Control method and device of vehicle, vehicle and storage medium

Abstract

The application provides a control method and device of a vehicle, the vehicle and a storage medium. The method is applied to the field of vehicles. The method comprises the following steps: acquiring a pendulum out-of-control parameter of the vehicle in the case that the vehicle is in a pendulum out-of-control state, the pendulum out-of-control parameter comprising a parameter capable of describing an actual yaw angular velocity of 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 manner in which the vehicle exits the pendulum out-of-control state; and adjusting a steering assist force of the vehicle in the case that the comprehensive factor is greater than or equal to a first threshold value, so as to reduce the influence of an erroneous operation of a driver on the pendulum out-of-control state of the vehicle; wherein the steering assist force is used to describe a steering force required by the vehicle when steering. The method can adjust the steering assist force of the vehicle in the case that the vehicle is in the pendulum out-of-control state, so as to reduce the influence of the erroneous operation of the driver on the pendulum out-of-control state of the vehicle, and make the vehicle exit the pendulum out-of-control state more quickly.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and more particularly, to a control method and device of a vehicle, a vehicle and a storage medium. BACKGROUND

[0002] When a vehicle is running at high speed or turning, if the tire grip of the vehicle is insufficient, the suspension system is faulty or the driver operates incorrectly, the vehicle will produce uncontrolled swing, that is, the pendulum is out of control. When the vehicle is in the 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 the vehicle is in the pendulum out-of-control state, the electronic stability program (ESP) adjusts the power output of the vehicle to reduce the power of the wheels to maintain the stability of the vehicle. However, in an emergency, the driver will turn the steering wheel in panic, and the steering wheel will have a large turning angle, which will easily cause the vehicle to lose control and roll over, and the ESP cannot quickly stabilize the vehicle, seriously affecting the driving safety of the vehicle. SUMMARY

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

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

[0006] When the vehicle is in the pendulum out-of-control state, a pendulum out-of-control parameter of the vehicle is obtained, the pendulum out-of-control parameter comprising a parameter capable of describing the influence on the actual yaw rate of the vehicle;

[0007] A comprehensive factor of the vehicle is determined based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine the way in which the vehicle exits the pendulum out-of-control state;

[0008] When the comprehensive factor is greater than or equal to a first threshold value, the steering assist of the vehicle is adjusted to reduce the influence of the misoperation of the driver 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 steering.

[0009] By the technical solution, in the case that the vehicle is in the pendulum out-of-control state, if the driver turns the steering wheel of the vehicle in panic, it is easy to cause the vehicle to roll over, therefore, a parameter capable of affecting the actual yaw angular velocity of the vehicle, i.e., a 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 is capable of determining a manner in which the vehicle exits the pendulum out-of-control state, in the case that the comprehensive factor is greater than or equal to a first threshold value, the steering assist of the vehicle is adjusted to reduce the influence of the misoperation of the driver on the pendulum out-of-control of the vehicle, so that the vehicle is maintained stable as soon as possible, and the problem of the vehicle rolling over is avoided.

[0010] In combination with the first aspect, in some possible implementation manners, 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 in which the vehicle is in the pendulum out-of-control state, and the comprehensive factor of the vehicle is determined based on the pendulum out-of-control parameter, including:

[0011] The collision risk parameter is used to determine a collision prevention factor of the vehicle, and the collision prevention factor is used to describe the risk demand of the vehicle;

[0012] The road adhesion parameter is used to determine a road adhesion factor of the vehicle, and the road adhesion factor is used to describe the out-of-control risk of the vehicle;

[0013] The steering wheel change parameter is used to determine a risk avoidance factor of the vehicle, and the risk avoidance factor is used to describe the risk avoidance intention of the driver;

[0014] The out-of-control duration is used to determine an out-of-control duration factor of the vehicle, and the out-of-control duration factor is used to describe the out-of-control duration of the vehicle;

[0015] 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.

[0016] By the technical solution, since the collision risk parameter, the road adhesion parameter, the steering wheel change parameter, or the out-of-control duration in which the vehicle is in the pendulum out-of-control state all affect the actual yaw angular velocity of the vehicle, the comprehensive factor is determined, so that how the pendulum out-of-control parameter affects the actual yaw angular velocity of the vehicle is comprehensively judged, so that the vehicle exits the pendulum out-of-control state more quickly and is maintained stable.

[0017] In combination with the first aspect, in some possible implementation manners, 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, including:

[0018] A first weight is determined based on the collision prevention factor, and the first weight is used to describe the importance of the collision prevention factor;

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

[0020] determine a third weight based on the risk avoidance factor, the third weight being used to describe an importance degree of the risk avoidance factor;

[0021] determine a fourth weight based on the out-of-control duration factor, the fourth weight being used to describe an importance degree of the out-of-control duration factor;

[0022] determine the comprehensive factor of the vehicle based on the prevention collision 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] By the above technical solution, the first weight is determined based on the prevention collision 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 the comprehensive factor based on multiple factors, and then the mode of exiting the pendulum out-of-control state is comprehensively judged according to the comprehensive factor, so as to avoid that the vehicle out-of-control threatens the safety of pedestrians or other vehicles.

[0024] In combination with the first aspect, in some possible implementation manners, in a case where the comprehensive factor is greater than or equal to a first threshold value, the steering assist of the vehicle is adjusted, including:

[0025] In the case where the comprehensive factor is greater than or equal to the first threshold value, a resistance coefficient of a steering wheel of the vehicle is determined based on a corresponding relationship between the actual yaw rate and the resistance 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 the resistance coefficient of the steering wheel, so as to reduce an influence of the steering angle of the steering wheel on the pendulum out-of-control of the vehicle.

[0027] By the above technical solution, in the case where the comprehensive factor is greater than or equal to the first threshold value, the resistance coefficient of the steering wheel of the vehicle is determined based on the corresponding relationship between the actual yaw rate and the resistance 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 resistance coefficient. That is, even if the driver rotates the steering wheel at a larger angle in a panic, the vehicle can reduce the rotation angle of the steering wheel, thereby reducing the influence of the driver's panic operation of the steering wheel on the pendulum out-of-control of the vehicle.

[0028] In combination with the first aspect, in some possible implementation manners, in a case where the comprehensive factor is greater than or equal to a first threshold value, the steering assist of the vehicle is adjusted, including:

[0029] In a case where the comprehensive factor is greater than or equal to a first threshold value, 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] By the above technical solution, in a case where the comprehensive factor is greater than or equal to a first threshold value, 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, in a case where the vehicle is in an out-of-control state, the rear wheel steering angle of the vehicle is relied on to ensure that the vehicle recovers to a stable state as soon as possible, so as to increase the driving safety of the vehicle.

[0031] In combination with the first aspect, in some possible implementation manners, after the rear wheel steering angle of the vehicle is adjusted in a case where the comprehensive factor is greater than or equal to a first threshold value, the following is included:

[0032] It is determined 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 angle request of the steering wheel of the vehicle;

[0033] In a case where 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.

[0034] In a case where 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 out-of-control state.

[0035] By the above technical solution, after the rear wheel steering angle of the vehicle is adjusted, in a case where the vehicle has not exited the out-of-control state, the motor output torque of the vehicle is reduced to slow down the vehicle and control the vehicle to stop as soon as possible, so as to avoid the harm to the safety of the driver caused by the out-of-control vehicle.

[0036] In combination with the first aspect, in some possible implementation manners, after the motor output torque of the vehicle is reduced in a case where there is a difference between the actual yaw rate and the steering angle request of the steering wheel of the vehicle, the following is included:

[0037] It is determined again whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle.

[0038] In a case where 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 controlled to brake, so that the vehicle exits the out-of-control state.

[0039] By the above technical solution, in a case where the vehicle is still in the out-of-control state, the vehicle is controlled to brake, so that the vehicle slows down, thereby avoiding the vehicle driving in the out-of-control state all the time, and ensuring the driving safety of the driver.

[0040] With reference to the first aspect, in some possible implementation manners, the method further includes:

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

[0042] According to the technical solution, in the case that the comprehensive factor is less than the first threshold, the vehicle is still in the pendulum out-of-control state, and any operation will make the vehicle lose control again, so it is necessary to control the vehicle to slow down to avoid the vehicle entering the pendulum out-of-control state again.

[0043] The second aspect provides a control device of a vehicle, which includes:

[0044] The acquisition module is configured to acquire a pendulum out-of-control parameter of the vehicle in the case that the vehicle is in the pendulum out-of-control state, the pendulum out-of-control parameter including a parameter capable of describing an actual yaw rate of the vehicle;

[0045] The determination module is 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 the pendulum out-of-control state.

[0046] The adjustment module is configured to adjust a steering assist of the vehicle in the case that the comprehensive factor is greater than or equal to a first threshold, so as to reduce the influence of the misoperation of the driver on the pendulum out-of-control of the vehicle, wherein the steering assist is used to describe a steering force required by the vehicle when steering.

[0047] The third aspect provides a vehicle including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to call and run the executable program code from the memory, so that the vehicle performs the method performed by the control method of the vehicle.

[0048] The fourth aspect provides a computer program product, which includes computer program code. When the computer program code runs on a computer, the computer program code causes the computer to perform the method performed by the control method of the vehicle.

[0049] The fifth aspect provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer program code causes the computer to perform the method performed by the control method of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

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

[0051] Figure 2is a schematic flowchart of a control method of a vehicle provided by an embodiment of the present application;

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

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

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

[0055] The technical solutions in the present application will be described clearly and thoroughly in combination with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0056] Hereinafter, the terms "first" and "second" are only used for description purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

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

[0058] As an example, as shown in Figure 1 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 wheels of the vehicle based on the steering angle of the steering wheel.

[0060] The steering angle sensor 120 obtains 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 is a schematic flowchart of a control method of a vehicle provided by an embodiment of the present application.

[0062] As shown in the examples, the control method of the vehicle is described taking the electronic control unit as an example. The method 200 includes the following steps 201-203. Figure 2

[0063] Step 201, in the case that the vehicle is in a pendulum out-of-control state, acquiring a pendulum out-of-control parameter of the vehicle, the pendulum out-of-control parameter including a parameter capable of describing an actual yaw rate of the vehicle.

[0064] It should be understood that if the vehicle is running on an icy road surface, the tire grip will be insufficient to cause the vehicle to swing, and the vehicle in a pendulum out-of-control state indicates that the vehicle is significantly left and right shaking or swinging during driving, and cannot maintain a stable driving trajectory. In this case, the driver is difficult to effectively control the vehicle, which may cause the vehicle to lose control or overturn.

[0065] The actual yaw rate indicates the rate of rotation of the vehicle around the vertical axis of the vehicle body. The actual yaw rate is the ratio of the lateral acceleration of the vehicle to the current speed of the vehicle. The actual yaw rate is used to describe whether the vehicle is stable. Whether the vehicle is stable indicates whether the vehicle can maintain a predetermined driving trajectory and attitude when turning, accelerating, decelerating, or encountering external interference. The pendulum out-of-control parameter includes a parameter capable of describing an actual yaw rate of the vehicle. For example, a collision risk parameter of the vehicle, a road surface adhesion parameter, a steering wheel change parameter, or a loss-of-control duration of the vehicle in a pendulum out-of-control state.

[0066] The collision risk parameter includes the distance between the vehicle and the obstacle, the relative speed, and the reaction time of the driver, 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, thereby causing the vehicle to enter a pendulum out-of-control state.

[0067] The road surface adhesion parameter is used to describe the friction between the tire of the vehicle and the ground. For example, when the vehicle is running on a wet, icy, or sandy road surface, the tire grip of the vehicle will decrease, and the vehicle is more likely to skid, so the actual yaw rate of the vehicle will increase sharply, thereby causing the vehicle to enter a pendulum out-of-control state.

[0068] The steering wheel change parameter includes the steering wheel turning angle, the steering wheel turning speed, and the steering wheel turning direction. If the driver suddenly turns the steering wheel sharply during driving, the actual yaw rate of the vehicle will increase sharply, thereby 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, the actual yaw angular velocity of the vehicle increases continuously, and the vehicle may roll over.

[0070] In step 202, a comprehensive factor of the vehicle is determined based on the pendulum out-of-control parameter; wherein the comprehensive factor is used to determine the way in which the vehicle exits the pendulum out-of-control state.

[0071] It should be understood that in the case of the vehicle in the pendulum out-of-control state, the pendulum out-of-control parameter will affect the actual yaw angular velocity of the vehicle, however, the actual yaw angular velocity that is too large will cause the vehicle to roll over, which seriously affects the safety of driving. If the vehicle is in the pendulum out-of-control state, the vehicle needs to be controlled 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 affecting the actual yaw angular velocity of the vehicle, it is necessary to determine the comprehensive factor affecting the actual yaw angular velocity of the vehicle according to the pendulum out-of-control parameter.

[0072] The comprehensive factor is used to determine the way in which the vehicle exits the pendulum out-of-control state. The comprehensive factor includes a collision prevention factor, a road adhesion factor, a vehicle risk avoidance factor, and a vehicle out-of-control duration factor. The collision prevention factor is used to describe the risk avoidance demand of the vehicle in the case of collision risk. The road adhesion factor is used to describe the vehicle out-of-control risk. The risk avoidance factor is used to describe the risk avoidance intention of the driver. The out-of-control duration factor is used to describe the out-of-control duration of the vehicle.

[0073] In step 203, if the comprehensive factor is greater than or equal to a first threshold value, the steering assist of the vehicle is adjusted to reduce the influence of the misoperation of the driver 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 steering.

[0074] It should be understood that in the case of the vehicle in the pendulum out-of-control state, the driver will turn the steering wheel of the vehicle to maintain the stability of the vehicle. However, in an emergency, the driver may turn the steering wheel in a panic, and the steering angle of the steering wheel may be too large or too small, which will cause the actual yaw angular velocity of the vehicle to increase more sharply, and the duration of the pendulum out-of-control effect of the vehicle to be longer. In order to avoid the above problems, the steering assist of the vehicle is adjusted.

[0075] The steering assist is used to assist the driver in turning the steering wheel. The auxiliary force is provided by a hydraulic or electric system to save the steering force of the driver in turning the steering wheel.

[0076] The comprehensive factor greater than or equal to the first threshold value indicates that the vehicle is more likely to be in danger, and in this case, if the driver turns the steering wheel in panic, the steering wheel turning angle is large, and the vehicle is easy to lose control, therefore, the steering assist of the vehicle is adjusted to reduce the influence of the driver turning the steering wheel in panic on the vehicle, so that the vehicle can be maintained stable as soon as possible.

[0077] The embodiment of the present application provides a control method of a vehicle, which can be used in the case that the vehicle is in a pendulum out-of-control state, and if the driver turns the steering wheel of the vehicle in panic, the vehicle is easy to roll over, therefore, a parameter capable of influencing the actual yaw angular velocity of the vehicle, that is, a pendulum out-of-control parameter, is acquired, 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, and in the case that the comprehensive factor is greater than or equal to a first threshold value, the steering assist of the vehicle is adjusted to reduce the influence of the misoperation of the driver on the pendulum out-of-control of the vehicle, so that the vehicle can be maintained stable as soon as possible, and the problem of vehicle rollover is avoided.

[0078] Figure 3 is a schematic flowchart of another control method of a vehicle provided by the embodiment of the present application.

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

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

[0081] The steering wheel turning angle request of the vehicle is used to describe the steering intention of the driver. The steering wheel turning angle request includes the steering wheel turning angle, the steering wheel turning speed, the steering wheel turning direction and the like. The actual yaw angular velocity is used to describe the attitude change of the vehicle when turning or swinging laterally. The larger actual yaw angular velocity indicates that the vehicle is likely to be in a pendulum out-of-control state. The lateral angular velocity is used to describe the acceleration generated in the lateral direction of the vehicle. The lateral acceleration is the acceleration generated due to the centrifugal force when the vehicle is turning.

[0082] In some embodiments, in the case that the direction of the actual yaw angular velocity 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 out-of-control state.

[0083] It should be understood that when the vehicle is turning, the vehicle will not only rotate around a vertical axis (resulting in a yaw angular velocity), but also accelerate in the lateral direction (resulting in a lateral acceleration), so the actual yaw angular velocity of the vehicle is consistent with the direction of the lateral acceleration. When the two directions are opposite, it indicates that the actual response of the vehicle deviates seriously from the expectation of the driver. This situation can be caused by failure of the stability control system of the vehicle, abnormality of the suspension system, or insufficient tire grip, etc. However, the failure of the stability control system, the abnormality of the suspension system, or the 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-of-control state when the steering direction of the steering wheel angle request of the vehicle is opposite to the direction of the actual yaw angular velocity 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 to the left, the actual yaw angular velocity of the vehicle is to the right, and then the vehicle actually turns to the right. This situation indicates that the tire of the vehicle slips, or the steering system or the suspension system of the vehicle is abnormal, so that the vehicle cannot turn according to the intention of the driver. That is, this situation is likely to cause the vehicle to be in a pendulum out-of-control state.

[0086] In some embodiments, the vehicle is determined to be in a pendulum out-of-control state when the steering direction of the steering wheel of the vehicle is opposite to the direction of the actual yaw angular velocity, and the steering direction of the steering wheel of the vehicle is opposite to the direction of the lateral acceleration of the vehicle.

[0087] It should be understood that when the steering direction of the steering wheel of the vehicle is opposite to the direction of the actual yaw angular velocity, and the steering direction of the steering wheel of the vehicle is opposite to the direction of the lateral acceleration of the vehicle, it indicates that the steering system or the suspension system of the vehicle is abnormal, so that the vehicle will be in an unstable state, that is, 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 steering wheel angle request of the vehicle, the actual yaw angular velocity of the vehicle, and the lateral acceleration of the vehicle, so that corresponding measures are taken to control the vehicle after the vehicle is in a pendulum out-of-control state, to prevent the vehicle from rolling over.

[0089] In step 302, when the vehicle is in a pendulum out-of-control state, a pendulum out-of-control parameter of the vehicle is obtained, the pendulum out-of-control parameter including a parameter capable of describing an influence on the actual yaw angular velocity of 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 of the vehicle, the more stable the vehicle body. During the driving of the vehicle, if the actual yaw rate of the vehicle increases sharply, the vehicle will appear uncontrolled deviation, oversteer or understeer. Since the pendulum out-of-control parameter includes a parameter capable of describing the actual yaw rate of the vehicle, the pendulum out-of-control parameter of the vehicle is obtained so as to maintain the stability of the vehicle in subsequent operations.

[0091] The pendulum out-of-control parameter of the vehicle 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 time length of the vehicle in a pendulum out-of-control state.

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

[0093] The content of determining the collision risk parameter of the vehicle is described below.

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

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

[0096] In this implementation, whether the vehicle has a collision risk is monitored in real time based on the image sensor and the radar sensor, so as to improve the driving safety.

[0097] The content of determining the road adhesion parameter of the vehicle is described below.

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

[0099]

[0100] wherein 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, and K uTo estimate the constant, a value range of [1, 1.1] is generally taken.

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

[0102] The content of determining the steering wheel change parameter is described below.

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

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

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

[0106] The content of determining the out-of-control duration of the vehicle in the pendulum out-of-control state is described below.

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

[0108] 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 value is a threshold value automatically determined by the electronic control unit. The second threshold value is not limited in the embodiments of the application.

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

[0111] In step 303, the comprehensive factor of the vehicle is determined based on the pendulum out-of-control parameter; and the comprehensive factor is used to determine the way in which the vehicle exits the pendulum out-of-control state.

[0112] It should be understood that since the collision risk parameter, the road adhesion parameter, the steering wheel change parameter or the duration of the vehicle in the state of the pendulum out of control all affect the actual yaw rate of the vehicle, a factor affecting the actual yaw rate of the vehicle needs to be determined according to the pendulum out of control parameter, so as to determine the manner in which the vehicle exits the state of the pendulum out of control according to the factor.

[0113] The following describes the content of determining the comprehensive factor of the vehicle based on the pendulum out of control parameter.

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

[0115] 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 out of control. The risk avoidance factor is used to describe the risk avoidance intention of the driver. The duration of out of control factor is used to describe the duration of the vehicle out of control.

[0116] In this implementation, since the collision risk parameter, the road adhesion parameter, the steering wheel change parameter or the duration of the vehicle in the state of the pendulum out of control all affect the actual yaw rate of the vehicle, the comprehensive factor is determined, so as to comprehensively judge how the pendulum out of control parameter affects the actual yaw rate of the vehicle, so that the vehicle can exit the state of the pendulum out of control more quickly and be maintained stably.

[0117] In order to describe the above implementation in more detail, the following describes the above implementation in several parts.

[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. The greater the collision risk parameter, the greater the probability of collision between the vehicle and the obstacle, and the greater the demand for risk avoidance of the vehicle, so the greater the collision prevention factor.

[0120] The value range of the collision prevention factor is 0-1.

[0121] It should be understood that there are many obstacles around the vehicle during driving. For example, the obstacles include railings, motor vehicles, pedestrians, non-motor vehicles, road signs, and the like. The 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 demand of the vehicle, a collision prevention factor is determined based on the maximum value in 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 demand 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 rollover of the vehicle.

[0122] The second part describes 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 correspondence between the road adhesion parameter and the road adhesion factor. The larger the road adhesion factor is, the greater the friction between the vehicle and the road is, and then the vehicle is not easy to slip or lose control. The smaller the road adhesion factor is, the smaller the friction between the vehicle and the road is, and then the vehicle is easy to slip or lose control.

[0124] The road adhesion factor is in the range of 0-1.

[0125] It should be understood that there are different road surfaces during driving of the vehicle. For example, in winter, icy and snowy road surfaces are easy to appear, in the desert, quicksand road surfaces are easy to appear, and in the wild, mud road surfaces are easy to appear. The road adhesion factors of these road surfaces are different, and the friction between the tires and the road surfaces is different. If the user mis-turns the steering wheel on the road surface with a small road adhesion factor, the tires are easy to slip, the actual yaw angular velocity of the vehicle is increased, and then the vehicle is easy to rollover. In this case, the way to control the vehicle to maintain stability is determined according to the friction between the vehicle and different road surfaces to avoid the risk of rollover of the vehicle.

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

[0127] In some embodiments, the risk avoidance factor of the vehicle is determined based on the correspondence between the steering wheel change parameter and the risk avoidance factor of the vehicle. The larger the steering wheel change parameter is, the greater the direction and speed of the steering wheel input are, and then the greater the risk avoidance intention of the driver is.

[0128] The risk avoidance factor is in the range of 0-1.

[0129] However, in actual application, if the vehicle has been in the state of uncontrolled swing, the driver may turn the steering wheel in panic to avoid the vehicle from losing control, and the direction and speed of the steering wheel input may cause the actual yaw rate of the vehicle to increase faster, thereby causing the vehicle to be more prone to rollover. In this case, a way of controlling the vehicle to maintain stability is determined according to the direction and speed of the steering wheel input by the driver to avoid the risk of the vehicle rolling over.

[0130] The fourth part describes the determination of the uncontrolled duration factor of the vehicle based on the uncontrolled duration.

[0131] In some embodiments, the uncontrolled duration factor of the vehicle is determined based on the correspondence between the uncontrolled duration and the uncontrolled duration factor of the vehicle. The greater the uncontrolled duration factor, the longer the vehicle is in the state of uncontrolled swing, and the greater the risk of the vehicle losing control or rolling over.

[0132] The value of the uncontrolled duration factor ranges from 0 to 1.

[0133] It should be understood that when the vehicle is in the state of uncontrolled swing, the actual yaw rate and the degree of side slip of the vehicle gradually accumulate, increasing the difficulty of recovery control. Even if the driver tries to correct, the larger actual yaw rate may cause the vehicle to continue to deviate from the predetermined trajectory, resulting in the vehicle rolling over. In this case, a way for the vehicle to exit the state of uncontrolled swing is determined according to the uncontrolled duration factor to avoid the problem of the vehicle rolling over.

[0134] The fifth part describes the determination of the comprehensive factor of the vehicle based on the prevention collision factor, the road adhesion factor, the risk avoidance factor, and the uncontrolled duration factor.

[0135] It should be understood that since there are many factors affecting the actual yaw rate of the vehicle, a way to maintain the stability of the vehicle needs to be determined based on multiple factors to increase the safety of the vehicle in driving.

[0136] For example, the factors affecting the actual yaw rate include the prevention collision factor, the road adhesion factor, the risk avoidance factor of the vehicle, and the uncontrolled duration factor of the vehicle. If only the prevention collision factor is considered and the road adhesion factor of the vehicle is not considered, the vehicle may move to avoid obstacles, but due to the small road adhesion factor, the friction between the vehicle and the road is small, and the vehicle is more prone to rollover. Therefore, to avoid the above problems, a comprehensive factor is determined based on the prevention collision factor, the road adhesion factor, the risk avoidance factor of the vehicle, and the uncontrolled duration factor of the vehicle to comprehensively determine the way to maintain the stability of the vehicle.

[0137] In one possible implementation, the first weight is determined based on the prevention collision factor; the second weight is determined based on the road adhesion factor; the third weight is determined based on the risk avoidance factor; the fourth weight is determined based on the out-of-control duration factor; and the comprehensive factor of the vehicle is determined based on the prevention collision 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] The first weight is used to describe the importance of the prevention collision 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 actual applications, in the case that the vehicle is in a pendulum out-of-control state, the prevention collision factor of the vehicle needs to be given priority to ensure the safety of the vehicle, the driver, and the pedestrians, so as to avoid the vehicle from injuring the pedestrians or other vehicles, that is, the first weight of the prevention collision factor is determined to be the maximum value. In the process of driving the vehicle, the second weight of the road adhesion factor is determined to be less than the first weight, considering the influence of the friction between the road and the vehicle on the actual yaw angular velocity of the vehicle. The fourth weight of the out-of-control factor is determined to be less than the second weight, considering the influence of the out-of-control duration of the vehicle in the pendulum out-of-control state on the actual yaw angular velocity of the vehicle. In an emergency, the driver may operate the steering wheel in panic, and if the steering wheel turning angle and the steering wheel turning speed are both large, the vehicle is likely to overturn. Therefore, to reduce the influence of the driver operating the steering wheel in panic, the third weight of the risk avoidance factor of the vehicle is determined to be less than the fourth weight.

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

[0141] Comprehensive factor = first weight * prevention collision 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 prevention collision 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 factor, the sum of the first weight, the second weight, the third weight, and the fourth weight is determined to be 1.

[0144] In this implementation, a first weight is determined based on the collision prevention factor, a second weight is determined based on the road surface 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. Thus, a comprehensive factor is determined based on multiple factors, and then the method of exiting the pendulum out-of-control state is comprehensively evaluated based on the comprehensive factor to avoid the vehicle out of control from 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 the first threshold.

[0146] It should be understood that different values ​​of the composite factor indicate different methods for exiting the pendulum runaway state. A larger composite factor indicates a higher risk of collision with other vehicles. In this case, controlling the vehicle to decelerate could easily lead to a traffic accident. Therefore, it is necessary to determine the vehicle's response to the steering wheel angle request to minimize the difference between the vehicle's actual yaw rate and the target yaw rate carried in the steering wheel angle request, thereby stabilizing the vehicle as quickly as possible. A smaller composite factor indicates a lower risk of collision with other vehicles, requiring the vehicle to decelerate as quickly as possible to maintain stability.

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

[0148] It should be understood that if the comprehensive factor is greater than or equal to the first threshold, it indicates that the risk of collision between the vehicle and other obstacles is relatively high. In this case, the driver will turn the steering wheel to avoid the obstacle. If the driver does not respond to the steering wheel angle request and control the vehicle to decelerate, it is easy to cause a traffic accident. Therefore, it is necessary to determine whether the vehicle responds to the steering wheel angle request in order to reduce the impact of the driver's misoperation on the pendulum loss of control of the vehicle.

[0149] The power steering assists the driver in adjusting the steering wheel. In other words, it reduces the effort required for the driver to turn the steering wheel, making it easier for them to do so.

[0150] It should be understood that in practical applications, when a vehicle is in a pendulum-like out-of-control state, the driver may be in a state of panic, and the driver's action of turning the steering wheel may be a misoperation. However, panicked steering wheel turning will not only fail to control the vehicle and maintain stability, but will also increase the degree of loss of control. In this situation, it is necessary to adjust the vehicle's power steering to reduce the impact of the driver's misoperation on the vehicle's pendulum-like out-of-control state.

[0151] The following explains how to adjust the vehicle's steering assist when the comprehensive factor is greater than or equal to the first threshold.

[0152] In one possible implementation, in a case where the comprehensive factor is greater than or equal to a first threshold value, a resistance coefficient of a steering wheel of the vehicle is determined based on a correspondence between the actual yaw rate and the resistance coefficient of the steering wheel of the vehicle and the actual yaw rate; and an output steering angle of the steering wheel is adjusted based on the resistance coefficient of the steering wheel in response to a steering wheel angle request of the vehicle, so as to reduce an influence of the steering angle of the steering wheel on the pendulum instability of the vehicle.

[0153] The resistance coefficient is used to reduce the steering assist of the steering wheel. That is, the resistance coefficient can increase the resistance of the steering wheel, so that the driver is more difficult to turn the steering wheel. The greater the resistance coefficient, the smaller the steering assist of the steering wheel, so as to reduce the degree of the driver's panic turning of the steering wheel.

[0154] In this implementation, in a case where the comprehensive factor is greater than or equal to a first threshold value, a resistance coefficient of a steering wheel of the vehicle is determined based on a correspondence between the actual yaw rate and the resistance 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 resistance coefficient. That is, even if the driver turns the steering wheel at a large angle in panic, the vehicle can reduce the turning angle of the steering wheel, so as to reduce the influence of the driver's panic operation of the steering wheel on the pendulum instability of the vehicle.

[0155] In order to describe the above-mentioned implementation in more detail, the above-mentioned implementation will be described in the following several parts.

[0156] The first part describes the content of determining the resistance coefficient of the steering wheel of the vehicle based on the correspondence between the actual yaw rate and the resistance coefficient of the steering wheel of the vehicle and the actual yaw rate in a case where the comprehensive factor is greater than or equal to a first threshold value.

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

[0158] The greater the absolute value of the actual yaw rate, the greater the resistance coefficient, and the smaller the steering assist of the steering wheel.

[0159] It should be understood that in a case where the vehicle is in a pendulum instability state, the absolute value of the actual yaw rate can abnormally increase, and the direction of the actual yaw rate can continuously change. Therefore, the absolute value of the actual yaw rate can be used to judge the instability degree of the vehicle, and the resistance coefficient of the steering wheel is determined based on the absolute value of the actual yaw rate, so as to reduce the steering assist based on the resistance coefficient.

[0160] The second part describes that, in response to the steering wheel angle request of the vehicle, the output steering angle of the steering wheel is adjusted based on the resistance coefficient of the steering wheel to reduce the influence of the steering angle of the steering wheel on the pendulum instability of the vehicle.

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

[0162] For example, the steering wheel angle request of the vehicle carries a steering wheel steering angle of 300°, and the resistance coefficient of the steering wheel is 0.8. The steering force of the steering wheel is reduced, so that the output steering angle of the vehicle in response to the steering wheel is 240°, so as to reduce the influence of the driver's misoperation on the pendulum instability of the vehicle.

[0163] It should be understood that in actual application, the rear wheel of the vehicle can also assist the vehicle to maintain stability, and therefore the rear wheel is used to determine that the vehicle exits the pendulum instability state.

[0164] In a possible implementation, when the comprehensive factor is greater than or equal to the first threshold value, the steering angle of the rear wheel of the vehicle is adjusted to improve the response of the vehicle 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 the first threshold value, the steering angle of the front wheel of the vehicle is determined based on the steering angle of the steering wheel of the vehicle, and the steering angle of the rear wheel of the vehicle is adjusted based on the steering angle of the front wheel of the vehicle.

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

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

[0169] In this embodiment, 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 the pendulum out-of-control state, the rear wheel steering angle of the vehicle is relied on to ensure that the vehicle recovers to stable as soon as possible, so as to increase the driving safety of the vehicle.

[0170] It should be understood that if the rear wheel steering angle of the vehicle is adjusted and the vehicle still does not exit the pendulum out-of-control state, it means that the actual yaw angular velocity of the vehicle is large, so that the vehicle is controlled to slow down to avoid causing the vehicle to be out of control or overturn at high speed.

[0171] In a possible embodiment, it is determined 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, the motor output torque of the vehicle is reduced; and when there is no difference between the actual yaw angular velocity and the target yaw angular velocity 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 driving the vehicle.

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

[0173] In this embodiment, when the rear wheel steering angle of the vehicle is adjusted and the vehicle still does not exit the pendulum out-of-control state, the motor output torque of the vehicle is reduced to slow down the vehicle and control the vehicle to stop as soon as possible to avoid endangering the safety of the driver.

[0174] In order to describe the above-mentioned embodiments in more detail, the above-mentioned embodiments will be described in the following parts.

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

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

[0177] It should be understood that the difference between the absolute value of the actual yaw angular velocity and the absolute value of the target yaw angular velocity 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 the difference between the absolute value of the actual yaw angular velocity and the absolute value of the target yaw angular velocity indicates that the vehicle has exited the pendulum out-of-control state, that is, the vehicle has entered a safe state.

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

[0179] In some embodiments, in the case that 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 the state of pendulum out of control, the second preset torque being less than the motor torque.

[0180] The second preset torque is a torque automatically determined by the electronic control unit. The embodiments of the application do not limit the second preset torque. For example, the second preset torque can be 0 Nm.

[0181] It should be understood that if the vehicle has not exited the state of pendulum out of control after the vehicle is controlled to decelerate, the current situation is very urgent, and therefore the vehicle is controlled to brake to avoid causing the vehicle to be out of control or overturn in high-speed driving.

[0182] In a possible implementation, it is determined again whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle; and in the case that there is a difference between the actual yaw rate and the target yaw rate of the vehicle, the vehicle is controlled to brake in response to the operation of stepping on the brake pedal of the vehicle to control the vehicle to exit the state of pendulum out of control.

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

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

[0185] In this implementation, in the case that the vehicle is still in the state of pendulum out of control, the vehicle is controlled to brake to decelerate, thereby avoiding the vehicle driving in the state of pendulum out of control all the time and ensuring the driving safety of the driver.

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

[0187] It should be understood that the case that there is no 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 expected state of the driver, that is, the vehicle has exited the state of pendulum out of control.

[0188] Step 306, in the case that 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 the smaller the comprehensive factor, the smaller the risk of collision between the vehicle and other vehicles, and the vehicle is controlled to decelerate as soon as possible to maintain the stability of the vehicle.

[0190] It should be understood that the actual yaw angular velocity of the vehicle affects the stability of the vehicle. Among them, 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 angular 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 one possible implementation, the yaw acceleration of the vehicle is obtained, and whether to reduce the motor output torque of the vehicle is determined based on the yaw acceleration.

[0192] In some embodiments, in the case that 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 the pendulum out-of-control state, and the second preset torque is less than the motor torque.

[0193] It should be understood that the yaw acceleration of the vehicle being less than or equal to the third threshold indicates that the lateral acceleration of the vehicle is 0, at which time the vehicle may be in a balanced state but the vehicle still has not exited the pendulum out-of-control state, and any operation will cause the vehicle to lose control again, so the vehicle needs to be controlled to decelerate to avoid the vehicle entering the pendulum out-of-control state again.

[0194] Among them, the third threshold is a threshold value automatically determined by the electronic control unit. The third threshold is not limited in the embodiments of the application. For example, the third threshold can be 0.

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

[0196] In some embodiments, in the case that the yaw acceleration of the vehicle is greater than the third threshold, the steering assist of the vehicle is adjusted to reduce the influence of the misoperation of the driver on the pendulum out-of-control of the vehicle.

[0197] It can be understood that the specific implementation of adjusting the steering assist of the vehicle can be referred to the related description of the foregoing step 305, which will not be repeated here.

[0198] In this implementation, the vehicle's yaw acceleration is acquired, and based on this yaw acceleration, it is determined whether to reduce the vehicle's motor output torque. In other words, vehicle stability is monitored based on the vehicle's yaw acceleration to prevent rollover.

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

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

[0201] The vehicle's requests include requests for steering wheel angle adjustment, braking, and acceleration.

[0202] In some embodiments, after the vehicle exits the pendulum malfunction state, the vehicle's steering assist is adjusted with a preset gradient so that the vehicle responds smoothly to the vehicle's requests.

[0203] In other words, after the vehicle exits the pendulum out-of-control state, the steering assist assists the driver in turning the steering wheel, thereby saving the driver the steering effort required to turn the steering wheel.

[0204] This application provides a vehicle control method that determines whether a vehicle is in a pendulum runaway state based on the vehicle's steering wheel angle request, actual yaw rate, and lateral acceleration. When a vehicle is in a pendulum runaway state, if the driver panics and turns the steering wheel, the vehicle is prone to overturning. Therefore, pendulum runaway parameters are obtained, including parameters describing the actual yaw rate affecting the vehicle. A comprehensive factor for the vehicle is determined based on these pendulum runaway parameters; this comprehensive factor is used to determine how the vehicle exits the pendulum runaway state. It is determined whether the comprehensive factor is greater than or equal to a first threshold. If the comprehensive factor is greater than or equal to the first threshold, the vehicle's steering assist is adjusted to reduce the impact of driver error on the vehicle's pendulum runaway state; this steering assist describes the steering force required when the vehicle is turning. If the comprehensive factor is less than the first threshold, the vehicle's motor output torque is reduced to maintain vehicle stability. In other words, based on the importance of each parameter affecting the vehicle's actual yaw rate, different ways to exit the pendulum runaway state are determined in order to reduce the impact of driver error on the vehicle's pendulum runaway state.

[0205] Figure 4 This is a schematic diagram of a vehicle control device provided in an embodiment of this application.

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

[0207] The acquisition module 401 is configured to acquire a pendulum out-of-control parameter of the vehicle in a case where the vehicle is in a pendulum out-of-control state, the pendulum out-of-control parameter including a parameter capable of describing an actual yaw rate of the vehicle;

[0208] The determination module 402 is 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 the pendulum out-of-control state.

[0209] The adjustment module 403 is configured to adjust a steering assist of the vehicle in a case where the comprehensive factor is greater than or equal to a first threshold value, so as to reduce an influence of a misoperation of the driver on the pendulum out-of-control of the vehicle; wherein the steering assist is used to describe a steering force required by the vehicle when steering.

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

[0211] The determination module 402 is configured to determine a collision prevention factor of the vehicle based on the collision risk parameter, the collision prevention factor being used to describe a risk avoidance demand of the vehicle.

[0212] The determination module 402 is configured to determine a road adhesion factor of the vehicle based on the road adhesion parameter, the road adhesion factor being used to describe a risk of the vehicle out of control.

[0213] The determination module 402 is configured to determine a risk avoidance factor of the vehicle based on the steering wheel change parameter, the risk avoidance factor being used to describe a risk avoidance intention of the driver.

[0214] The determination module 402 is configured to determine a risk out-of-control duration factor of the vehicle based on the out-of-control duration, the risk out-of-control duration factor being used to describe a risk out-of-control duration of the vehicle.

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

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

[0217] The determination module 402 is configured to determine a first weight based on the collision prevention factor, the first weight being used to describe an importance degree of the collision prevention factor.

[0218] The determination module 402 is configured to determine a second weight based on the road adhesion factor, the second weight being used to describe an importance degree of the road adhesion factor.

[0219] The determination module 402 is configured to determine a third weight based on the risk avoidance factor, the third weight being used to describe an importance degree of the risk avoidance factor.

[0220] The determining module 402 is configured to determine a fourth weight based on the out-of-control duration factor, the fourth weight being used to describe an importance degree of the out-of-control duration factor.

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

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

[0223] The determining resistance coefficient module is configured to, in a case where the comprehensive factor is greater than or equal to a first threshold value, determine a resistance coefficient of a steering wheel of the vehicle based on a correspondence between the actual yaw rate and the resistance coefficient of the steering wheel and the actual yaw rate.

[0224] The adjusting module 403 is configured to, in response to a steering wheel angle request of the vehicle, adjust an output steering angle of the steering wheel based on the resistance coefficient of the steering wheel, so as to reduce an influence of a steering angle of the steering wheel on the pendulum out-of-control of the vehicle.

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

[0226] The adjusting module 403 is configured to, in a case where the comprehensive factor is greater than or equal to a first threshold value, adjust a rear wheel steering angle of the vehicle, so as to improve a response of the vehicle to a steering angle of the steering wheel of the vehicle.

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

[0228] The determining difference module is configured to determine whether there is a difference between the actual yaw rate and a target yaw rate of the vehicle, the target yaw rate being a yaw rate carried by a steering wheel angle request of the vehicle.

[0229] The control module is configured to, in a case where there is a difference between the actual yaw rate and the target yaw rate of the vehicle, reduce a motor output torque of the vehicle.

[0230] The determining exit module is configured to, in a case where there is no difference between the actual yaw rate and the target yaw rate of the vehicle, determine that the vehicle exits a pendulum out-of-control state.

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

[0232] The determining difference module is configured to determine again whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle.

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

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

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

[0236] Figure 5 FIG. 1 is a structural schematic diagram of a vehicle provided by an embodiment of the present application.

[0237] As shown in FIG. 5, the vehicle 500 includes a memory 501 and a processor 502, wherein the memory 501 stores executable program code 503, and the processor 502 is configured to invoke and execute the executable program code 503 to perform a control method of a vehicle. Figure 5

[0238] In addition, an apparatus is also protected by the present application, which can include a memory and a processor, wherein the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform a control method of a vehicle provided by an embodiment of the present application.

[0239] The present embodiment can divide the apparatus into functional modules according to the above method examples, for example, each functional module can be corresponding, or two or more functions can be integrated in one processing module, and the integrated module can be realized in the form of hardware. It should be noted that the division of modules in the present embodiment is illustrative, and is only a logical function division, and another division mode can be used in actual implementation.

[0240] When each functional module is divided according to each function, the apparatus can further include a difference determination module, a control module, a resistance coefficient determination module, and the like. It should be noted that all related contents of each step involved in the above method embodiments can be referred to the function description of the corresponding functional module, and will not be repeated here.

[0241] It should be understood that the apparatus provided by the present embodiment is used to execute the above control method of a vehicle, and thus can achieve the same effect as the above implementation method.

[0242] When the integrated unit is used, the apparatus can include a processing module and a storage module. When the apparatus is applied to a vehicle, the processing module can be used to control and manage the action of the vehicle. The storage module can be used to support the vehicle to execute related program code and the like. ​

[0243] The processing module can be a processor or a controller, which can implement or execute various exemplary logical blocks, modules, and circuits shown in conjunction with the disclosure of the present application. The processor can also be a combination of computing functions, such as one or more microprocessor combinations, digital signal processing (DSP) and microprocessor combinations, etc. The storage module can be a memory.

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

[0245] The embodiments also provide a computer-readable storage medium having computer program codes stored therein, which, when executed on a computer, cause the computer to perform the above-mentioned related method steps to implement the control method of the vehicle provided by the above embodiments.

[0246] The embodiments also provide a computer program product, which, when executed on a computer, causes the computer to perform the above-mentioned related steps to implement the control method of the vehicle provided by the above embodiments.

[0247] The device, computer-readable storage medium, computer program product or chip provided by the embodiments are used to execute the corresponding methods provided above, so the beneficial effects they can achieve can refer to the beneficial effects of the corresponding methods provided above, which will not be repeated here.

[0248] Through the description of the above embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the above-mentioned division of functional modules is taken as an example for illustration. In actual application, the above-mentioned functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0249] In the embodiments of the present disclosure, it should be understood that the disclosed apparatus and method can be implemented in other ways. For example, the apparatus embodiments described above are merely schematic, and the division of the modules or units is merely a logical function division. In actual implementation, another division manner can be adopted, for example, a plurality of units or components can be combined or integrated into another apparatus, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, apparatuses or units, and can be electrical, mechanical or in other forms.

[0250] The above merely describes specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present disclosure, which should be covered by the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: When a vehicle is in a pendulum out-of-control state, the pendulum out-of-control parameters of the vehicle are obtained. The pendulum out-of-control parameters include parameters that can describe the actual yaw rate of the vehicle. The pendulum out-of-control parameters include the collision risk parameters of the vehicle, the road surface 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 collision prevention factor of the vehicle is determined based on the collision risk parameters, and the collision prevention factor is used to describe the risk avoidance needs of the vehicle. The road surface adhesion parameters are used to determine the road surface adhesion factor of the vehicle, which is used to describe the risk of the vehicle losing control. The vehicle's risk avoidance factor is determined based on the steering wheel change parameters, and the risk avoidance factor is used to describe the driver's risk avoidance intention. The out-of-control duration factor of the vehicle is determined based on the out-of-control duration, and the out-of-control duration factor is used to describe the out-of-control duration of the vehicle. A first weight is determined based on the collision prevention factor, a second weight is determined based on the road surface 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. The sum of the first weight, the second weight, the third weight, and the fourth weight is set to 1. A comprehensive factor for the vehicle is determined based on the collision prevention factor, the road surface adhesion factor, the hazard avoidance factor, and the runaway duration factor. This comprehensive factor is used to determine the method by which the vehicle exits the pendulum runaway state. The comprehensive factor is equal to the first weight. The collision prevention factor + the second weight The road surface adhesion factor + the third weight The risk aversion factor + the fourth weight (1-The out-of-control duration factor); If 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 error on the vehicle's pendulum loss of control; wherein, the steering assist is used to describe the steering force required by the vehicle when turning.

2. The method according to claim 1, characterized in that, 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 surface adhesion factor; the third weight is used to describe the importance of the hazard avoidance factor; and the fourth weight is used to describe the importance of the out-of-control duration factor. The comprehensive factor for determining the vehicle based on the collision prevention factor, the road surface adhesion factor, the hazard avoidance factor, and the loss-of-control duration factor includes: The comprehensive factor of the vehicle is determined based on the collision prevention factor, the first weight, the road surface adhesion factor, the second weight, the hazard avoidance factor, the third weight, the out-of-control duration factor, and the fourth weight.

3. 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: If the comprehensive factor is greater than or equal to the first threshold, the drag coefficient of the steering wheel is determined based on the correspondence between the actual yaw rate and the drag coefficient of the vehicle's steering wheel, as well as the actual yaw rate. In response to a steering wheel angle request from the vehicle, the output steering angle of the steering wheel is adjusted based on the drag coefficient of the steering wheel to reduce the impact of the steering wheel angle on the pendulum runaway of the vehicle.

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: 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 wheel angle.

5. The method according to claim 4, 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 process includes: Determine whether there is a difference between the actual yaw rate and the target yaw rate of the vehicle; wherein, the target yaw rate is the yaw rate requested by the steering wheel angle of the vehicle; If there is a difference between the actual yaw rate and the target yaw rate, reduce the motor output torque of the vehicle; If there is no difference between the actual yaw rate and the target yaw rate, the vehicle is determined to have exited the pendulum runaway state.

6. The method according to claim 5, characterized in that, When there is a difference between the actual yaw rate and the requested steering wheel angle of the vehicle, after reducing the motor output torque of the vehicle, the following steps are included: It is determined again whether there is a difference between the actual yaw rate and the target yaw rate; When there is a difference between the actual yaw rate and the target yaw rate, the vehicle is controlled to brake in response to the depressing of the brake pedal, so that the vehicle exits the pendulum runaway state.

7. The method according to claim 1, characterized in that, The method further includes: If the overall factor is less than a first threshold, the motor output torque of the vehicle is reduced to maintain the stability of the vehicle.

8. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the pendulum runaway parameters of the vehicle when the vehicle is in a pendulum runaway state. The pendulum runaway parameters include parameters that can describe the actual yaw rate of the vehicle, including the collision risk parameters of the vehicle, the road surface adhesion parameters of the vehicle, the steering wheel change parameters of the vehicle, and the runaway duration of the vehicle in the pendulum runaway state. The determination module is used to: determine a collision prevention factor for the vehicle based on the collision risk parameters, wherein the collision prevention factor describes the vehicle's risk avoidance needs; determine a road adhesion factor for the vehicle based on the road adhesion parameters, wherein the road adhesion factor describes the vehicle's risk of loss of control; determine a risk avoidance factor for the vehicle based on the steering wheel change parameters, wherein the risk avoidance factor describes the driver's risk avoidance intention; determine a loss of control duration factor for the vehicle based on the loss of control duration, wherein the loss of control duration factor describes the duration of the loss of control; determine a first weight based on the collision prevention factor, a second weight based on the road adhesion factor, a third weight based on the risk avoidance factor, and a fourth weight based on the loss of control duration factor, and set the sum of the first weight, the second weight, the third weight, and the fourth weight to 1; and determine a comprehensive factor for the vehicle based on the collision prevention factor, the road adhesion factor, the risk avoidance factor, and the loss of control duration factor, wherein the comprehensive factor is used to determine the method by which the vehicle exits the pendulum loss of control state, and the comprehensive factor = the first weight. The collision prevention factor + the second weight The road surface adhesion factor + the third weight The risk aversion factor + the fourth weight (1-The out-of-control duration factor); 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, so as to reduce the impact of driver misoperation on the pendulum loss of the vehicle; wherein the steering assist is used to describe the steering force required by the vehicle when turning.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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