Vehicle control method and device

Abstract

The embodiment of the invention provides a vehicle control method and device. In the running process of the ADS of the vehicle, a first actual whole vehicle state parameter and a first target whole vehicle state parameter are obtained, the first target whole vehicle state parameter is a target whole vehicle state parameter output by the ADS of the vehicle in the first control period, and the first actual whole vehicle state parameter is an actual whole vehicle state parameter, corresponding to the first control period, of the vehicle; and when the first actual whole vehicle state parameter and the first target whole vehicle state parameter meet the first condition, the actual whole vehicle state parameter of the vehicle is adjusted according to the difference value between the first actual whole vehicle state parameter and the first target whole vehicle state parameter. According to the scheme, the whole vehicle state parameters of the vehicle are self-adaptively adjusted in the automatic driving process of the vehicle, so that the direction of the vehicle does not have step change, the activation time of the ESC can be delayed, the take-over time of a driver is prolonged, and the stability and safety of vehicle driving are further improved.

Description

Technical Field

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

[0002] With the development of autonomous driving technology, vehicles with autonomous driving capabilities are becoming more and more popular. Autonomous driving technology relies on the collaboration of computer vision, radar, cameras and global positioning systems, allowing vehicles to achieve autonomous driving without the need for active human operation.

[0003] At present, automated driving systems (ADS) cannot timely identify changes in road conditions (especially the road adhesion coefficient) through sensors such as radar and cameras. When a vehicle is driving on complex road conditions (such as slippery roads, flooded roads, and icy roads), the control parameters requested by ADS may not match the actual road conditions, causing abnormal vehicle driving conditions. For example, when a vehicle is driving on a high-speed curve or a low-adhesion curve, an unreasonable steering angle requested by ADS will cause the vehicle's tires to have a side slip angle, which in turn causes the vehicle to deviate laterally.

[0004] In these situations, the vehicle's electronic stability control (ESC) function will be activated. As the ESC function is activated, ADS will exit and switch to manual takeover. If the driver fails to take over the vehicle in time or takes over the vehicle when the vehicle is unstable, it is very likely to cause a traffic accident, seriously affecting the life and property safety of the driver, passengers and pedestrians.

[0005] How to improve the stability and safety of vehicle driving is a technical problem that needs to be solved urgently. Summary of the invention

[0006] A vehicle control method and device provided in an embodiment of the present application are used to improve the stability and safety of vehicle driving.

[0007] In a first aspect, a vehicle control method is provided, which can be applied to a vehicle or a chip in the vehicle (such as a control device) or a cloud server of the vehicle. Taking the method applied to the control device of a vehicle as an example, the method includes: during the operation of the ADS of the vehicle, obtaining a first actual vehicle state parameter and a first target vehicle state parameter, the first target vehicle state parameter being the target vehicle state parameter output by the ADS of the vehicle in the first control period, and the first actual vehicle state parameter being the actual vehicle state parameter of the vehicle corresponding to the first control period; when the first actual vehicle state parameter and the first target vehicle state parameter meet a first condition, adjusting the actual vehicle state parameter of the vehicle according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter.

[0008] It can be understood that when the target vehicle state parameters output by ADS do not match the actual road conditions, the difference between the first actual vehicle state parameters and the first target vehicle state parameters is large, which will cause the ESC function to be activated, ADS to exit and switch to manual takeover.

[0009] In the embodiment of the present application, when ADS is running, by obtaining a first actual vehicle state parameter and a first target vehicle state parameter, when the first actual vehicle state parameter and the first target vehicle state parameter meet a first condition, the actual vehicle state parameter of the vehicle is adjusted according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter, thereby realizing adaptive adjustment of the vehicle state parameters during the automatic driving of the vehicle, so that the direction of the vehicle does not change in a step manner, and the time for ESC to be activated can be delayed, which increases the time for the driver to take over, thereby improving the stability and safety of vehicle driving.

[0010] In a possible design, the first actual vehicle state parameter includes a first actual yaw rate ω1, and the first target vehicle state parameter includes a first target yaw rate ωo. The first condition includes: the first actual yaw rate ω1 and the first target yaw rate ωo have the same direction, and the numerical difference between the first actual yaw rate ω1 and the first target yaw rate ωo exceeds a first threshold.

[0011] In this way, the vehicle's oversteering tendency can be detected and the vehicle can be adjusted according to the degree of oversteering, which can slow down or even eliminate the oversteering tendency, thereby delaying the time when ESC is activated and increasing the time for the driver to take over.

[0012] In a possible design, the first actual vehicle state parameter includes: the first actual yaw rate ω1, the first actual center of mass sideslip angle β1; the first target vehicle state parameter includes: the first target yaw rate ωo, the first target center of mass sideslip angle βo. The first condition includes: the first actual yaw rate ω1 and the first target yaw rate ωo have the same direction, the numerical difference between the first actual yaw rate ω1 and the first target yaw rate ωo is less than the second threshold, and the absolute value of the first actual center of mass sideslip angle β1 is greater than the absolute value of the first target center of mass sideslip angle βo.

[0013] In this way, the understeer tendency of the vehicle can be detected and the vehicle status parameters can be adjusted according to the degree of understeer, which can slow down or even eliminate the understeer tendency, thereby delaying the time when ESC is activated and increasing the time for the driver to take over.

[0014] In a possible design, when the first actual vehicle state parameter and the first target vehicle state parameter meet the first condition, a prompt message can also be output through the human-computer interaction interface of the vehicle to indicate that the vehicle steering is abnormal.

[0015] For example, when the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo are in the same direction and the numerical difference between the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo exceeds a first threshold, first information is output, and the first information is used to indicate that the vehicle has an oversteering tendency.

[0016] For example, when: the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo are in the same direction, the numerical difference between the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo is less than the second threshold, and the absolute value of the first actual center of mass sideslip angle β1 is greater than the absolute value of the first target center of mass sideslip angle βo, the second information is output, and the second information is used to indicate that the vehicle has an understeer tendency.

[0017] In this way, the driver can be reminded of abnormal vehicle steering, thereby improving the safety of vehicle driving.

[0018] In one possible design, adjusting the actual vehicle state parameters of the vehicle may specifically be adjusting the rate of change of the steering wheel angle of the vehicle.

[0019] In this way, by adjusting the rate of change of the vehicle's turning angle, the direction of the vehicle will not change in a step manner, and the implementation method is simple and has high reliability.

[0020] In a possible design, when a second actual vehicle state parameter and a second target vehicle state parameter can also be obtained, the second target vehicle state parameter is the target vehicle state parameter output by the vehicle's ADS in the second control period, and the second actual vehicle state parameter is the actual vehicle state parameter of the vehicle corresponding to the second control period; when the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition, the driving torque and / or braking torque of the vehicle is adjusted; wherein the second condition includes: ADS exits and the vehicle is not manually driven, or, ADS exits and the vehicle's ESC is started and the vehicle is not manually driven; the second actual vehicle state parameter is used to indicate the state of the vehicle after ADS exits.

[0021] In this way, by adjusting the vehicle's driving torque and / or braking torque, the vehicle can be controlled to be in a stable deceleration or braking state, providing safety protection for the driver to take over the vehicle after ADS exits, avoiding traffic accidents, and protecting the life and property safety of the driver, passengers, pedestrians, etc.

[0022] In one possible design, the second actual vehicle state parameter includes the second actual yaw angular velocity ω2, and the second target vehicle state parameter includes the second target yaw angular velocity ωo'; the third condition includes: the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' have the same direction, and the numerical difference between the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' exceeds the third threshold.

[0023] In this way, it is possible to adjust the vehicle's driving torque and / or braking torque when the vehicle oversteers, thereby avoiding safety risks caused by vehicle oversteer after ADS exits.

[0024] In one possible design, the second actual vehicle state parameters include: a second actual yaw angular velocity ω2, and a second actual sideslip angle of the center of mass β2; the second target vehicle state parameters include: a second target yaw angular velocity ωo', and a second target sideslip angle of the center of mass βo'; the third condition includes: the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' have the same direction, the numerical difference between the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' is less than a fourth threshold, and the absolute value of the second actual sideslip angle β2 is greater than the absolute value of the second target sideslip angle βo'.

[0025] In this way, when the vehicle understeers, the driving torque and / or braking torque of the vehicle can be adjusted to avoid safety risks caused by vehicle understeer after ADS exits.

[0026] In one possible design, the second actual vehicle state parameter includes the second actual yaw angular velocity ω2, and the second target vehicle state parameter includes the second target yaw angular velocity ωo'; the third condition includes: the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' are in opposite directions, and the numerical difference between the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' exceeds the fifth threshold.

[0027] In this way, the driving torque and / or braking torque of the vehicle can be adjusted when the vehicle reverses, avoiding safety risks caused by the reverse steering of the vehicle after the ADS is exited.

[0028] In a possible design, the second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the third condition includes: an absolute value of the second actual yaw angular velocity ω2 exceeds a sixth threshold.

[0029] In this way, the driving torque and / or braking torque of the vehicle can be adjusted when the vehicle spins violently, thereby avoiding safety risks caused by the vehicle spinning violently after the ADS is exited.

[0030] In one possible design, adjusting the driving torque and / or braking torque of the vehicle includes: reducing the driving torque of the vehicle; when the distance between the vehicle and the obstacle is less than a safe distance, adjusting the braking torque of the vehicle according to the distance between the vehicle and the obstacle.

[0031] In this way, the driving torque of the vehicle is first reduced (to achieve deceleration). If the distance between the vehicle and the obstacle is less than the safe distance (that is, driving according to the reduced driving torque will collide with the obstacle), the braking torque is further adjusted to avoid the vehicle colliding with the obstacle, thereby further improving the safety of vehicle driving.

[0032] In a possible design, adjusting the driving torque of the vehicle includes: reducing the driving torque of the vehicle and keeping the steering angle of the vehicle unchanged.

[0033] In this way, the vehicle can be decelerated or stopped stably without changing its direction, further improving the safety of vehicle driving.

[0034] In a possible design, when the vehicle is manually driven, adjustment of the driving torque and / or braking torque of the vehicle is stopped.

[0035] In this way, the vehicle's adaptive adjustment can be stopped after manual takeover of the vehicle, avoiding the safety risks caused by the conflict between vehicle adaptive adjustment and manual control, and further improving the safety of vehicle driving.

[0036] In a possible design, when one or more of the following conditions are met, it is determined that the vehicle is manually driven:

[0037] receiving a first operation, the first operation being used to indicate that the vehicle is manually driven;

[0038] The travel of the brake pedal of the vehicle exceeds a seventh threshold value and lasts for a first time period, and the change rate of the brake pedal of the vehicle exceeds an eighth threshold value and lasts for a second time period;

[0039] The travel of the accelerator pedal of the vehicle exceeds a ninth threshold value and lasts for a third time period, and the change rate of the accelerator pedal of the vehicle exceeds a tenth threshold value and lasts for a fourth time period;

[0040] The steering wheel angle of the vehicle reaches an eleventh threshold and lasts for a fifth period of time.

[0041] In this way, it is possible to detect whether the vehicle has been taken over manually in a timely, accurate and comprehensive manner.

[0042] In a second aspect, a vehicle control method is provided, which can be applied to a vehicle or a chip in the vehicle (such as a control device) or a cloud server of the vehicle. Taking the method applied to the control device of a vehicle as an example, the method includes: obtaining a second actual vehicle state parameter and a second target vehicle state parameter, the second target vehicle state parameter being the target vehicle state parameter output by the vehicle's automatic driving function ADS in the second control period, and the second actual vehicle state parameter being the actual vehicle state parameter of the vehicle corresponding to the second control period; when the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition, adjusting the driving torque and / or braking torque of the vehicle; wherein the second condition includes: ADS exits and the vehicle is not manually driven, or ADS exits and the vehicle's ESC is started and the vehicle is not manually driven; the second actual vehicle state parameter is used to indicate the state of the vehicle after ADS exits.

[0043] In a possible design, the second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the second target vehicle state parameter includes a second target yaw angular velocity ωo'; the third condition includes: the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' have the same direction, and the numerical difference between the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' exceeds a third threshold; or,

[0044] The second actual vehicle state parameters include: a second actual yaw rate ω2, a second actual center of mass sideslip angle β2; the second target vehicle state parameters include: a second target yaw rate ωo', a second target center of mass sideslip angle βo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' is less than a fourth threshold, and the absolute value of the second actual center of mass sideslip angle β2 is greater than the absolute value of the second target center of mass sideslip angle βo'; or,

[0045] The second actual vehicle state parameter includes a second actual yaw rate ω2, and the second target vehicle state parameter includes a second target yaw rate ωo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' are in opposite directions, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a fifth threshold; or,

[0046] The second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the third condition includes: an absolute value of the second actual yaw angular velocity ω2 exceeds a sixth threshold.

[0047] In one possible design, adjusting the driving torque and / or braking torque of the vehicle includes: reducing the driving torque of the vehicle; when the distance between the vehicle and the obstacle is less than a safe distance, adjusting the braking torque of the vehicle according to the distance between the vehicle and the obstacle.

[0048] In a possible design, adjusting the driving torque of the vehicle includes: reducing the driving torque of the vehicle and keeping the steering angle of the vehicle unchanged.

[0049] In a possible design, when the vehicle is manually driven, adjustment of the driving torque and / or braking torque of the vehicle is stopped.

[0050] In a possible design, when one or more of the following conditions are met, it is determined that the vehicle is manually driven:

[0051] receiving a first operation, the first operation being used to indicate that the vehicle is manually driven;

[0052] The travel of the vehicle's brake pedal exceeds a seventh threshold value and lasts for a first time period, and the change rate of the vehicle's brake pedal exceeds an eighth threshold value and lasts for a second time period;

[0053] The travel of the accelerator pedal of the vehicle exceeds a ninth threshold value and lasts for a third time period, and the change rate of the accelerator pedal of the vehicle exceeds a tenth threshold value and lasts for a fourth time period;

[0054] The steering wheel angle of the vehicle reaches an eleventh threshold and lasts for a fifth period of time.

[0055] In a third aspect, a control device is provided, the device comprising a module or unit or technical means for executing the method described in the first aspect or any possible implementation of the first aspect,

[0056] Exemplarily, the device may include:

[0057] A detection module, used for obtaining a first actual vehicle state parameter and a first target vehicle state parameter during operation of the automatic driving function ADS of the vehicle, wherein the first target vehicle state parameter is a target vehicle state parameter output by the ADS of the vehicle in the first control period, and the first actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the first control period;

[0058] The processing module is used to adjust the actual vehicle state parameter of the vehicle according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter when the first actual vehicle state parameter and the first target vehicle state parameter meet the first condition.

[0059] In a possible design, the first actual vehicle state parameter includes a first actual yaw angular velocity ω1, and the first target vehicle state parameter includes a first target yaw angular velocity ωo; the first condition includes: the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo have the same direction, and the numerical difference between the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo exceeds a first threshold; or,

[0060] The first actual vehicle state parameters include: a first actual yaw angular velocity ω1, and a first actual sideslip angle β1 of the center of mass; the first target vehicle state parameters include: a first target yaw angular velocity ωo, and a first target sideslip angle βo of the center of mass; the first condition includes: the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo have the same direction, the numerical difference between the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo is less than a second threshold, and the absolute value of the first actual sideslip angle β1 of the center of mass is greater than the absolute value of the first target sideslip angle βo of the center of mass.

[0061] In one possible design, the processing module is also used to: when the first actual vehicle state parameter and the first target vehicle state parameter meet the first condition, control the human-computer interaction interface of the vehicle to output prompt information to indicate that the vehicle steering is abnormal.

[0062] In one possible design, the processing module is specifically used to adjust the rate of change of the steering wheel angle of the vehicle when adjusting the actual vehicle state parameters of the vehicle.

[0063] In one possible design, the detection module is also used for: when obtaining a second actual vehicle state parameter and a second target vehicle state parameter, the second target vehicle state parameter is the target vehicle state parameter output by the vehicle's ADS in the second control period, and the second actual vehicle state parameter is the actual vehicle state parameter of the vehicle corresponding to the second control period; the processing module is also used for: when the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition, adjusting the driving torque and / or braking torque of the vehicle; wherein the second condition includes: ADS exits and the vehicle is not manually driven, or ADS exits and the vehicle's ESC is started and the vehicle is not manually driven; the second actual vehicle state parameter is used to indicate the state of the vehicle after ADS exits.

[0064] In a possible design, the second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the second target vehicle state parameter includes a second target yaw angular velocity ωo'; the third condition includes: the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' have the same direction, and the numerical difference between the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' exceeds a third threshold; or,

[0065] The second actual vehicle state parameters include: a second actual yaw rate ω2, a second actual center of mass sideslip angle β2; the second target vehicle state parameters include: a second target yaw rate ωo', a second target center of mass sideslip angle βo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' is less than a fourth threshold, and the absolute value of the second actual center of mass sideslip angle β2 is greater than the absolute value of the second target center of mass sideslip angle βo'; or,

[0066] The second actual vehicle state parameter includes a second actual yaw rate ω2, and the second target vehicle state parameter includes a second target yaw rate ωo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' are in opposite directions, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a fifth threshold; or,

[0067] The second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the third condition includes: an absolute value of the second actual yaw angular velocity ω2 exceeds a sixth threshold.

[0068] In one possible design, when adjusting the driving torque and / or braking torque of the vehicle, the processing module is specifically used to: reduce the driving torque of the vehicle; when the distance between the vehicle and the obstacle is less than the safe distance, adjust the braking torque of the vehicle according to the distance between the vehicle and the obstacle.

[0069] In a possible design, when adjusting the driving torque of the vehicle, the processing module is specifically used to: reduce the driving torque of the vehicle and keep the steering wheel angle of the vehicle unchanged.

[0070] In a possible design, the processing module is further used to stop adjusting the driving torque and / or braking torque of the vehicle when the vehicle is driven manually.

[0071] In a possible design, the processing module is further configured to: determine that the vehicle is manually driven when one or more of the following conditions are satisfied:

[0072] receiving a first operation, the first operation being used to indicate that the vehicle is manually driven;

[0073] The travel of the vehicle's brake pedal exceeds a seventh threshold value and lasts for a first time period, and the change rate of the vehicle's brake pedal exceeds an eighth threshold value and lasts for a second time period;

[0074] The travel of the accelerator pedal of the vehicle exceeds a ninth threshold value and lasts for a third time period, and the change rate of the accelerator pedal of the vehicle exceeds a tenth threshold value and lasts for a fourth time period;

[0075] The steering wheel angle of the vehicle reaches an eleventh threshold and lasts for a fifth period of time.

[0076] In a fourth aspect, a control device is provided, the device comprising a module or unit or technical means for executing the method described in the second aspect or any possible implementation of the second aspect,

[0077] Exemplarily, the device may include:

[0078] A detection module, used to obtain a second actual vehicle state parameter and a second target vehicle state parameter, where the second target vehicle state parameter is a target vehicle state parameter output by the automatic driving function ADS of the vehicle in the second control period, and the second actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the second control period;

[0079] A processing module is used to adjust the driving torque and / or braking torque of the vehicle when the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition; wherein the second condition includes: ADS exits and the vehicle is not manually driven, or ADS exits and the vehicle's ESC is activated and the vehicle is not manually driven; the second actual vehicle state parameter is used to indicate the state of the vehicle after ADS exits.

[0080] In a possible design, the second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the second target vehicle state parameter includes a second target yaw angular velocity ωo'; the third condition includes: the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' have the same direction, and the numerical difference between the second actual yaw angular velocity ω2 and the second target yaw angular velocity ωo' exceeds a third threshold; or,

[0081] The second actual vehicle state parameters include: a second actual yaw rate ω2, a second actual center of mass sideslip angle β2; the second target vehicle state parameters include: a second target yaw rate ωo', a second target center of mass sideslip angle βo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' is less than a fourth threshold, and the absolute value of the second actual center of mass sideslip angle β2 is greater than the absolute value of the second target center of mass sideslip angle βo'; or,

[0082] The second actual vehicle state parameter includes a second actual yaw rate ω2, and the second target vehicle state parameter includes a second target yaw rate ωo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' are in opposite directions, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a fifth threshold; or,

[0083] The second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the third condition includes: an absolute value of the second actual yaw angular velocity ω2 exceeds a sixth threshold.

[0084] In one possible design, when adjusting the driving torque and / or braking torque of the vehicle, the processing module is specifically used to: reduce the driving torque of the vehicle; when the distance between the vehicle and the obstacle is less than the safe distance, adjust the braking torque of the vehicle according to the distance between the vehicle and the obstacle.

[0085] In a possible design, when adjusting the driving torque of the vehicle, the processing module is specifically used to: reduce the driving torque of the vehicle and keep the steering wheel angle of the vehicle unchanged.

[0086] In a possible design, the processing module is further used to stop adjusting the driving torque and / or braking torque of the vehicle when the vehicle is driven manually.

[0087] In a possible design, the processing module is further configured to: determine that the vehicle is manually driven when one or more of the following conditions are satisfied:

[0088] receiving a first operation, the first operation being used to indicate that the vehicle is manually driven;

[0089] The travel of the vehicle's brake pedal exceeds a seventh threshold value and lasts for a first time period, and the change rate of the vehicle's brake pedal exceeds an eighth threshold value and lasts for a second time period;

[0090] The travel of the accelerator pedal of the vehicle exceeds a ninth threshold value and lasts for a third time period, and the change rate of the accelerator pedal of the vehicle exceeds a tenth threshold value and lasts for a fourth time period;

[0091] The steering wheel angle of the vehicle reaches an eleventh threshold and lasts for a fifth period of time.

[0092] In a fifth aspect, a control device is provided, comprising a processor, wherein the processor is coupled to a memory: the processor is used to execute a computer program or instruction stored in the memory, so that the control device executes the method described in the first aspect and any possible implementation method of the first aspect.

[0093] In a sixth aspect, a vehicle is provided, comprising a control device as described in the third aspect or any possible design of the third aspect; or, comprising a control device as described in the fourth aspect or any possible design of the fourth aspect.

[0094] In the seventh aspect, a computer-readable storage medium is provided, comprising computer program instructions. When the computer program instructions are executed by a computer, the processor executes the method described in the first aspect or any possible design of the first aspect, or the processor executes the method described in the second aspect or any possible design of the second aspect.

[0095] In an eighth aspect, a computer program product comprising instructions is provided, which, when executed by a processor, causes the computer to execute a method as described in the first aspect or any possible design of the first aspect, or causes the computer to execute a method as described in the second aspect or any possible design of the second aspect.

[0096] Based on the implementations provided in the above aspects, the embodiments of the present application can be further combined to provide more implementations.

[0097] For the technical effects that can be achieved by the above-mentioned second to eighth aspects, please refer to the description of the technical effects that can be achieved by the corresponding design scheme in the above-mentioned first aspect, and this application will not repeat them here. BRIEF DESCRIPTION OF THE DRAWINGS

[0098] Figure 1 Provide a schematic diagram of an application scenario for an embodiment of the present application;

[0099] Figure 2 A possible schematic diagram of a vehicle structure provided in an embodiment of the present application;

[0100] Figure 3 A flow chart of a vehicle control method provided in an embodiment of the present application;

[0101] Figure 4 A flowchart of another vehicle control method provided in an embodiment of the present application;

[0102] Figure 5 A flowchart of another vehicle control method provided in an embodiment of the present application;

[0103] Figure 6 A schematic diagram of the cooperation between the control device and the execution device;

[0104] Figure 7 This is a comparison chart of braking effects;

[0105] Figure 8 A schematic diagram of the structure of a control device provided in an embodiment of the present application;

[0106] Fig. 9 A schematic diagram of the structure of another control device provided in an embodiment of the present application;

[0107] Fig.10 A schematic diagram of the structure of another control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0108] In the description of the embodiments of the present application, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features.

[0109] In the description of the embodiments of the present application, "and / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent three situations: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. At least one referred to in the present application refers to one or more; multiple refers to two or more. In addition, it should be understood that in the description of the present application, words such as "first" and "second" are only used to distinguish the purpose of description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order. The embodiments of the present application will be described in detail below in conjunction with the accompanying drawings.

[0110] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings.

[0111] See also Figure 1 , provides a schematic diagram of an application scenario for an embodiment of the present application, and the scenario may specifically be a scenario such as automated driving (AD) or assisted driving. In the scenario, a vehicle 100 is included. In a possible implementation, the application scenario may also include a cloud server 200, and the vehicle 100 and the cloud server 200 may communicate via a network. In one embodiment, the cloud server 200 may also be implemented by a virtual machine.

[0112] Some or all functions of the vehicle 100 are controlled by its own computing platform 150 (or computer system). The computing platform 150 may include at least one processor 151, which can execute instructions 153 stored in a non-transitory computer-readable medium such as a memory 152. In some embodiments, the computing platform 150 can also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner. The processor 151 can be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 can also include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on chip (SoC), an application specific integrated circuit (ASIC), or a combination thereof.

[0113] The vehicle 100 has a chassis stability control (electronic stability controller, ESC) function, which can be specifically provided by an ESC system. The ESC system is an active safety system of the vehicle, which is a further extension of the functions of the vehicle's antilock brake system (ABS) and traction control system (TCS). On this basis, a yaw rate sensor, a lateral acceleration sensor and a steering wheel angle sensor are added when the vehicle is turning. The driving force and braking force of the front and rear wheels and the left and right wheels are controlled by the electronic control unit to ensure the lateral stability of the vehicle.

[0114] Optionally, the vehicle 100 may be a car, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawn mower, an amusement vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, a train, etc., which is not particularly limited in the embodiments of the present application. In a possible implementation, the vehicle 100 may be a new energy vehicle, including an electric vehicle, such as a two-wheel drive electric vehicle or a four-wheel drive electric vehicle, which is not limited in the embodiments of the present application.

[0115] It should be noted that Figure 1The scenario shown is only an example. In addition to vehicles, the technical solution provided in the embodiments of the present application can also be applied to any other terminal device with automatic driving function. For example, the terminal device can be an intelligent device with automatic driving capability, including but not limited to: smart home devices, such as sweeping robots, etc.; intelligent transportation equipment, such as cars, trains, vans, trucks, etc.; intelligent manufacturing equipment, such as robots, industrial equipment, intelligent logistics, intelligent factories, etc.

[0116] Figure 1 The structure of the vehicle should not be understood as a limitation to the embodiments of the present application.

[0117] The vehicle control method of the embodiment of the present application can be implemented by a control device in the vehicle, and the control device can be an independent device or a Figure 1 The chip or component in the vehicle 100 shown may also be a software module. The software module may be deployed on the relevant on-board equipment of the vehicle 100, such as the intelligent driving domain control unit (e.g., mobile data center (MDC)) of the computing platform 150 integrated in the aforementioned vehicle 100, or the vehicle control unit (VCU), or the vehicle domain control unit (VDC), or the motor control unit (MCU), or deployed on the control unit of other components of the vehicle. The embodiment of the present application does not limit the product form and deployment method of the control device.

[0118] Figure 2 A possible structural diagram of a vehicle 100 is shown. The vehicle 100 may include a sensing device, a control device, and an execution device.

[0119] See also Figure 2 As shown, the control device (equivalent to Figure 2 Taking the vehicle control decision in the vehicle control decision) integrated in the MDC / VCU / VDC / MCU of the vehicle as an example, the control device can interact with the cloud server or other modules in the vehicle to implement the vehicle control solution of the embodiment of the present application. An integrated brake system (IBS) can be deployed in the control device, and the vehicle control solution of the embodiment of the present application can be specifically implemented by the IBS.

[0120] Exemplarily, MDC / VDC / VCU / MCU can collect the target vehicle state parameters and actual vehicle state parameters of the vehicle, wherein the target vehicle state parameters are the vehicle state parameters that the vehicle's ADS output requires the vehicle to achieve, and the actual vehicle state parameters are the vehicle state parameters actually achieved by the vehicle; MDC / VDC / VCU / MCU can determine whether it is necessary to adjust the actual vehicle state parameters of the vehicle based on the target vehicle state parameters and the actual vehicle state parameters, and adjust the actual vehicle state parameters of the vehicle when necessary, such as controlling the execution parameters of related execution devices, thereby assisting in controlling the safe driving of the vehicle to ensure the smoothness and comfort of the vehicle's driving.

[0121] Exemplarily, the MDC / VDC / VCU / MCU can be directly or indirectly connected to at least one sensor included in the vehicle's perception device, and obtain corresponding perception information through the at least one sensor, and obtain actual vehicle status parameters of the vehicle based on the obtained perception information.

[0122] Sensors may include but are not limited to: Figure 2 Not all are shown): speed sensor, acceleration sensor, angular velocity sensor, roll angle sensor, steering wheel sensor, steering angle sensor, accelerator pedal position sensor, brake pedal position sensor, gear position sensor, driving mode sensor, visual sensor (such as camera), lidar or millimeter wave radar, etc.

[0123] The actuator may be an actuator unit corresponding to the vehicle's braking system, drive system or steering system, including but not limited to a steering control unit (such as a steering wheel), a power control unit (such as an accelerator pedal or a drive electrode), a braking control unit (such as a brake pedal), a body control unit, etc.

[0124] Understandably, Figure 2 In the figure, the bidirectional arrows between different modules are only used to indicate that the corresponding modules can communicate with each other, and do not limit any communication method or information format. The MDC / VDC / VCU / MC can use different communication methods or information formats to communicate with different modules, and the MDC / VDC / VCU / MC can also have a protocol conversion or format conversion function, which is not limited in the embodiments of the present application. Figure 2 The other modules in the vehicle shown in the figure are only examples, and the dotted box only indicates that the corresponding module is an optional module and may not be included in the vehicle. Figure 2 The modules shown may also include Figure 2 Other modules other than those shown, or Figure 2Some modules in the figure are replaced with other modules not shown, which will not be described here. In some designs, the vehicle's sensor system can also be integrated into any one of the MDC, VCU or VDC or MCU, or the VCU or VDC or MCU can also be integrated into the MDC. The embodiments of the present application do not limit the product form or integration method of different modules of the vehicle.

[0125] See also Figure 3 , which is a flow chart of a vehicle control method provided in an embodiment of the present application, and the method can be applied to Figure 1 and Figure 2 The method can be executed by a control device of the vehicle (specifically, an IBS in the control device). The method includes:

[0126] S31. During the ADS operation of the vehicle, a first actual vehicle state parameter and a first target vehicle state parameter are obtained.

[0127] In specific implementation, ADS can control the vehicle according to the control cycle. Among them, a control cycle can be understood as the length of time from when the vehicle outputs a target vehicle state parameter once to when it outputs a sub-target vehicle state parameter next time. Optionally, the control cycle is a fixed value, such as 10ms or 20ms, etc.; or, the value of the control cycle can vary. For ease of description, the embodiment of the present application takes the control cycle as a fixed value as an example, that is, the ADS can periodically control the vehicle according to a set time interval.

[0128] The first target vehicle state parameter is the target vehicle state parameter output by the vehicle's ADS in any control cycle. For ease of description, the embodiment of the present application takes the first target vehicle state parameter as the target vehicle state parameter output by the vehicle's ADS in the first control cycle as an example.

[0129] It can be understood that after the ADS outputs the target vehicle state parameters, the execution device in the vehicle will perform operations according to the execution parameters corresponding to the target vehicle state parameters.

[0130] The first actual vehicle state parameter is the actual vehicle state parameter of the vehicle corresponding to the first control cycle. Specifically, the first actual vehicle state parameter is the actual vehicle state parameter of the vehicle obtained after the execution device in the vehicle performs an operation according to the execution parameter corresponding to the first target vehicle state parameter. The first actual vehicle state parameter corresponds to the control result of the ADS on the vehicle in the first control cycle. The acquisition time of the first actual vehicle state parameter can be within the first control cycle or after the end of the first control cycle, and this application does not impose any restrictions.

[0131] The vehicle state parameters in the embodiments of the present application may be parameters related to the driving stability of the vehicle, or parameters related to the steering state of the vehicle. For example, the vehicle state parameters may include, but are not limited to, a combination of one or more of yaw rate, center of mass sideslip angle, driving speed, wheel speed, motor speed, longitudinal (lateral) acceleration, steering wheel angle, heading angle, accelerator pedal opening information, brake pedal opening information, gear position, driving mode, road mode, etc.

[0132] In a specific example, the first actual vehicle state parameter includes a first actual yaw angular velocity ω1, and the first target vehicle state parameter includes a first target yaw angular velocity ωo.

[0133] In another specific example, the first actual vehicle state parameter includes: a first actual yaw angular velocity ω1, and a first actual sideslip angle of the center of mass β1; the first target vehicle state parameter includes: a first target yaw angular velocity ωo, and a first target sideslip angle of the center of mass βo.

[0134] S32: When the first actual vehicle state parameter and the first target vehicle state parameter meet the first condition, the actual vehicle state parameter of the vehicle is adjusted according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter.

[0135] In general, the target vehicle state output by ADS matches the actual road conditions, and after the execution unit performs the corresponding operation, the actual vehicle state parameters of the vehicle can reach or approach the target vehicle state parameters. When the vehicle is driving on complex road conditions (such as slippery roads, flooded roads, and icy and snowy roads), ADS does not determine the target vehicle state parameters based on the road adhesion coefficient or the accurate road adhesion coefficient, and the target vehicle state output by ADS does not match the actual road conditions. Then, after the execution unit performs the corresponding operation, the actual vehicle state parameters of the vehicle differ from the target vehicle state parameters or the difference is large.

[0136] In the embodiment of the present application, the first condition is used to characterize a situation where there is a difference or a large difference between the actual vehicle state parameters of the vehicle and the target vehicle state parameters.

[0137] In a possible design, the first condition may be that the vehicle has an oversteering tendency. Exemplarily, the first condition may include: the first actual yaw rate ω1 and the first target yaw rate ωo have the same direction, and the numerical difference between the first actual yaw rate ω1 and the first target yaw rate ωo exceeds a first threshold. For example, the first condition may be: ω1×ωo≥0; (ω1-ωo+τ1)>0. Where τ1 is an offset.

[0138] In another possible design, the first condition may be that the vehicle has an understeering tendency. Exemplarily, the first condition may include: the first actual yaw rate ω1 and the first target yaw rate ωo have the same direction, the numerical difference between the first actual yaw rate ω1 and the first target yaw rate ωo is less than the second threshold, and the absolute value of the first actual center of mass sideslip angle β1 is greater than the absolute value of the first target center of mass sideslip angle βo. For example, the first condition may be: (ω1-ωo+τ2)<0; ω1×ωo≥0; |β1|>|β o |. Where τ2 is the offset.

[0139] Of course, the above designs are only examples. In actual situations, the first condition may also be implemented in other specific ways.

[0140] The specific implementation of adjusting the actual vehicle state parameter of the vehicle according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter may be to adjust the execution parameter of the execution device. The execution device includes but is not limited to a steering unit (such as a steering wheel), a power unit (such as a throttle or a drive electrode, etc.), a braking unit (such as a brake pedal), etc. For example, the steering angle or the rate of change of the steering wheel angle (or the wheel angle or the rate of change of the wheel angle) is adjusted. The difference between the adjusted actual vehicle state parameter and the first target vehicle state parameter is less than the difference between the first actual vehicle state parameter and the first target vehicle state parameter, or, the difference between the target vehicle state parameter and the actual vehicle state parameter corresponding to the next control cycle is less than the difference between the first actual vehicle state parameter and the first target vehicle state parameter, so that the direction of the vehicle does not change in a step manner.

[0141] In the above scheme, when the first actual vehicle state parameter and the first target vehicle state parameter meet the first condition, the control device of the vehicle adjusts the actual vehicle state parameter of the vehicle according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter, thereby realizing adaptive adjustment of the vehicle state parameter of the vehicle during the automatic driving process of the vehicle, reducing the difference between the actual vehicle state parameter of the vehicle and the target vehicle state parameter, so that the direction of the vehicle will not change in a step. Compared with the vehicle state parameter of the vehicle controlled only by ADS, the embodiment of the present application can make the driving state of the vehicle more stable, and can also delay the time when ESC is activated, increase the time for the driver to take over, and thus improve the stability and safety of vehicle driving.

[0142] In a possible design, when the first actual vehicle state parameter and the first target vehicle state parameter meet the first condition, a prompt message can be output through the human-machine interface of the vehicle, and the prompt message is used to indicate that the vehicle is turning abnormally. In a possible implementation, the control device can send an instruction to the vehicle body control unit, so that the vehicle body control unit outputs the prompt message on the human-machine interface according to the instruction.

[0143] Exemplarily, when the vehicle has an oversteering tendency, the first information is output through the human-machine interface of the vehicle, and the first information is used to indicate that the vehicle has an oversteering tendency. Similarly, when the vehicle has an understeering tendency, the second information is output through the human-machine interface of the vehicle, and the second information is used to indicate that the vehicle has an understeering tendency.

[0144] The human-computer interaction interface is, for example, a vehicle display screen, a vehicle audio system, etc. The specific implementation form of the first information or the second information can be text, image, voice, vibration, etc., which is not limited in this application.

[0145] In this way, the driver can be reminded in time when the vehicle has an oversteer or understeer tendency, so that the driver can pay attention to the status of the vehicle and prepare to take over the vehicle when the ADS exits ESC and is activated, further improving the safety of vehicle driving.

[0146] See also Figure 4 , is a flow chart of another vehicle control method provided in an embodiment of the present application. The method can be applied to Figure 1 and Figure 2 The method can be executed by a control device of the vehicle (specifically, an IBS in the control device). The method includes:

[0147] S41, obtaining a second actual vehicle state parameter and a second target vehicle state parameter.

[0148] The second actual vehicle state parameter is used to indicate the actual vehicle state of the vehicle after ADS exits. Optionally, the second actual vehicle state is an actual vehicle state parameter obtained by the control device after ADS exits, reflecting the vehicle state of the vehicle after ADS exits.

[0149] The second target vehicle state parameter is the target vehicle state parameter output by the ADS in the second control cycle. In some embodiments, the second control cycle is the control cycle in which the ADS exits, or the previous control cycle of the control cycle in which the ADS exits, etc. The second actual vehicle state parameter is the actual vehicle state parameter of the vehicle corresponding to the second control cycle.

[0150] For the relevant definitions of target vehicle state parameters, actual vehicle state parameters, control cycle, etc., please refer to the introduction in S31, which will not be repeated here.

[0151] In a specific example, the second actual vehicle state parameter includes a second actual yaw rate ω2. Optionally, the second actual vehicle state parameter also includes a second actual center of mass sideslip angle β2.

[0152] Correspondingly, the second target vehicle state parameter includes a second target yaw angular velocity ω2'. Optionally, the second target vehicle state parameter also includes a second target center of mass sideslip angle β2'.

[0153] S42: When the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition, adjust the driving torque and / or braking torque of the vehicle.

[0154] The second condition includes: ADS exit. In a specific example, the second condition may be that ADS exits and the vehicle is not manually driven, or that ADS exits and the electronic stability control function ESC of the vehicle is activated and the vehicle is not manually driven.

[0155] The third condition is used to characterize a situation where there is a difference or a large difference between the actual vehicle state parameters of the vehicle and the target vehicle state parameters.

[0156] In a possible design, the third condition may be vehicle oversteering. Exemplarily, the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a third threshold. For example, the third condition may be expressed as: (ω2-ωo')>0, ω2×ωo'≥0.

[0157] In a possible design, the third condition may be vehicle understeering. Exemplarily, the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' is less than a fourth threshold, and the absolute value of the second actual center of mass slip angle β2 is greater than the absolute value of the second target center of mass slip angle βo'. For example, (ω2-ωo')<0, ω2×ωo'≥0, |β2|>|β o '|.

[0158] In a possible design, the third condition may be that the vehicle is turning in the opposite direction. Exemplarily, the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' are in opposite directions, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds the fifth threshold. For example, (ω2-ωo')>0, ω2×ωo'<0.

[0159] In a possible design, the third condition may be a violent steering of the vehicle (abbreviated as violent steering). Exemplarily, the third condition includes: the absolute value of the second actual yaw angular velocity ω2 exceeds the sixth threshold. Specifically, for example, |ω2|>P, P represents the sixth threshold, and P is greater than 0.

[0160] Of course, the above four designs are only examples and are not limited to them.

[0161] In a possible design, when the second actual vehicle state parameter and / or the second target vehicle state parameter meet the third condition, the vehicle is controlled to decelerate or stop stably. In specific implementation, the vehicle can be decelerated or stopped stably by adjusting the execution parameters of the brake control unit and / or the execution parameters of the power control unit.

[0162] The execution parameter of the braking control unit is, for example, the braking torque. The driving torque refers to the torque that drives the wheel to rotate. In practical applications, the driving torque can also be called driving torque or other names, which are not limited in the embodiments of the present application.

[0163] The execution parameters of the power control unit are, for example, driving torque. The braking torque refers to the torque generated by the brake, which reduces the rotation speed of the wheel and eventually slows down the vehicle until it stops; when driving downhill, it keeps the vehicle at an appropriate stable speed; in addition, it can also make the vehicle stop reliably in place or on a ramp. In practical applications, the braking torque can also be called wheel brake pressure or other names, which are not limited in the embodiments of the present application.

[0164] Adjusting the driving torque may be to reduce the driving torque, thereby causing the vehicle to decelerate or stop stably; adjusting the braking torque may be to increase the braking torque, thereby causing the vehicle to decelerate or stop stably.

[0165] Optionally, in order to ensure the driving stability of the vehicle during deceleration, the steering wheel angle of the vehicle is kept unchanged when adjusting the driving torque of the vehicle.

[0166] In a specific example, the driving torque of the vehicle can be reduced first. If the vehicle can be stopped safely by reducing the driving torque of the vehicle, the braking torque of the vehicle may not be adjusted; if the vehicle cannot be stopped safely by only reducing the driving torque of the vehicle, for example, there is an obstacle in the direction of the vehicle's travel, the braking torque of the vehicle can be adjusted according to the distance between the vehicle and the obstacle. Specifically, the distance between the vehicle and the obstacle is obtained; when the distance between the vehicle and the obstacle is less than the safe distance, the braking torque of the vehicle is adjusted according to the distance between the vehicle and the obstacle. Among them, the safe distance is the shortest distance required for the vehicle to stop safely when the vehicle is traveling according to the adjusted driving torque.

[0167] The above scheme can control the vehicle to stably decelerate or stop by adjusting the vehicle's driving torque and / or braking torque when ADS is exited and the vehicle is not driven manually, or when ADS is exited and the vehicle's ESC is activated and the vehicle is not driven manually. This achieves adaptive adjustment of the vehicle after ADS exits and before manual takeover, provides safety protection for the driver to take over the vehicle after ADS exits, avoids traffic accidents, and protects the life and property safety of drivers, passengers, pedestrians, etc.

[0168] In one possible design, during the process of adjusting the vehicle's driving torque and / or braking torque, if the vehicle is driven manually (such as the driver taking over the vehicle), the vehicle adaptive adjustment can also be stopped (such as stopping adjusting the vehicle's driving torque and / or braking torque).

[0169] In specific implementation, when one or more of the following conditions are met, it can be determined that the vehicle is manually driven:

[0170] 1) receiving a first operation, where the first operation is used to indicate that the vehicle is manually driven;

[0171] For example, a button is provided on the vehicle, and the driver can touch the button to instruct to stop the execution. Figure 3 or Figure 4 The method shown in the figure, or indicating manual driving, after the vehicle receives the touch operation, it can be determined that the vehicle is taken over by the driver.

[0172] 2) The travel of the vehicle's brake pedal exceeds the seventh threshold and lasts for a first duration, and the change rate of the vehicle's brake pedal exceeds the eighth threshold and lasts for a second duration;

[0173] 3) The travel of the accelerator pedal of the vehicle exceeds the ninth threshold value and lasts for the third time period, and the change rate of the accelerator pedal of the vehicle exceeds the tenth threshold value and lasts for the fourth time period;

[0174] 4) The steering wheel angle of the vehicle reaches the eleventh threshold and lasts for the fifth duration.

[0175] Of course, the above are just examples and are not limited to these.

[0176] In this way, the vehicle's adaptive adjustment can be stopped after manual takeover of the vehicle, avoiding the safety risks caused by the conflict between vehicle adaptive adjustment and manual control, and further improving the safety of vehicle driving.

[0177] It is understandable that the above Figure 3 The method embodiments shown and Figure 4 The method embodiments shown may be implemented separately or in combination with each other, and the embodiments of the present application are not limited thereto.

[0178] A possible combined implementation is: before ADS exits, execute Figure 3 The method shown is to execute after ADS exits. Figure 4 The method shown.

[0179] For the convenience of description, in the embodiments of the present application, Figure 3 The function corresponding to the vehicle control method shown is called the "pre-control" function (i.e. the function of controlling the vehicle before ESC is activated). Figure 4The function corresponding to the vehicle control method shown is called the "process control" function (i.e., the function of controlling the vehicle during the operation of the ESC). "Pre-control" and "process control" can be integrated into the same function, or they can be separated into two functions. In the following, the "pre-control" and "process control" can be integrated into the same function as an example. For the sake of ease of description, the function integrating "pre-control" and "process control" is called the "first function".

[0180] See also Figure 5 , is a flow chart of another vehicle control method provided in an embodiment of the present application, including:

[0181] S50: Start, the vehicle enters the power-on state;

[0182] The power-on state may refer to a state in which the vehicle is started.

[0183] S51: The vehicle enters the normal driving mode;

[0184] Among them, the conventional driving mode may be a driving mode in which the method of the embodiment of the present application is not executed, such as an automatic driving mode.

[0185] S52: The control device determines whether the "first function" is turned on, and if so, enters S53 state;

[0186] Among them, turning on and off the first function can be specifically achieved through a hardware switch or a software switch, which is not limited in the embodiment of the present application.

[0187] S53: The first function is in standby state;

[0188] In the standby state, the "pre-control" function can be activated by the first condition or the "process control" function can be activated by the second and third conditions.

[0189] S54: the control device determines whether the "pre-control" function is activated; if it is activated (for example, the first condition is met), it enters S55; if it is not activated, it returns to S52;

[0190] S55: The control device dynamically adjusts the wheel angle change rate according to the degree of understeering or oversteering;

[0191] S56: The control device determines whether the "process activation" function is activated. If it is activated (for example, the second condition and the third condition are met), it enters S57;

[0192] S57: The control device keeps the wheel angle unchanged and requests the driving torque to be reduced to 0; if the obstacle distance is less than the safety distance, the braking torque is also adjusted according to the obstacle distance;

[0193] S58: The control device determines whether the function exit condition is met, and if so, returns to S51; if not, continues to execute step S56.

[0194] Among them, the exit condition is that the driver takes over the vehicle.

[0195] In specific implementation, when the control device performs the first function, other components of the vehicle need to cooperate, such as the execution device. Figure 6 , an example of cooperation between a control device and an execution device, the method includes:

[0196] S60: Start, the vehicle enters the power-on state;

[0197] S61: The control device determines whether the first function is turned on. If it is turned on, the process proceeds to S62;

[0198] S62: The control device monitors the ADS steering demand;

[0199] For example, monitor the target vehicle status parameters output by ADS.

[0200] S63: The control device determines the state of the vehicle;

[0201] For example:

[0202] (1) Judgment of oversteering trend: ω1×ωo≥0; (ω1-ωo+τ1)>0;

[0203] (2) Judgment of understeering trend: (ω1-ωo+τ2)<0; ω1×ωo≥0; |β1|>|βo|.

[0204] If the vehicle status is any of the above, enter S64:

[0205] S64: The control device dynamically adjusts the wheel change rate and determines to remind the driver according to the degree of understeering or oversteering, and sends the adjustment parameters (wheel change rate, instructions for indicating output of prompt information, etc.) to the corresponding execution device (such as the steering unit, the body control unit, etc.);

[0206] S65: the execution device executes the adjustment, such as the steering control unit performs steering according to the adjusted wheel change rate; at the same time, the body control unit outputs prompt information on the human-machine interaction interface;

[0207] S66: The control device determines the activation and exit status of the ESC and ADS functions; after ESC is activated and ADS is exited, the control device enters S67:

[0208] S67: The control device determines the state of the vehicle;

[0209] For example:

[0210] (1) Oversteering judgment: (ω2-ωo')>0, ω2×ωo'≥0;

[0211] (2) Understeering judgment: (ω2-ωo')<0, ω2×ωo'≥0, |β2|>|βo'|;

[0212] (3) Reverse steering judgment: (ω2-ωo')>0, ω2×ωo'<0;

[0213] (4) Excitation: |ω2|>P.

[0214] If the vehicle status is any of the above, enter S68:

[0215] S68: The control device determines to maintain the current wheel angle, and quickly disconnects the requested driving torque, and sends the adjustment parameters (such as wheel angle, driving torque, etc.) to the corresponding execution device (such as steering control unit, power control unit, etc.);

[0216] S69: the execution device performs adjustment, such as the steering control unit keeps the current wheel angle unchanged, and the power control unit reduces the driving torque to 0;

[0217] S610: The control device detects the distance between the vehicle and the obstacle;

[0218] S611: The control device increases the braking torque according to the obstacle distance, and sends the adjustment parameters (such as the adjusted braking torque, etc.) to the corresponding execution device (such as the braking control unit, etc.);

[0219] S612: The brake control unit brakes according to the adjusted braking torque.

[0220] In a specific example, the control device can control the steering of the vehicle based on formulas (1) and (2):

[0221]

[0222] Among them, δ f It represents the maximum turning angle of the steering wheel under the working condition (or road condition), and the unit is amplitude (rad); m represents the weight of the vehicle, and the unit is kilogram (kg), which is the attribute value of the vehicle; c represents the wheelbase between the front axle and the rear axle of the vehicle, and the unit can be meter (m), which is the attribute value of the vehicle; a represents the distance between the front axle and the center of mass of the vehicle, and the unit is m, which is the attribute value of the vehicle; b represents the distance between the rear axle and the center of mass of the vehicle, and the unit is m, which is the attribute value of the vehicle; c af Represents the front axle lateral stiffness, in N / rad, which is the attribute value of the vehicle; c arrepresents the rear axle lateral stiffness, in N / rad, which is the attribute value of the vehicle; u represents the vehicle speed, in meters per second (m / s), which is the state value of the vehicle; ω m It indicates the maximum yaw rate that the vehicle can withstand under the current working conditions. The unit can be rad / s, which is the state value of the vehicle.

[0223] δ s =i×δ f +τ formula (2)

[0224] Among them, δ s It represents the maximum turning angle of the steering wheel under the current working conditions, in rad; i represents the steering gear ratio, in dimensionless units; τ represents the correction amount, in rad.

[0225] Through the above solution, it is possible to delay the time for ESC to be activated, increase the time for the driver to take over, and ensure that the vehicle is in a stable driving state before manual takeover after ADS exits, thereby improving the stability and safety of vehicle driving.

[0226] For example, Figure 7 This is a comparison chart of braking effect. Figure 7 The middle dashed line is used to indicate the braking effect when the "first function" is not activated, and the solid line is used to indicate the braking effect when the "first function" is activated. It can be seen that the embodiment of the present application can delay the time when ESC is activated, increase the driver's takeover time, and from the start of the ESC function to exit the ADS function to the end of the manual driver taking over the vehicle, the wheel angle will not change in a step. Therefore, it can ensure that the driver has more time to take over the vehicle and that the driver takes over the vehicle when the vehicle is stable.

[0227] The method provided by the embodiment of the present application is introduced above in combination with the accompanying drawings, and the device provided by the embodiment of the present application is introduced below in combination with the accompanying drawings.

[0228] Based on the same technical concept, an embodiment of the present application provides a control device, which includes a module / unit / means for executing the method executed by the vehicle (or the control device in the vehicle) in the above method embodiment. The module / unit / means can be implemented by software, or by hardware, or the corresponding software can be implemented by hardware.

[0229] For example, see Figure 8 , the control device may include: a detection module 801 and a processing module 802.

[0230] The detection module 801 is used to obtain the first actual vehicle state parameter and the first target vehicle state parameter during the operation of the vehicle's automatic driving function ADS. The first target vehicle state parameter is the target vehicle state parameter output by the vehicle's ADS in the first control cycle, and the first actual vehicle state parameter is the actual vehicle state parameter of the vehicle corresponding to the first control cycle; the processing module 802 is used to adjust the actual vehicle state parameter of the vehicle according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter when the first actual vehicle state parameter and the first target vehicle state parameter meet the first condition. And / or,

[0231] A detection module 801 is used to obtain a second actual vehicle state parameter and a second target vehicle state parameter, where the second target vehicle state parameter is a target vehicle state parameter output by the automatic driving function ADS of the vehicle in the second control period, and the second actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the second control period;

[0232] Processing module 802 is used to adjust the driving torque and / or braking torque of the vehicle when the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition; wherein the second condition includes: ADS exits and the vehicle is not manually driven, or ADS exits and the vehicle's electronic stability control function ESC is activated and the vehicle is not manually driven.

[0233] It should be understood that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0234] In some embodiments, the detection module 801 can be specifically used to: obtain information stored in the ADS / brake ECU / vehicle controller VCU (such as the status of the last ignition cycle of the switching function), vehicle instrument information or key input information, driver input information (accelerator pedal travel or change rate, brake pedal travel or change rate, etc.), information collected by the vehicle sensor module (such as wheel speed, vehicle speed, acceleration, etc.), vehicle network module (such as surrounding vehicle information, etc.), information collected by the environmental perception module (such as the presence or absence of obstacles, distance to obstacles, traffic light zebra crossing information, etc.), information output by the ADS (such as target acceleration / deceleration, target driving / braking torque, etc.) and associated ECUs (such as driving torque feedback from the VCU / MCU, steering angle related information feedback from the steering control unit, etc.), and perform fusion processing on these.

[0235] In some embodiments, the processing module 802 may specifically include a determination module 8021, a control module 8022, and an execution module 8023, etc. Fig. 9 shown.

[0236] Exemplarily, the judgment module 8021 may be used to perform the following judgments:

[0237] 1) Standby state start condition of the first function: the first function is turned on and the ADS function is turned on;

[0238] 2) Conditions for the pre-control function to be activated: actual yaw rate, target yaw rate and sideslip angle judgment;

[0239] 3) Conditions for the process control function to be activated: ESC function is activated, ADS is exited, and the driver does not take over;

[0240] 4) Exit condition of the first function: the driver takes over.

[0241] Exemplarily, the control module 8022 may be used to perform the following functions:

[0242] 1) Pre-control: adjust the wheel angle change rate based on understeer trend or oversteer trend;

[0243] 2) Process activation control: keep the wheel angle unchanged, reduce the driving torque, brake the torque according to the distance to the obstacle, etc.

[0244] Exemplarily, the execution module 8023 may be used to execute the following functions:

[0245] 1) Instruct the vehicle body control unit to remind the driver through images, buzzers or vibrations;

[0246] 2) sending the adjusted wheel angle change rate to the steering control unit;

[0247] 3) Sending the adjusted driving torque to the driving control unit, sending the adjusted braking torque to the braking control unit, etc.

[0248] It should be understood that the division of the units in the above device is only a division of logical functions, and in actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated. In addition, the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and instructions are stored in the memory. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the device, wherein the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory inside the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits, and the hardware circuits can be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of some or all of the above units are realized by designing the logical relationship of the components in the circuit; for another example, in another implementation, the hardware circuit can be realized by a programmable logic device (PLD), taking a field programmable gate array (FPGA) as an example, which can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to realize the functions of some or all of the above units. All units of the above devices can be realized in the form of a processor calling software, or in the form of a hardware circuit, or in part by a processor calling software, and the rest by a hardware circuit.

[0249] In the embodiment of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP), etc.; in another implementation, the processor can realize certain functions through the logical relationship of the hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the processor loads a configuration document to implement the process of hardware circuit configuration, which can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (Neural Network Processing Unit, NPU) tensor processing unit (Tensor Processing Unit, TPU), deep learning processing unit (Deep learning Processing Unit, DPU), etc.

[0250] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0251] In addition, all or part of the units in the above device can be integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of each unit of the device. The type of the at least one processor may be different, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0252] In a simple embodiment, those skilled in the art can imagine that the control device in the above embodiment can be used Fig.10 The form shown.

[0253] like Fig.10 The device shown includes at least one processor 910. In an optional design, a memory 920 may also be included.

[0254] The specific connection medium between the processor 910 and the memory 920 is not limited in the embodiment of the present application.

[0255] In such Fig.10 In the device, the processor 910 can call the computer execution instructions stored in the memory 920 so that the device can execute any of the above method embodiments.

[0256] An embodiment of the present application also relates to a chip system, which includes a processor for calling a computer program or computer instructions stored in a memory so that the processor executes the method of any of the above embodiments.

[0257] In a possible implementation manner, the processor may be coupled to the memory through an interface.

[0258] In a possible implementation, the chip system may also directly include a memory, in which a computer program or computer instructions are stored.

[0259] For example, the memory may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct rambus RAM (DRRAM).

[0260] An embodiment of the present application also relates to a processor, which is used to call a computer program or computer instruction stored in a memory so that the processor executes the method described in any of the above embodiments.

[0261] For example, in the embodiment of the present application, the processor is an integrated circuit chip with signal processing capabilities. For example, the processor can be an FPGA, a general-purpose processor, a DSP, an ASIC or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, a system chip (system on chip, SoC), a CPU, a network processor (network processor, NP), a microcontroller (microcontroller unit, MCU), a PLD or other integrated chip, and can implement or execute the methods, steps and logic block diagrams disclosed in the embodiment of the present application. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiment of the present application can be directly embodied as a hardware decoding processor to perform, or the hardware and software modules in the decoding processor are combined and performed. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in a memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

[0262] In a possible implementation, an embodiment of the present application provides a computer-readable storage medium, including computer program instructions. When the computer program instructions are executed by a computer, the processor executes the method of any of the above embodiments.

[0263] In a possible implementation, an embodiment of the present application provides a computer program product including instructions, and when the instructions are executed by a processor, the computer executes the method of any of the above embodiments.

[0264] In a possible implementation, an embodiment of the present application provides a vehicle, comprising any of the above-mentioned devices.

[0265] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0266] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0267] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0268] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0269] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A vehicle control method, characterized in that: include: During the operation of the automatic driving function ADS of the vehicle, a first actual vehicle state parameter and a first target vehicle state parameter are obtained, wherein the first target vehicle state parameter is a target vehicle state parameter output by the ADS of the vehicle in a first control period, and the first actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the first control period; When the first actual vehicle state parameter and the first target vehicle state parameter meet a first condition, the actual vehicle state parameter of the vehicle is adjusted according to a difference between the first actual vehicle state parameter and the first target vehicle state parameter.

2. The method according to claim 1, characterized in that The first actual vehicle state parameter includes a first actual yaw angular velocity ω1, and the first target vehicle state parameter includes a first target yaw angular velocity ωo; the first condition includes: the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo have the same direction, and the numerical difference between the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo exceeds a first threshold; or, The first actual vehicle state parameters include: a first actual yaw angular velocity ω1, and a first actual sideslip angle β1 of the center of mass; the first target vehicle state parameters include: a first target yaw angular velocity ωo, and a first target sideslip angle βo of the center of mass; the first condition includes: the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo have the same direction, the numerical difference between the first actual yaw angular velocity ω1 and the first target yaw angular velocity ωo is less than a second threshold, and the absolute value of the first actual sideslip angle β1 of the center of mass is greater than the absolute value of the first target sideslip angle βo of the center of mass.

3. The method according to claim 1 or 2, characterized in that Also includes: Prompt information is outputted through the human-computer interaction interface of the vehicle, where the prompt information is used to indicate that the vehicle steering is abnormal.

4. The method according to any one of claims 1 to 3, characterized in that: Adjusting the actual vehicle state parameters of the vehicle includes: The rate at which the vehicle's turning angle changes is adjusted.

5. The method according to any one of claims 1 to 4, characterized in that: Also includes: Acquire a second actual vehicle state parameter and a second target vehicle state parameter, wherein the second target vehicle state parameter is a target vehicle state parameter output by the ADS of the vehicle in the second control period, and the second actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the second control period; When the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition, the driving torque and / or braking torque of the vehicle is adjusted; wherein the second condition includes: the ADS is exited and the vehicle is not manually driven, or, the ADS is exited and the electronic stability control function ESC of the vehicle is started and the vehicle is not manually driven; the second actual vehicle state parameter is used to indicate the state of the vehicle after the ADS is exited.

6. The method according to claim 5, characterized in that The second actual vehicle state parameter includes a second actual yaw rate ω2, and the second target vehicle state parameter includes a second target yaw rate ωo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a third threshold; or, The second actual vehicle state parameters include: a second actual yaw rate ω2, a second actual center of mass sideslip angle β2; the second target vehicle state parameters include: a second target yaw rate ωo', a second target center of mass sideslip angle βo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' is less than a fourth threshold, and the absolute value of the second actual center of mass sideslip angle β2 is greater than the absolute value of the second target center of mass sideslip angle βo'; or, The second actual vehicle state parameter includes a second actual yaw rate ω2, and the second target vehicle state parameter includes a second target yaw rate ωo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' are in opposite directions, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a fifth threshold; or, The second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the third condition includes: an absolute value of the second actual yaw angular velocity ω2 exceeds a sixth threshold.

7. The method according to claim 5 or 6, characterized in that The adjusting the driving torque and / or braking torque of the vehicle comprises: reducing the driving torque of the vehicle; When the distance between the vehicle and the obstacle is less than a safe distance, the braking torque of the vehicle is adjusted according to the distance between the vehicle and the obstacle.

8. The method according to any one of claims 5 to 7, characterized in that: The adjusting the driving torque of the vehicle comprises: The driving torque of the vehicle is reduced and the steering angle of the steering wheel of the vehicle is kept unchanged.

9. The method according to any one of claims 5 to 8, characterized in that: The method further comprises: When the vehicle is manually driven, adjustment of the driving torque and / or braking torque of the vehicle is stopped.

10. The method according to claim 9, characterized in that The method further comprises: When one or more of the following conditions are met, it is determined that the vehicle is manually driven: receiving a first operation, wherein the first operation is used to indicate that the vehicle is manually driven; The travel of the brake pedal of the vehicle exceeds a seventh threshold value and lasts for a first time period, and the change rate of the brake pedal of the vehicle exceeds an eighth threshold value and lasts for a second time period; The travel of the accelerator pedal of the vehicle exceeds a ninth threshold value and lasts for a third time period, and the change rate of the accelerator pedal of the vehicle exceeds a tenth threshold value and lasts for a fourth time period; The turning angle of the steering wheel of the vehicle reaches an eleventh threshold and lasts for a fifth period of time.

11. A vehicle control method, characterized in that: include: Acquire a second actual vehicle state parameter and a second target vehicle state parameter, where the second target vehicle state parameter is a target vehicle state parameter output by the automatic driving function ADS of the vehicle in a second control period, and the second actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the second control period; When the second condition is met and the second actual vehicle state parameter and / or the second target vehicle state parameter meets the third condition, the driving torque and / or braking torque of the vehicle is adjusted; wherein the second condition includes: the ADS is exited and the vehicle is not manually driven, or, the ADS is exited and the electronic stability control function ESC of the vehicle is started and the vehicle is not manually driven; the second actual vehicle state parameter is used to indicate the state of the vehicle after the ADS is exited.

12. The method according to claim 11, characterized in that The second actual vehicle state parameter includes a second actual yaw rate ω2, and the second target vehicle state parameter includes a second target yaw rate ωo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a third threshold; or, The second actual vehicle state parameters include: a second actual yaw rate ω2, a second actual center of mass sideslip angle β2; the second target vehicle state parameters include: a second target yaw rate ωo', a second target center of mass sideslip angle βo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' have the same direction, the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' is less than a fourth threshold, and the absolute value of the second actual center of mass sideslip angle β2 is greater than the absolute value of the second target center of mass sideslip angle βo'; or, The second actual vehicle state parameter includes a second actual yaw rate ω2, and the second target vehicle state parameter includes a second target yaw rate ωo'; the third condition includes: the second actual yaw rate ω2 and the second target yaw rate ωo' are in opposite directions, and the numerical difference between the second actual yaw rate ω2 and the second target yaw rate ωo' exceeds a fifth threshold; or, The second actual vehicle state parameter includes a second actual yaw angular velocity ω2, and the third condition includes: an absolute value of the second actual yaw angular velocity ω2 exceeds a sixth threshold.

13. The method according to claim 11 or 12, characterized in that The adjusting the driving torque and / or braking torque of the vehicle comprises: reducing the driving torque of the vehicle; When the distance between the vehicle and the obstacle is less than a safe distance, the braking torque of the vehicle is adjusted according to the distance between the vehicle and the obstacle.

14. The method according to any one of claims 11 to 13, characterized in that: The adjusting the driving torque of the vehicle comprises: The driving torque of the vehicle is reduced and the steering angle of the steering wheel of the vehicle is kept unchanged.

15. The method according to any one of claims 11 to 14, characterized in that: The method further comprises: When the vehicle is manually driven, adjustment of the driving torque and / or braking torque of the vehicle is stopped.

16. The method according to claim 15, characterized in that The method further comprises: When one or more of the following conditions are met, it is determined that the vehicle is manually driven: receiving a first operation, wherein the first operation is used to indicate that the vehicle is manually driven; The travel of the brake pedal of the vehicle exceeds a seventh threshold value and lasts for a first time period, and the change rate of the brake pedal of the vehicle exceeds an eighth threshold value and lasts for a second time period; The travel of the accelerator pedal of the vehicle exceeds a ninth threshold value and lasts for a third time period, and the change rate of the accelerator pedal of the vehicle exceeds a tenth threshold value and lasts for a fourth time period; The turning angle of the steering wheel of the vehicle reaches an eleventh threshold and lasts for a fifth period of time.

17. A control device, characterized in that: include: A detection module, used for obtaining a first actual vehicle state parameter and a first target vehicle state parameter during operation of the automatic driving function ADS of the vehicle, wherein the first target vehicle state parameter is a target vehicle state parameter output by the ADS of the vehicle in a first control period, and the first actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the first control period; A processing module is used to adjust the actual vehicle state parameter of the vehicle according to the difference between the first actual vehicle state parameter and the first target vehicle state parameter when the first actual vehicle state parameter and the first target vehicle state parameter meet a first condition.

18. A control device, characterized in that: include: A detection module, used for obtaining a second actual vehicle state parameter and a second target vehicle state parameter, wherein the second target vehicle state parameter is a target vehicle state parameter output by the automatic driving function ADS of the vehicle in a second control period, and the second actual vehicle state parameter is an actual vehicle state parameter of the vehicle corresponding to the second control period; wherein the second condition includes: the ADS is exited and the vehicle is not manually driven, or the ADS is exited and the electronic stability control function ESC of the vehicle is activated and the vehicle is not manually driven; A processing module, used for adjusting the driving torque and / or braking torque of the vehicle when a second condition is satisfied and the second actual vehicle state parameter and / or the second target vehicle state parameter satisfy a third condition; wherein the second condition includes: the ADS is exited and the vehicle is not manually driven, or the ADS is exited and the electronic stability control function ESC of the vehicle is activated and the vehicle is not manually driven; the second actual vehicle state parameter is used to indicate the state of the vehicle after the ADS is exited.

19. A control device, characterized in that: comprising a processor coupled to a memory: The processor is used to execute the computer program or instructions stored in the memory, so that the device executes the method according to any one of claims 1 to 10, or executes the method according to any one of claims 11 to 16.

20. A vehicle, characterized in that: Comprising the control device according to claim 17, or the control device according to claim 18, or the control device according to claim 19.

21. A computer-readable storage medium, characterized in that: The method comprises computer program instructions. When the computer program instructions are executed by a computer, the processor executes the method according to any one of claims 1 to 10, or the processor executes the method according to any one of claims 11 to 16.

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