Vehicle pivot steering control method and system and vehicle

Abstract

The invention relates to a vehicle pivot steering control method and system and a vehicle, and the method comprises the steps: monitoring vehicle steering information based on vehicle steering monitoring information during vehicle pivot steering; when the vehicle steering information exceeds a threshold value corresponding to the vehicle steering monitoring information, in-situ steering of the vehicle is stopped within preset time, and the vehicle steering information at least comprises the longitudinal acceleration and / or the wheel speed of the vehicle. The method has the effects that effective monitoring is carried out in the in-situ steering process of the vehicle, unexpected longitudinal driving is avoided, and the safety of the in-situ steering function is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and in particular to a control method, system and vehicle for vehicle on-the-spot steering. Background Art

[0002] At present, with the popularization of new vehicle functions and electrification, many functions have been replaced by electronic control instead of mechanical ones, such as the vehicle's on-the-spot U-turn function. This function controls the vehicle's four independent motors through the vehicle controller to achieve the vehicle's on-the-spot U-turn.

[0003] In the related technologies, due to the electronic and electrical properties of the vehicle's on-the-spot U-turn steering system, its systematic failure and random hardware failure will cause abnormal on-the-spot steering function or other faults, unexpected operation, etc., resulting in the driver's failure to promptly and effectively control the vehicle within a limited time, thereby endangering the personal safety of the driver and passengers and road users around the vehicle. The on-the-spot steering function only focuses on the implementation method and principle of the function, and does not make corresponding considerations for the safety of the electronic and electrical functions. Summary of the invention

[0004] The present application is proposed to solve the above-mentioned problem. According to one aspect of the present application, a control method for vehicle steering on the spot is provided, the method comprising: when the vehicle is turning on the spot, monitoring the vehicle steering information based on vehicle steering monitoring information; when the vehicle steering information exceeds a threshold value corresponding to the vehicle steering monitoring information, stopping the vehicle's steering on the spot within a preset time, wherein the vehicle steering information at least includes the longitudinal acceleration and / or wheel speed of the vehicle.

[0005] Exemplarily, the method further includes: acquiring a vehicle-level functional safety target, and obtaining the vehicle steering monitoring information based on the vehicle-level functional safety target, wherein the thresholds corresponding to the vehicle steering monitoring information include at least an acceleration threshold and a speed threshold.

[0006] Exemplarily, the method also includes: collecting the vehicle steering information when the vehicle is turning on the spot: when the vehicle starts to turn on the spot, collecting the first steering information of the vehicle, the first steering information includes a first longitudinal acceleration and / or a first wheel speed; during the vehicle turning on the spot, collecting the second steering information of the vehicle, the second steering information includes a second longitudinal acceleration and / or a second wheel speed.

[0007] Exemplarily, the acceleration threshold includes a first acceleration threshold and a second acceleration threshold, and the speed threshold includes a first speed threshold and a second speed threshold; when the vehicle steering information exceeds the threshold corresponding to the vehicle steering monitoring information, the vehicle's on-the-spot steering is stopped within a preset time, including: when the first longitudinal acceleration is greater than the first acceleration threshold, or the first wheel speed is greater than the first speed threshold, the vehicle's on-the-spot steering is stopped; when the second longitudinal acceleration is greater than the second acceleration threshold, or the second wheel speed is greater than the second speed threshold, the vehicle's on-the-spot steering is stopped.

[0008] Exemplarily, the collecting of vehicle steering information when the vehicle is turning on the spot also includes: when the vehicle ends turning on the spot, collecting the motor speed and the wheel torque, and the vehicle steering monitoring information also includes a speed threshold and a torque threshold; the method also includes: when the motor speed is greater than the speed threshold, or the wheel torque is greater than the torque threshold, stopping the vehicle's turning on the spot.

[0009] Exemplarily, when the vehicle starts to turn in place, the first steering information of the vehicle is collected, including: within a first preset time, continuously collecting the longitudinal acceleration value of the vehicle and using it as the first longitudinal acceleration after filtering; within the first preset time, continuously collecting the wheel speed value of the vehicle and using it as the first wheel speed after filtering.

[0010] Exemplarily, during the process of the vehicle turning on the spot, the second steering information of the vehicle is collected, including: within a second preset time, continuously collecting the longitudinal acceleration value of the vehicle and using it as the second longitudinal acceleration after filtering; within the second preset time, continuously collecting the wheel speed value of the vehicle and using it as the second wheel speed after filtering.

[0011] Exemplarily, the monitoring of the vehicle steering information based on the vehicle steering monitoring information further includes: verifying whether the directions of the wheel speeds of all wheels of the vehicle are consistent, and when the directions of the wheel speeds are inconsistent, stopping the on-the-spot steering of the vehicle.

[0012] According to another aspect of the present application, a control system for vehicle steering on the spot is provided, the system comprising: a processor, the processor being used to monitor the vehicle steering information based on vehicle steering monitoring information when the vehicle is turning on the spot; the processor being also used to generate an execution instruction when the vehicle steering information exceeds a threshold value corresponding to the vehicle steering monitoring information; and a steering mechanism, the steering mechanism being used to stop the vehicle's steering on the spot within a preset time according to the execution instruction.

[0013] Exemplarily, the processor is further used to obtain vehicle steering monitoring information according to vehicle-level functional safety goals, wherein the thresholds corresponding to the vehicle steering monitoring information include at least an acceleration threshold and a speed threshold.

[0014] Exemplarily, the processor obtains the vehicle steering information when the vehicle turns on the spot, including: when the vehicle starts to turn on the spot, collecting the first steering information of the vehicle, the first steering information includes a first longitudinal acceleration and / or a first wheel speed; during the vehicle turning on the spot, collecting the second steering information of the vehicle, the second steering information includes a second longitudinal acceleration and / or a second wheel speed.

[0015] Exemplarily, the acceleration threshold includes a first acceleration threshold and a second acceleration threshold, and the speed threshold includes a first speed threshold and a second speed threshold; when the vehicle steering information exceeds the threshold corresponding to the vehicle steering monitoring information, the vehicle's on-the-spot steering is stopped within a preset time, including: when the first longitudinal acceleration is greater than the first acceleration threshold, or the first wheel speed is greater than the first speed threshold, the processor generates an execution instruction, and the steering mechanism stops the vehicle's on-the-spot steering according to the execution instruction; when the second longitudinal acceleration is greater than the second acceleration threshold, or the second wheel speed is greater than the second speed threshold, the processor generates an execution instruction, and the steering mechanism stops the vehicle's on-the-spot steering according to the execution instruction.

[0016] Exemplarily, the system also includes a motor speed sensor, which is used to collect the motor speed of the vehicle when the vehicle ends turning on the spot, and the processor is also used to obtain the wheel torque of the vehicle; the vehicle steering monitoring information also includes a speed threshold and a torque threshold, and the processor is also used to send an execution instruction to the steering mechanism when the motor speed is greater than the speed threshold, or the wheel torque is greater than the torque threshold, so as to stop the vehicle from turning on the spot.

[0017] Exemplarily, when the vehicle starts to turn on the spot, the processor continuously obtains the longitudinal acceleration value of the vehicle within a first preset time and uses it as the first longitudinal acceleration after filtering; the processor continuously obtains the wheel speed value of the vehicle within the first preset time and uses it as the first wheel speed after filtering; during the vehicle turning on the spot, the processor continuously obtains the longitudinal acceleration value of the vehicle within a second preset time and uses it as the second longitudinal acceleration after filtering; the processor continuously obtains the wheel speed value of the vehicle within the second preset time and uses it as the second wheel speed after filtering.

[0018] Exemplarily, the processor is also used to check whether the directions of the wheel speeds of all wheels of the vehicle are consistent, and when the directions of the wheel speeds are inconsistent, send an execution instruction to the steering mechanism to stop the vehicle from turning on the spot.

[0019] According to another aspect of the present application, a vehicle is provided, on which the above-mentioned vehicle on-the-spot steering control system is provided.

[0020] The control method for turning on the spot of a vehicle in the present application obtains vehicle steering information when the vehicle is turning on the spot, and stops turning on the spot within a preset time after the vehicle steering information exceeds the threshold corresponding to the vehicle steering monitoring information, thereby avoiding unexpected longitudinal travel. Without increasing the system hardware, the method can timely monitor possible unexpected longitudinal travel based on the longitudinal acceleration and wheel speed, reduce possible harm, and improve the safety of the turning on the spot function. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] By describing the embodiments of the present application in more detail in conjunction with the accompanying drawings, the above and other purposes, features and advantages of the present application will become more apparent. The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0022] Figure 1 A flow chart of a vehicle steering control method in the prior art is shown.

[0023] Figure 2 A flow chart of an on-the-spot steering control method in an embodiment of the present application is shown.

[0024] Figure 3 A schematic diagram showing the safety target of the entire vehicle when turning on the spot in an embodiment of the present application is shown.

[0025] Figure 4 A schematic diagram of an FTA fault tree in an embodiment of the present application is shown.

[0026] Figure 5 A schematic diagram of the safety mechanism of an embodiment of the present application is shown.

[0027] Figure 6 A system architecture diagram for implementing the vehicle on-the-spot steering function in an embodiment of the present application is shown.

[0028] Figure 7 A monitoring block diagram of unexpected longitudinal travel during a turn on the spot in an embodiment of the present application is shown.

[0029] Figure 8The architecture diagram of the on-site turning monitoring system in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of the present application more obvious, the example embodiments according to the present application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application, and it should be understood that the present application is not limited to the example embodiments described herein. Based on the embodiments of the present application described in the present application, all other embodiments obtained by those skilled in the art without creative work should fall within the scope of protection of the present application.

[0031] like Figure 1 As shown, a control method for vehicle steering in the prior art is provided, and the control process includes: obtaining a vehicle status signal of the vehicle; determining whether to activate the first auxiliary steering mode according to the vehicle status signal; when the first auxiliary steering mode is in the activated state, obtaining the target torque of each drive motor, wherein the target torque of the drive motor corresponding to the inner wheel when the vehicle is turning is the feedback torque, and the target torque of the drive motor corresponding to the outer wheel when the vehicle is turning is the driving torque; controlling the actual torque of each drive motor to be close to the corresponding target torque until the actual torque of the drive motor is equal to the corresponding target torque, thereby achieving the steering of the vehicle. However, in the process of controlling the vehicle to turn, there is a lack of effective monitoring, which is prone to abnormal or unexpected operation of the in-situ steering function caused by systematic failure and random hardware failure.

[0032] like Figure 2 As shown, an embodiment of the present application provides a method for controlling vehicle turning in situ, the method comprising the following steps:

[0033] S210: When the vehicle is turning in place, monitoring the vehicle steering information based on the vehicle steering monitoring information.

[0034] S220. When the vehicle steering information exceeds a threshold corresponding to the vehicle steering monitoring information, stop the vehicle's on-the-spot steering within a preset time, wherein the vehicle steering information includes at least the vehicle's longitudinal acceleration and / or wheel speed.

[0035] The control method for turning on the spot of a vehicle in the present application obtains the information of the vehicle turning on the spot when the vehicle is turning on the spot, obtains the longitudinal acceleration and wheel speed of the vehicle when turning on the spot, compares the longitudinal acceleration with the acceleration threshold, and compares the wheel speed with the speed threshold. When one of the longitudinal acceleration and the wheel speed exceeds the corresponding threshold, the turning on the spot is stopped within a preset time, which can avoid unexpected longitudinal travel. The method can timely monitor the possible unexpected longitudinal travel according to the longitudinal acceleration and the wheel speed, reduce the possible harm, and improve the safety of the turning on the spot function.

[0036] For example, in the above step S220, when the longitudinal acceleration exceeds the acceleration threshold or the wheel speed exceeds the speed threshold, in addition to stopping the vehicle's on-site steering within a preset time, the driver can also be reminded by text or the like. For example, the preset time is a fault tolerance time interval FTTI, which can be 100ms. When the longitudinal acceleration or wheel speed in the monitored vehicle information exceeds the set threshold, responding within this preset time is unlikely to cause unexpected longitudinal travel.

[0037] Exemplarily, the steering monitoring information in the method is obtained through the vehicle-level functional safety target. The method also includes: obtaining the vehicle-level functional safety target, and obtaining the vehicle steering monitoring information based on the vehicle-level functional safety target, wherein the threshold corresponding to the vehicle steering monitoring information includes at least an acceleration threshold and a speed threshold. The acceleration threshold is used to monitor the longitudinal acceleration of the vehicle during steering, and the wheel speed is used to monitor the wheel speed of the vehicle during steering.

[0038] like Figure 3 As shown, it is the safety target of the whole vehicle when turning on the spot in the embodiment of the present application. The vehicle-level functional safety target is obtained through analysis of the IS026262 functional safety standard, and the safety level of the turning on the spot function is ASILD (the highest level in the functional safety standard for road vehicles). It is necessary to ensure that unexpected longitudinal travel is avoided during turning on the spot or turning around, and the safety level of the system is ASILD. Among them, the fault-tolerant time interval FTTI after the failure is 100ms, that is, the response processing needs to be made within 100ms, otherwise there may be harm. When the fault is found, the processing method after the fault is found can be to stop the vehicle from turning on the spot (that is, the turning on the spot function exits), or to remind the driver through text, sound, etc.

[0039] like Figure 4The figure shows the FTA fault tree diagram. The fault tree is the possible cause of unexpected longitudinal travel hazards caused by the on-the-spot steering function. By analyzing the working principle, function development strategy, and function requirements of the on-the-spot steering function, according to the design logic, the on-the-spot steering function should be realized by rotating the left and right wheels in opposite directions from the beginning to the end. Only when the wrong distribution method, that is, the four wheel speed directions are unified, will longitudinal travel hazards occur. That is, if at least one of the request direction errors and the execution direction conditions are met, unexpected longitudinal travel will occur. The possible reasons are as follows:

[0040] The stationary steering system requests the wrong direction: The stationary steering system requests the wrong direction. There are two reasons in principle and implementation that may lead to this fault. The first reason is the external input signal, and the second reason is the fault of the stationary steering controller, that is, the vehicle control unit (VCU) itself.

[0041] The first reason is that the input signals mainly involve the wheel speed direction signal and the yaw angle signal measured by the yaw rate sensor. When the wheel speed direction signal and the yaw rate signal return the wrong value at the same time, the monitoring judgment of the on-the-spot steering system is wrong, and then the on-the-spot steering function continues to work, and the vehicle hazards and risks continue to exist and increase. The second reason is mainly the internal system failure (including software logic operation errors, hardware circuit errors) and the final output request signal error.

[0042] The execution direction error of the on-site steering system: There are two reasons for the execution direction error of the on-site steering system in terms of principle and implementation method, which may lead to this fault. The first reason is the input error of the on-site steering system, and the second reason is the actuator failure. The analysis of the first reason is the input error of the on-site steering system and the above content. The second reason is mainly the actuator failure. The causes of the actuator failure may be the internal fault of the actuator (including software logic operation error, hardware circuit error) and internal monitoring fault.

[0043] Figure 5 This is a schematic diagram of the safety mechanism of the embodiment of the present application. When the method is implemented, the vehicle information is monitored, and when unexpected longitudinal travel may occur due to the above-mentioned fault reasons, the vehicle will promptly exit the on-site steering or issue a prompt.

[0044] Exemplarily, in step S210, collecting vehicle steering information when the vehicle is turning in place includes: collecting first steering information of the vehicle when the vehicle starts turning in place, the first steering information including the first longitudinal acceleration and / or the first wheel speed. During the vehicle turning in place, collecting second steering information of the vehicle, the second steering information including the second longitudinal acceleration and / or the second wheel speed. In some embodiments, the first steering information includes the first longitudinal acceleration and the first wheel speed, and the second steering information includes the second longitudinal acceleration and the second wheel speed.

[0045] The acceleration threshold includes a first acceleration threshold Ax1 and a second acceleration threshold Ax2, and the speed threshold includes a first speed threshold x1 and a second speed threshold x2. When the vehicle steering information exceeds the threshold corresponding to the vehicle steering monitoring information, the vehicle's on-site steering is stopped within a preset time, including: when the first longitudinal acceleration is greater than the first acceleration threshold, or the first wheel speed is greater than the first speed threshold, the vehicle's on-site steering is stopped; when the second longitudinal acceleration is greater than the second acceleration threshold, or the second wheel speed is greater than the second speed threshold, the vehicle's on-site steering is stopped.

[0046] The above process is monitoring at the beginning and during the vehicle's on-the-spot steering. When the vehicle's on-the-spot steering ends, the actuator will feedback the corresponding vehicle information, and further monitoring is required to improve safety. Exemplarily, at the end of the vehicle's on-the-spot steering, the motor speed and wheel torque are collected, and the vehicle steering monitoring information also includes a speed threshold and a torque threshold. The above method also includes: when the motor speed is greater than the speed threshold, or the wheel torque is greater than the torque threshold, stopping the vehicle's on-the-spot steering.

[0047] Exemplarily, after the longitudinal acceleration and wheel speed of the vehicle are obtained, they should not be directly compared with the threshold, but need to be constrained by a preset time and filtered. When the vehicle starts to turn in place, the first steering information of the vehicle is collected, including: within the first preset time, the longitudinal acceleration value of the vehicle is continuously collected and used as the first longitudinal acceleration after filtering to compare with Ax1. Within the first preset time, the wheel speed value of the vehicle is continuously collected and used as the first wheel speed after filtering to compare with the threshold x1. Similarly, during the process of turning in place, the second steering information of the vehicle is collected, including: within the second preset time, the longitudinal acceleration value of the vehicle is continuously collected and used as the second longitudinal acceleration after filtering to compare with the threshold Ax2. Within the second preset time, the wheel speed value of the vehicle is continuously collected and used as the second wheel speed after filtering to compare with the threshold x2.

[0048] Exemplarily, in addition to comparing the longitudinal acceleration and wheel speed with the threshold, the direction of the wheel speed is also monitored during the on-the-spot steering process. In step S220 of the above method, the vehicle steering information is monitored based on the vehicle steering monitoring information, and it also includes: verifying whether the directions of the wheel speeds of all wheels of the vehicle are consistent. When the directions of the wheel speeds are inconsistent, the on-the-spot steering of the vehicle is stopped or the driver is reminded by text, sound, etc. Exemplarily, the method also includes monitoring the yaw angular velocity of the vehicle. When the yaw angular velocity of the vehicle is collected to exceed the threshold of the yaw angle, the on-the-spot steering is also controlled to stop, thereby improving the safety of the on-the-spot steering function.

[0049] The control method for turning in place of a vehicle in an embodiment of the present application obtains the information of the vehicle turning at the beginning of the turning in place and during the turning in place, obtains the longitudinal acceleration and wheel speed of the vehicle when turning in place, compares the longitudinal acceleration with the acceleration threshold, and compares the wheel speed with the speed threshold. When one of the longitudinal acceleration and the wheel speed exceeds the corresponding threshold, the turning in place is stopped within a preset time, which can avoid unexpected longitudinal travel. In addition, the consistency is monitored based on the direction of the wheel speed, and the feedback vehicle information is monitored after the turning in place is completed, which further improves the safety of the turning in place function. Without increasing the system hardware, this method can timely monitor possible unexpected longitudinal travel based on the longitudinal acceleration and wheel speed, thereby reducing the possible harm.

[0050] like Figure 6 The following is a system architecture diagram for implementing the vehicle on-site steering function in the embodiment of the present application. The hardware used in the monitoring method of the present application depends on Figure 6The system architecture of the on-the-spot steering function in the vehicle is realized without adding existing hardware. The units in the figure are introduced below. The architecture of the control system mainly includes: IMU (inertial sensor), vehicle wiring harness, PAD, EPB (electrical parkbrake), IPB (integrate power brake), SCU & each wheel motor speed sensor, EPS, left domain & right domain, each wheel speed sensor and each wheel. Among them, the IPB controller is installed in the controller of the vehicle's braking system. By collecting information such as the driver's brake pedal depth, the four wheel speeds, and the current driving gear, combined with the current working conditions and driver needs, it controls the braking pressure of each wheel to realize the braking function. It includes main functions such as wheel anti-lock, traction control, and body stability control. When receiving the on-the-spot steering U-turn function signal activation, IPB needs to shield ABS (anti-lock braking system) and ESP (Electronic Stability Program).

[0051] The VCU (vehicle control unit) is installed under the vehicle's central control and is used for vehicle status judgment, function implementation logic and condition judgment for the on-the-spot turn function. The IMU (integrated inside the VCU and external) is installed in the vehicle's controller and mainly collects information such as the vehicle's lateral acceleration, longitudinal acceleration, and yaw rate sensor, and sends this signal to the vehicle's public CAN for other modules to receive and use.

[0052] EPB is installed in the controller of the vehicle's braking and parking system. When the driver presses the electronic parking brake system (EPB) button or the PAD switch signal, the controller applies the corresponding current size and direction to the motor of the actuator. The torque output by the motor drives the brake piston to move through deceleration and torque increase, converting the thrust into the pressure of the brake friction pad pressing the brake disc, thereby achieving the vehicle's braking and parking, and sending the parking system status signal to the instrument to inform the driver. PAD is used to collect the driver's request to activate the on-the-spot turn function and the speed and rotation direction, and send the collected signals to the vehicle's public CAN as required, and at the same time display the schematic diagram before and after the function is completed to the driver through PAD.

[0053] SCU & wheel motor speed sensor: responsible for collecting the speed of the corresponding motor of each wheel, and connecting with the corresponding electronic control, so that the electronic control can obtain the actual speed of the current motor, and send the speed signal to the vehicle controller. Collect the current driver and vehicle gear information, and send it to the vehicle CAN bus. The left domain & right domain controller collects the actual information of the vehicle's four doors and one hood, the main driver's seat & other driver's seat seat belts, and sends this to the CAN bus. The EPS controller is responsible for collecting the vehicle's steering wheel steering information and sending it to the CAN bus. ADAS is responsible for collecting the vehicle's surrounding information and sending it to the CAN bus. The wheel speed sensor of each wheel is responsible for collecting the speed of each wheel, and is connected to the vehicle stability controller, so that the vehicle stability controller can obtain the actual speed of the current wheel and send the speed signal to the vehicle controller. When this method is implemented, it can be realized through the system architecture of the in-situ steering function, without the need to add new hardware, and will not increase additional hardware costs.

[0054] Figure 7 This is a monitoring block diagram of unexpected longitudinal travel during pivoting in the embodiment of the present application. As shown in the figure, when the pivoting function is implemented based on the pivoting system, the longitudinal acceleration, wheel speed (and direction), motor speed, and vehicle angular velocity are monitored. When an abnormality occurs, the pivoting function will be exited within the preset time FTTI to ensure safety.

[0055] An embodiment of the present application also provides a control system for vehicle steering on the spot, the system comprising: a processor, the processor is used to monitor vehicle steering information based on vehicle steering monitoring information when the vehicle is turning on the spot; the processor is also used to generate an execution instruction when the vehicle steering information exceeds a threshold corresponding to the vehicle steering monitoring information; and a steering mechanism, the steering mechanism is used to stop the vehicle's steering on the spot within a preset time according to the execution instruction.

[0056] Exemplarily, the processor is also used to obtain the vehicle steering information when the vehicle is turning in place, specifically including: when the vehicle starts turning in place, collecting the first steering information of the vehicle, the first steering information includes the first longitudinal acceleration and the first wheel speed; during the vehicle turning in place, collecting the second steering information of the vehicle, the second steering information includes the second longitudinal acceleration and the second wheel speed. Wherein, the acceleration threshold includes the first acceleration threshold and the second acceleration threshold, and the speed threshold includes the first speed threshold and the second speed threshold; when the longitudinal acceleration exceeds the acceleration threshold or the vehicle wheel speed exceeds the speed threshold, stopping the turning in place of the vehicle, including: when the first longitudinal acceleration is greater than the first acceleration threshold, or the first wheel speed is greater than the first speed threshold, the processor generates an execution instruction, and the steering mechanism stops the turning in place of the vehicle according to the execution instruction; when the second longitudinal acceleration is greater than the second acceleration threshold, or the second wheel speed is greater than the second speed threshold, the processor generates an execution instruction, and the steering mechanism stops the turning in place of the vehicle according to the execution instruction.

[0057] Exemplarily, the system further includes a motor speed sensor. When the vehicle turns in place, the motor speed sensor is used to collect the motor speed of the vehicle. The processor is also used to obtain the wheel torque of the vehicle. The vehicle steering monitoring information also includes a speed threshold and a torque threshold. The processor is also used to send an execution instruction to the steering mechanism when the motor speed is greater than the speed threshold, or the wheel torque is greater than the torque threshold, so as to stop the vehicle turning in place. When the vehicle turns in place, the processor continuously obtains the longitudinal acceleration value of the vehicle within a first preset time and uses it as the first longitudinal acceleration after filtering. The processor continuously obtains the wheel speed value of the vehicle within the first preset time and uses it as the first wheel speed after filtering. During the vehicle turning in place, the processor continuously obtains the longitudinal acceleration value of the vehicle within a second preset time and uses it as the second longitudinal acceleration after filtering. The processor continuously obtains the wheel speed value of the vehicle within the second preset time and uses it as the second wheel speed after filtering.

[0058] Exemplarily, the processor is also used to check whether the directions of the wheel speeds of all wheels of the vehicle are consistent. When the directions of the wheel speeds are inconsistent, an execution instruction is sent to the steering mechanism to stop the vehicle from turning in place.

[0059] like Figure 8As shown, it is an architecture diagram of the on-the-spot steering monitoring system in the embodiment of the present application. Among them, the input signal addition module, the diagnostic module, the system state machine and the output module are components of the processor, and the associated modules are various execution or control modules in the on-the-spot steering system. Various data of the vehicle can be sent to the input signal processing module and diagnosed by the diagnostic module. When unexpected longitudinal travel may occur, the output module sends an execution instruction to the execution module to control the vehicle to exit the on-the-spot steering. The execution module is a steering mechanism that can control the on-the-spot steering of the vehicle or exit the on-the-spot steering.

[0060] An embodiment of the present application also provides a vehicle, which includes the vehicle on-the-spot steering control system described above.

[0061] The vehicle and the control system for turning on the spot of the vehicle in the embodiment of the present application obtain the information of the vehicle turning when the vehicle starts turning on the spot and during the turning on the spot, obtain the longitudinal acceleration and wheel speed of the vehicle when turning on the spot, compare the longitudinal acceleration with the acceleration threshold, and compare the wheel speed with the speed threshold. When one of the longitudinal acceleration and the wheel speed exceeds the corresponding threshold, the turning on the spot is stopped within a preset time, which can avoid unexpected longitudinal travel. In addition, the consistency is monitored based on the direction of the wheel speed, and the feedback vehicle information is monitored after the turning on the spot is completed, which further improves the safety of the turning on the spot function. Without increasing the system hardware, possible unexpected longitudinal travel can be monitored in time based on the longitudinal acceleration and wheel speed, reducing the possible harm.

[0062] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely exemplary and are not intended to limit the scope of the present application to this. Those of ordinary skill in the art may make various changes and modifications therein without departing from the scope and spirit of the present application. All these changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0063] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0064] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed.

[0065] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0066] Similarly, it should be understood that in order to streamline the present application and help understand one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present application should not be interpreted as reflecting the following intention: the claimed application requires more features than the features clearly stated in each claim. More specifically, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with features less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby explicitly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present application.

[0067] It will be understood by those skilled in the art that, except for mutually exclusive features, all features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device disclosed in this specification may be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

[0068] In addition, those skilled in the art will appreciate that, although some embodiments herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present application and form different embodiments. For example, in the claims, any one of the claimed embodiments may be used in any combination.

[0069] The various component embodiments of the present application can be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. It should be understood by those skilled in the art that a microprocessor or a digital signal processor (DSP) can be used in practice to implement some or all of the functions of some modules according to the embodiments of the present application. The present application can also be implemented as a vehicle-mounted system program (e.g., a computer program and a computer program product) for executing part or all of the methods described herein. Such a program implementing the present application can be stored on a computer-readable medium, or can have the form of one or more signals. Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0070] It should be noted that the above embodiments illustrate the present application rather than limit the present application, and that those skilled in the art may design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets should not be constructed as a limitation on the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "one" or "an" preceding an element does not exclude the presence of multiple such elements. The present application may be implemented with the aid of hardware including several different elements and with the aid of appropriately programmed computers. In a unit claim listing several on-board systems, several of these on-board systems may be embodied by the same hardware item. The use of the words first, second, and third, etc. does not indicate any order. These words may be interpreted as names.

[0071] The above is only a specific implementation method or description of a specific implementation method of the present application, and the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. The protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for controlling vehicle turning in situ, characterized in that: The method comprises: When the vehicle is turning in place, the vehicle steering information is monitored based on the vehicle steering monitoring information; When the vehicle steering information exceeds a threshold value corresponding to the vehicle steering monitoring information, the vehicle's on-the-spot steering is stopped within a preset time, wherein the vehicle steering information at least includes the longitudinal acceleration and / or wheel speed of the vehicle.

2. The method according to claim 1, characterized in that The method further comprises: A vehicle-level functional safety target is obtained, and the vehicle steering monitoring information is obtained based on the vehicle-level functional safety target, wherein the threshold corresponding to the vehicle steering monitoring information includes at least an acceleration threshold and a speed threshold.

3. The method according to claim 2, characterized in that The method further includes: collecting the vehicle steering information when the vehicle turns in situ: When the vehicle starts turning in situ, collecting first steering information of the vehicle, the first steering information including a first longitudinal acceleration and / or a first wheel speed; During the on-site steering of the vehicle, second steering information of the vehicle is collected, where the second steering information includes a second longitudinal acceleration and / or a second wheel speed.

4. The method according to claim 3, characterized in that: The acceleration threshold includes a first acceleration threshold and a second acceleration threshold, and the speed threshold includes a first speed threshold and a second speed threshold; When the vehicle steering information exceeds a threshold value corresponding to the vehicle steering monitoring information, stopping the vehicle's on-site steering within a preset time includes: When the first longitudinal acceleration is greater than the first acceleration threshold, or the first wheel speed is greater than the first speed threshold, stopping the stationary steering of the vehicle; When the second longitudinal acceleration is greater than the second acceleration threshold, or the second wheel speed is greater than the second speed threshold, the stationary steering of the vehicle is stopped.

5. The method according to claim 3, characterized in that: The collecting of vehicle steering information when the vehicle is turning in place also includes: collecting the motor speed and wheel torque when the vehicle turns in place, and the vehicle steering monitoring information also includes a speed threshold and a torque threshold; The method further includes: when the motor speed is greater than a speed threshold, or the wheel torque is greater than a torque threshold, stopping the stationary steering of the vehicle.

6. The method according to claim 3, characterized in that When the vehicle starts to turn in place, the first steering information of the vehicle is collected, including: within a first preset time, the longitudinal acceleration value of the vehicle is continuously collected and used as the first longitudinal acceleration after filtering; within the first preset time, the wheel speed value of the vehicle is continuously collected and used as the first wheel speed after filtering.

7. The method according to claim 3, characterized in that During the process of the vehicle turning in place, the second steering information of the vehicle is collected, including: within a second preset time, the longitudinal acceleration value of the vehicle is continuously collected and used as the second longitudinal acceleration after filtering; within the second preset time, the wheel speed value of the vehicle is continuously collected and used as the second wheel speed after filtering.

8. The method according to any one of claims 1 to 7, characterized in that: The monitoring of the vehicle steering information based on the vehicle steering monitoring information further includes: checking whether the directions of the wheel speeds of all the wheels of the vehicle are consistent, and when the directions of the wheel speeds are inconsistent, stopping the on-the-spot steering of the vehicle.

9. A control system for vehicle turning in situ, characterized in that: The system comprises: A processor, the processor being used to monitor the vehicle steering information based on the vehicle steering monitoring information when the vehicle turns in situ; The processor is further configured to generate an execution instruction when the vehicle steering information exceeds a threshold corresponding to the vehicle steering monitoring information; wherein the vehicle steering information includes at least the longitudinal acceleration and / or wheel speed of the vehicle; A steering mechanism is used to stop the vehicle's on-site steering within a preset time according to the execution instruction.

10. The system according to claim 9, characterized in that The processor is also used to obtain vehicle steering monitoring information according to the vehicle-level functional safety goals, wherein the thresholds corresponding to the vehicle steering monitoring information at least include an acceleration threshold and a speed threshold.

11. The system according to claim 10, characterized in that The processor obtains the vehicle steering information when the vehicle turns in place, including: When the vehicle starts turning in situ, collecting first steering information of the vehicle, the first steering information including a first longitudinal acceleration and / or a first wheel speed; During the on-site steering of the vehicle, second steering information of the vehicle is collected, where the second steering information includes a second longitudinal acceleration and / or a second wheel speed.

12. The system according to claim 11, characterized in that The acceleration threshold includes a first acceleration threshold and a second acceleration threshold, and the speed threshold includes a first speed threshold and a second speed threshold; When the vehicle steering information exceeds a threshold value corresponding to the vehicle steering monitoring information, stopping the vehicle's on-site steering within a preset time includes: When the first longitudinal acceleration is greater than the first acceleration threshold, or the first wheel speed is greater than the first speed threshold, the processor generates an execution instruction, and the steering mechanism stops the stationary steering of the vehicle according to the execution instruction; When the second longitudinal acceleration is greater than the second acceleration threshold, or the second wheel speed is greater than the second speed threshold, the processor generates an execution instruction, and the steering mechanism stops the stationary steering of the vehicle according to the execution instruction.

13. The system according to claim 11, characterized in that The system further includes a motor speed sensor, and when the vehicle ends turning in situ, the motor speed sensor is used to collect the motor speed of the vehicle, and the processor is also used to obtain the wheel torque of the vehicle; The vehicle steering monitoring information also includes a speed threshold and a torque threshold. The processor is also used to send an execution instruction to the steering mechanism when the motor speed is greater than the speed threshold, or the wheel torque is greater than the torque threshold, so as to stop the vehicle from turning in place.

14. The system according to claim 11, characterized in that When the vehicle starts turning in place, the processor continuously obtains the longitudinal acceleration value of the vehicle within a first preset time and uses it as the first longitudinal acceleration after filtering; the processor continuously obtains the wheel speed value of the vehicle within the first preset time and uses it as the first wheel speed after filtering; During the vehicle's on-the-spot turning process, the processor continuously obtains the longitudinal acceleration value of the vehicle within a second preset time and uses it as the second longitudinal acceleration after filtering; the processor continuously obtains the wheel speed value of the vehicle within the second preset time and uses it as the second wheel speed after filtering.

15. The system according to any one of claims 9 to 14, characterized in that: The processor is also used to check whether the directions of the wheel speeds of all the wheels of the vehicle are consistent. When the directions of the wheel speeds are inconsistent, an execution instruction is sent to the steering mechanism to stop the vehicle from turning in place.

16. A vehicle, characterized in that: The vehicle is provided with a vehicle on-the-spot steering control system as described in any one of claims 9-15.

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