torque is a torque automatically determined by the electronic control unit. The second preset torque is not limited in the present embodiment. For example, the second preset torque may be 0 Nm.

[0181] It should be understood that if the vehicle has not exited the pendulum out-of-control state after the vehicle is controlled to decelerate, the current situation is very urgent, so the vehicle is controlled to brake to avoid serious loss of control or rollover of the vehicle when the vehicle is driving at high speed.

[0182] In one possible implementation, it is determined again whether there is a difference between the actual yaw angular velocity and the target yaw angular velocity of the vehicle; when there is a difference between the actual yaw angular velocity and the target yaw angular velocity of the vehicle, in response to a brake pedal depression operation on the vehicle, the vehicle is braked to control the vehicle to exit the pendulum out-of-control state.

[0183] It can be understood that the specific implementation of re-determining whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle can refer to the relevant description in the first part above.

[0184] In some embodiments, when there is a difference between the actual yaw rate and the target yaw rate of the vehicle, in response to a brake pedal depression operation on the vehicle, the vehicle's brake pedal opening is obtained; the vehicle's braking force is determined based on the brake pedal opening; and the vehicle's braking is controlled based on the braking force.

[0185] In this embodiment, when the vehicle is still in the out-of-control pendulum state, the vehicle brakes are controlled to decelerate the vehicle, thereby preventing the vehicle from driving in the out-of-control pendulum state and ensuring the driving safety of the driver.

[0186] The third part describes the content of determining that the vehicle exits the pendulum out-of-control state when there is no difference between the actual yaw angular velocity and the target yaw angular velocity of the vehicle.

[0187] It should be understood that the absence of a difference between the actual yaw rate and the target yaw rate of the vehicle indicates that the yaw motion state of the vehicle is completely consistent with the driver's expected state, that is, the vehicle has exited the pendulum out-of-control state.

[0188] Step 306 , when the comprehensive factor is less than the first threshold, reducing the motor output torque of the vehicle to maintain the stability of the vehicle.

[0189] It should be understood that when the comprehensive factor is small, it means that the risk of collision between the vehicle and other vehicles is small, and the vehicle is controlled to decelerate as quickly as possible to maintain vehicle stability.

[0190] It should be understood that the actual yaw rate of the vehicle affects the stability of the vehicle. The absolute value of the actual angular velocity of the vehicle is used to evaluate the lateral motion state of the vehicle, and the yaw acceleration of the vehicle is used to evaluate the speed of the change of the lateral motion state of the vehicle. In order to evaluate the stability of the vehicle from multiple angles, the yaw acceleration of the vehicle is obtained.

[0191] In a possible implementation manner, the yaw acceleration of the vehicle is acquired, and based on the yaw acceleration, it is determined whether to reduce the motor output torque of the vehicle.

[0192] In some embodiments, when the yaw acceleration of the vehicle is less than or equal to a third threshold, the torque of the motor is adjusted to a second preset torque to limit the torque output of the motor in a pendulum out-of-control state, and the second preset torque is less than the motor torque.

[0193] It should be understood that the vehicle's yaw acceleration less than or equal to the third threshold value indicates that the vehicle's lateral acceleration is 0. At this time, the vehicle may be in a balanced state but the vehicle has not yet exited the pendulum out-of-control state. Any operation will cause the vehicle to lose control again. Therefore, it is necessary to control the vehicle to slow down to avoid the vehicle from entering the pendulum out-of-control state again.

[0194] The third threshold is a threshold automatically determined by the electronic control unit. The third threshold is not limited in the present embodiment. For example, the third threshold may be 0.

[0195] It can be understood that the specific implementation of adjusting the torque of the motor to the second preset torque can refer to the relevant description of the aforementioned step 305, which will not be repeated here.

[0196] In some embodiments, when the yaw acceleration of the vehicle is greater than a third threshold, the steering assist of the vehicle is adjusted to reduce the impact of the driver's misoperation on the vehicle's pendulum loss of control.

[0197] It is understandable that the specific implementation of adjusting the steering assist of the vehicle can refer to the relevant description of the aforementioned step 305, which will not be repeated here.

[0198] In this embodiment, the yaw acceleration of the vehicle is obtained, and based on the yaw acceleration, it is determined whether to reduce the motor output torque of the vehicle. That is, the stability of the vehicle is monitored based on the yaw acceleration of the vehicle to avoid the problem of the vehicle rolling over.

[0199] Optionally, after executing the above step 305 or the above step 306, the following steps may also be executed.

[0200] In a possible implementation, after the vehicle exits the pendulum out-of-control state, the steering assist of the vehicle is adjusted to control the vehicle to normally respond to the vehicle's request.

[0201] The vehicle's request includes a steering wheel angle request, a braking request, and an acceleration request.

[0202] In some embodiments, after the vehicle exits the pendulum out-of-control state, the steering assist of the vehicle is adjusted at a preset gradient so that the vehicle responds smoothly to the vehicle's request.

[0203] That is, after the vehicle exits the pendulum out-of-control state, the driver is assisted in turning the steering wheel based on the steering assist, so as to save the steering effort of the driver in turning the steering wheel.

[0204] The embodiment of the present application provides a vehicle control method, which can determine that the vehicle is in a pendulum out-of-control state based on the vehicle's steering wheel angle request, the vehicle's actual yaw rate and the vehicle's lateral acceleration. When the vehicle is in a pendulum out-of-control state, if the driver panics and turns the vehicle's steering wheel, it is easy to cause the vehicle to roll over, so the pendulum out-of-control parameter of the vehicle is obtained, and the pendulum out-of-control parameter includes a parameter that can describe the actual yaw rate that affects the vehicle. Based on the pendulum out-of-control parameter, the comprehensive factor of the vehicle is determined; wherein the comprehensive factor is used to determine the way in which the vehicle exits the pendulum out-of-control state. Determine whether the comprehensive factor of the vehicle is greater than or equal to a first threshold. When the comprehensive factor is greater than or equal to the first threshold, adjust the steering assist of the vehicle to reduce the impact of the driver's misoperation on the pendulum out-of-control of the vehicle; wherein the steering assist is used to describe the steering force required by the vehicle when turning. When the comprehensive factor is less than the first threshold, reduce the motor output torque of the vehicle to maintain the stability of the vehicle. That is, different ways of exiting the pendulum out-of-control state are determined according to the importance of various parameters that affect the actual yaw rate of the vehicle, so as to reduce the influence of the driver's misoperation on the pendulum out-of-control of the vehicle.

[0205] Figure 4 It is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application.

[0206] For example, Figure 4 As shown, the device 400 includes:

[0207] An acquisition module 401 is used to acquire a pendulum out-of-control parameter of the vehicle when the vehicle is in a pendulum out-of-control state, wherein the pendulum out-of-control parameter includes a parameter capable of describing an actual yaw angular velocity affecting the vehicle;

[0208] A determination module 402 is used to determine a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine a way for the vehicle to exit the pendulum out-of-control state;

[0209] The adjustment module 403 is used to adjust the steering assist of the vehicle when the comprehensive factor is greater than or equal to the first threshold value, so as to reduce the impact of the driver's misoperation on the pendulum loss of control of the vehicle; wherein the steering assist is used to describe the steering force required for the vehicle when turning.

[0210] In a possible implementation manner, the device 400 further includes:

[0211] A determination module 402, configured to determine a collision prevention factor of the vehicle based on the collision risk parameter, wherein the collision prevention factor is used to describe the risk avoidance requirement of the vehicle;

[0212] A determination module 402, configured to determine a road adhesion factor of the vehicle based on the road adhesion parameter, wherein the road adhesion factor is used to describe the risk of the vehicle losing control;

[0213] A determination module 402, configured to determine a risk avoidance factor of the vehicle based on the steering wheel change parameter, wherein the risk avoidance factor is used to describe the driver's risk avoidance intention;

[0214] A determination module 402, configured to determine an out-of-control duration factor of the vehicle based on the out-of-control duration, wherein the out-of-control duration factor is used to describe the out-of-control duration of the vehicle;

[0215] The determination module 402 is used to determine the comprehensive factor of the vehicle based on the collision prevention factor, the road adhesion factor, the risk avoidance factor and the out-of-control duration factor.

[0216] In a possible implementation manner, the device 400 further includes:

[0217] A determination module 402, configured to determine a first weight based on the collision prevention factor, wherein the first weight is used to describe the importance of the collision prevention factor;

[0218] A determination module 402, configured to determine a second weight based on the road surface adhesion factor, wherein the second weight is used to describe the importance of the road surface adhesion factor;

[0219] A determination module 402, configured to determine a third weight based on the risk hedging factor, wherein the third weight is used to describe the importance of the risk hedging factor;

[0220] A determination module 402, configured to determine a fourth weight based on the out-of-control duration factor, wherein the fourth weight is used to describe the importance of the out-of-control duration factor;

[0221] The determination module 402 is used to determine the comprehensive factor of the vehicle based on the collision prevention factor, the first weight, the road adhesion factor, the second weight, the risk avoidance factor, the third weight, the out-of-control duration factor, and the fourth weight.

[0222] In a possible implementation manner, the device 400 further includes:

[0223] a drag coefficient determining module, configured to determine the drag coefficient of the steering wheel based on a correspondence between the actual yaw rate and the drag coefficient of the steering wheel of the vehicle and the actual yaw rate when the comprehensive factor is greater than or equal to a first threshold;

[0224] The adjustment module 403 is used to adjust the output steering angle of the steering wheel based on the drag coefficient of the steering wheel in response to the steering wheel angle request of the vehicle, so as to reduce the influence of the steering angle of the steering wheel on the pendulum loss of control of the vehicle.

[0225] In a possible implementation manner, the device 400 further includes:

[0226] The adjustment module 403 is used to adjust the rear wheel steering angle of the vehicle when the comprehensive factor is greater than or equal to the first threshold value, so as to improve the response of the vehicle to the steering angle of the steering wheel of the vehicle.

[0227] In a possible implementation manner, the device 400 further includes:

[0228] A difference determination module is used to determine whether there is a difference between the actual yaw rate and a target yaw rate of the vehicle; wherein the target yaw rate is the yaw rate carried by the steering wheel angle request of the vehicle;

[0229] a control module, configured to reduce the motor output torque of the vehicle when there is a difference between the actual yaw rate and the target yaw rate of the vehicle;

[0230] The exit determination module is used for determining that the vehicle exits the pendulum out-of-control state when there is no difference between the actual yaw angular velocity and the target yaw angular velocity of the vehicle.

[0231] In a possible implementation manner, the device 400 further includes:

[0232] a difference determination module, used for determining again whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle;

[0233] The control module is used for controlling the braking of the vehicle in response to a brake pedal depression operation on the vehicle when there is a difference between the actual yaw rate and the target yaw rate of the vehicle, so as to make the vehicle exit the pendulum out-of-control state.

[0234] In a possible implementation manner, the device 400 further includes:

[0235] The control module is used to reduce the motor output torque of the vehicle to maintain the stability of the vehicle when the comprehensive factor is less than a first threshold.

[0236] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0237] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a vehicle control method.

[0238] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0239] 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.

[0240] In the case of dividing each functional module according to each function, the device may also include a difference determination module, a control module, and a resistance coefficient determination module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0241] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0242] 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 program codes, etc.

[0243] 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.

[0244] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0245] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0246] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0247] 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.

[0248] 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.

[0249] 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.

[0250] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: When the vehicle is in a pendulum out-of-control state, obtaining pendulum out-of-control parameters of the vehicle, wherein the pendulum out-of-control parameters include parameters that can describe an actual yaw rate affecting the vehicle; Determining a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine a way for the vehicle to exit the pendulum out-of-control state; When the comprehensive factor is greater than or equal to a first threshold, the steering assist of the vehicle is adjusted to reduce the impact of driver's misoperation on the vehicle's pendulum loss of control; wherein the steering assist is used to describe the steering force required for the vehicle when turning.

2. The method according to claim 1, characterized in that The pendulum out-of-control parameters include the collision risk parameters of the vehicle, the road adhesion parameters of the vehicle, the steering wheel change parameters of the vehicle, and the out-of-control duration of the vehicle in the pendulum out-of-control state. The comprehensive factors of the vehicle are determined based on the pendulum out-of-control parameters, including: determining a collision prevention factor of the vehicle based on the collision risk parameter, wherein the collision prevention factor is used to describe the risk avoidance requirement of the vehicle; determining a road adhesion factor of the vehicle based on the road adhesion parameter, wherein the road adhesion factor is used to describe the risk of loss of control of the vehicle; Determining a risk avoidance factor of the vehicle based on the steering wheel change parameter, wherein the risk avoidance factor is used to describe the driver's risk avoidance intention; Determining an out-of-control duration factor of the vehicle based on the out-of-control duration, wherein the out-of-control duration factor is used to describe the out-of-control duration of the vehicle; A comprehensive factor of the vehicle is determined based on the collision prevention factor, the road adhesion factor, the risk avoidance factor, and the out-of-control duration factor.

3. The method according to claim 2, characterized in that The determining of the comprehensive factor of the vehicle based on the collision prevention factor, the road adhesion factor, the risk avoidance factor and the out-of-control duration factor includes: determining a first weight based on the collision prevention factor, wherein the first weight is used to describe the importance of the collision prevention factor; determining a second weight based on the road surface adhesion factor, wherein the second weight is used to describe the importance of the road surface adhesion factor; Determine a third weight based on the risk aversion factor, wherein the third weight is used to describe the importance of the risk aversion factor; Determine a fourth weight based on the out-of-control duration factor, where the fourth weight is used to describe the importance of the out-of-control duration factor; A comprehensive factor of the vehicle is determined based on the collision prevention factor, the first weight, the road adhesion factor, the second weight, the risk avoidance factor, the third weight, the out-of-control duration factor, and the fourth weight.

4. The method according to claim 1, characterized in that: When the comprehensive factor is greater than or equal to a first threshold, adjusting the steering assist of the vehicle includes: determining the drag coefficient of the steering wheel based on the corresponding relationship between the actual yaw rate and the drag coefficient of the steering wheel of the vehicle and the actual yaw rate when the comprehensive factor is greater than or equal to a first threshold; In response to a steering wheel angle request of the vehicle, an output steering angle of the steering wheel is adjusted based on a drag coefficient of the steering wheel to reduce an effect of the steering angle of the steering wheel on a pendulum runaway of the vehicle.

5. The method according to claim 1, characterized in that When the comprehensive factor is greater than or equal to a first threshold, adjusting the steering assist of the vehicle includes: When the comprehensive factor is greater than or equal to a first threshold, a rear wheel steering angle of the vehicle is adjusted to improve the response of the vehicle to the steering angle of the steering wheel of the vehicle.

6. The method according to claim 5, characterized in that After adjusting the rear wheel steering angle of the vehicle when the comprehensive factor is greater than or equal to the first threshold, the method further comprises: Determining whether there is a difference between the actual yaw rate and a target yaw rate of the vehicle; wherein the target yaw rate is a yaw rate carried by a steering wheel angle request of the vehicle; When there is a difference between the actual yaw rate and the target yaw rate, reducing the motor output torque of the vehicle; When there is no difference between the actual yaw rate and the target yaw rate, it is determined that the vehicle exits the pendulum out-of-control state.

7. The method according to claim 6, characterized in that After reducing the motor output torque of the vehicle when there is a difference between the actual yaw rate and the steering wheel angle request of the vehicle, the method further comprises: determining again whether there is a difference between the actual yaw angular velocity and the target yaw angular velocity; When there is a difference between the actual yaw rate and the target yaw rate, in response to a brake pedal depression operation on the vehicle, the vehicle is braked to make the vehicle exit a pendulum out-of-control state.

8. The method according to claim 1, characterized in that The method further comprises: When the comprehensive factor is less than a first threshold, the motor output torque of the vehicle is reduced to maintain the stability of the vehicle.

9. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured to acquire pendulum out-of-control parameters of the vehicle when the vehicle is in a pendulum out-of-control state, wherein the pendulum out-of-control parameters include parameters capable of describing an actual yaw angular velocity affecting the vehicle; A determination module, configured to determine a comprehensive factor of the vehicle based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine a manner in which the vehicle exits a pendulum out-of-control state; An adjustment module is used to adjust the steering assist of the vehicle when the comprehensive factor is greater than or equal to a first threshold value, so as to reduce the impact of the driver's misoperation on the vehicle's pendulum loss of control; wherein the steering assist is used to describe the steering force required for the vehicle when turning.

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.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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