Vehicle safety control method and device, vehicle and storage medium
By obtaining real-time data of the vehicle, determining whether the vehicle has unexpected acceleration, and determining the safety control mode based on the vehicle speed, the problems of high calculation complexity and high misjudgment rate in the prior art are solved, and driving safety is improved.
Patent Information
- Application Number
- CN202510043324.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-10
- Publication Date
- 2025-04-04
AI Technical Summary
The prior art has high computational complexity when judging the unexpected acceleration of the vehicle, and is prone to misjudgment in misoperation or complex driving scenarios, resulting in the impact of driving safety.
By obtaining the current vehicle speed, current required torque and current acceleration of the vehicle, we determine whether the vehicle has unexpected acceleration, and determine the safety control mode based on the current vehicle speed, and take corresponding safety control measures.
It effectively reduces the computational complexity, reduces misjudgment situations, and improves driving safety, especially in misoperation or complex driving scenarios.
Smart Images
Figure CN119749554A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle safety control method, device, vehicle and storage medium. Background Art
[0002] Unexpected vehicle acceleration or deceleration refers to abnormal and excessive acceleration or deceleration of the vehicle due to system failure, sensor deviation and other factors when the driver does not clearly express the intention to accelerate or decelerate. Unexpected acceleration poses a serious threat to vehicle safety. Specifically, it may cause the driver to lose effective control of the vehicle, thereby increasing the risk of vehicle collision and traffic accidents. In urban driving environments, unexpected acceleration poses a great hidden danger to the safety of pedestrians, especially when the vehicle is driving at a low speed or parking. Sudden unexpected acceleration may also cause panic in the driver, causing him to make inappropriate reactions such as emergency braking and wrong turns, further increasing the possibility of accidents.
[0003] In the related art, methods for determining unexpected acceleration of the vehicle include: (1) directly monitoring the longitudinal acceleration of the vehicle in real time through the on-board acceleration sensor to determine whether unexpected acceleration occurs; (2) determining whether unexpected acceleration occurs by monitoring the output torque of the motor and the vehicle speed; (3) determining whether unexpected acceleration occurs by comparing the driver's operation (such as the accelerator pedal position) with the actual response of the vehicle.
[0004] However, the above method has high computational complexity and is prone to misjudgment in the event of erroneous operation or complex driving scenarios, which need to be solved urgently. Summary of the invention
[0005] The present application provides a vehicle safety control method, device, vehicle and storage medium to solve the problems of high computational complexity in the prior art and prone to misjudgment in erroneous operations or complex driving scenarios, thereby improving driving safety.
[0006] To achieve the above objectives, a first embodiment of the present application provides a vehicle safety control method, comprising the following steps:
[0007] Get the vehicle's current speed, current required torque and current acceleration;
[0008] Based on the current vehicle speed, the current required torque and the current acceleration, determining whether the vehicle has an unexpected acceleration condition;
[0009] If the vehicle has the unexpected acceleration situation, the safety control mode of the vehicle is determined according to the current vehicle speed, and the vehicle is safely controlled based on the safety control mode.
[0010] According to an embodiment of the present application, determining the safety control mode of the vehicle according to the current vehicle speed includes:
[0011] Determining whether the current vehicle speed is less than or equal to a preset vehicle speed;
[0012] If the current vehicle speed is less than or equal to the preset vehicle speed, the safety control mode is determined to be a safty pulse off (SPO) mode; otherwise, the safety control mode is determined to be an active short circuit (ASC) mode.
[0013] According to an embodiment of the present application, judging whether the vehicle has an unexpected acceleration situation based on the current vehicle speed, the current required torque and the current acceleration includes:
[0014] Determining whether the current required torque is greater than a preset torque;
[0015] If the current required torque is greater than the preset torque, it is determined that the vehicle does not have an unexpected acceleration situation; otherwise, a current acceleration reference range is determined according to the current vehicle speed and the current required torque;
[0016] If the current acceleration is not within the current acceleration reference range, it is determined that the vehicle has the unexpected acceleration condition; otherwise, it is determined that the vehicle has not the unexpected acceleration condition.
[0017] According to an embodiment of the present application, determining the current acceleration reference range according to the current vehicle speed and the current required torque includes:
[0018] Get the vehicle speed-torque-acceleration reference range table;
[0019] Based on the vehicle speed-torque-acceleration reference range table, a current acceleration reference range is determined according to the current vehicle speed and the current required torque.
[0020] According to one embodiment of the present application, obtaining the current vehicle speed, current required torque and current acceleration of the vehicle includes:
[0021] Obtaining the current angular velocity of the motor rotor, the number of motor pole pairs, the speed reducer transmission coefficient and the wheel radius of the vehicle;
[0022] Calculating a current angular acceleration based on the current angular velocity;
[0023] The current acceleration is obtained based on the current angular acceleration, the number of motor pole pairs, the speed reducer transmission coefficient and the wheel radius of the vehicle.
[0024] According to the vehicle safety control method proposed in the embodiment of the present application, by obtaining the current speed, current required torque and current acceleration of the vehicle, and based on the current speed, current required torque and current acceleration, it can be determined whether the vehicle has unexpected acceleration; and when the vehicle has unexpected acceleration, the safety control mode of the vehicle is determined according to the current speed, and the vehicle is safely controlled based on the safety control mode. Thus, by collecting real-time data of the vehicle, it is determined whether the vehicle has unexpected acceleration. If unexpected acceleration of the vehicle is detected, the system will select an appropriate safety control mode according to the current speed, and perform necessary safety control on the vehicle according to this mode. The problems of high computational complexity of the prior art and the proneness to misjudgment of misoperation or complex driving scenarios are solved, thereby improving driving safety.
[0025] To achieve the above-mentioned purpose, a second embodiment of the present application provides a vehicle safety control device, comprising:
[0026] An acquisition module, used to acquire the current speed, current required torque and current acceleration of the vehicle;
[0027] A determination module, configured to determine whether the vehicle has an unexpected acceleration condition based on the current vehicle speed, the current required torque and the current acceleration;
[0028] A control module is used to determine a safety control mode of the vehicle according to the current vehicle speed when the vehicle has the unexpected acceleration situation, and to perform safety control on the vehicle based on the safety control mode.
[0029] According to one embodiment of the present application, the control module is specifically used to:
[0030] Determining whether the current vehicle speed is less than or equal to a preset vehicle speed;
[0031] If the current vehicle speed is less than or equal to the preset vehicle speed, the safety control mode is determined to be the flameout pulse SPO mode; otherwise, the safety control mode is determined to be the active short circuit ASC mode.
[0032] According to an embodiment of the present application, the judgment module includes:
[0033] A judging unit, used to judge whether the current required torque is greater than a preset torque;
[0034] a first determination unit, configured to determine that the vehicle does not have an unexpected acceleration condition when the current required torque is greater than the preset torque, and otherwise determine a current acceleration reference range according to the current vehicle speed and the current required torque;
[0035] The second determination unit is configured to determine that the vehicle has the unexpected acceleration condition when the current acceleration is not within the current acceleration reference range, and otherwise, determine that the vehicle has not the unexpected acceleration condition.
[0036] According to an embodiment of the present application, the first determination unit is specifically configured to:
[0037] Get the vehicle speed-torque-acceleration reference range table;
[0038] Based on the vehicle speed-torque-acceleration reference range table, a current acceleration reference range is determined according to the current vehicle speed and the current required torque.
[0039] According to an embodiment of the present application, the acquisition module is specifically used to:
[0040] Obtaining the current angular velocity of the motor rotor, the number of motor pole pairs, the speed reducer transmission coefficient and the wheel radius of the vehicle;
[0041] Calculating a current angular acceleration based on the current angular velocity;
[0042] The current acceleration is obtained based on the current angular acceleration, the number of motor pole pairs, the speed reducer transmission coefficient and the wheel radius of the vehicle.
[0043] According to the vehicle safety control device proposed in the embodiment of the present application, by obtaining the current speed, current required torque and current acceleration of the vehicle, and based on the current speed, current required torque and current acceleration, it can be determined whether the vehicle has unexpected acceleration; and when the vehicle has unexpected acceleration, the safety control mode of the vehicle is determined according to the current speed, and the vehicle is safely controlled based on the safety control mode. Thus, by collecting real-time data of the vehicle, it is determined whether the vehicle has unexpected acceleration. If it is detected that the vehicle has unexpected acceleration, the system will select an appropriate safety control mode according to the current speed, and perform necessary safety control on the vehicle according to this mode. The problems of high computational complexity of the prior art and the proneness to misjudgment of misoperation or complex driving scenarios are solved, thereby improving driving safety.
[0044] To achieve the above objectives, the third aspect of the present application proposes a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle safety control method as described in the above embodiments.
[0045] To achieve the above objectives, the fourth aspect of the present application proposes a computer-readable storage medium on which a computer program is stored. The program is executed by a processor to implement the vehicle safety control method as described in the above embodiments.
[0046] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS
[0047] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:
[0048] Figure 1 A flow chart of a vehicle safety control method provided according to an embodiment of the present application;
[0049] Figure 2 is a block diagram of a vehicle safety control system according to an embodiment of the present application;
[0050] Figure 3 is a schematic diagram of a safety control mode according to an embodiment of the present application;
[0051] Figure 4 A block diagram of a vehicle safety control device provided according to an embodiment of the present application;
[0052] Figure 5 It is a schematic diagram of the structure of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION
[0053] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.
[0054] The following describes a vehicle safety control method, device, vehicle, and storage medium according to embodiments of the present application with reference to the accompanying drawings.
[0055] Figure 1 It is a flow chart of a vehicle safety control method according to an embodiment of the present application.
[0056] like Figure 1 As shown, the vehicle safety control method includes the following steps:
[0057] In step S101 , the current vehicle speed, current required torque and current acceleration of the vehicle are acquired.
[0058] Combination Figure 2 As shown in the figure, the ABS (Anti-lock Brake System) can monitor and obtain the wheel speed information of each wheel in real time. These wheel speed data are crucial to ensure that the tires of the vehicle will not lock during emergency braking. At the same time, the ESP (Electronic Stability Program) can provide the actual driving speed of the vehicle, which is of great significance for maintaining the stability of the vehicle under various driving conditions. In addition, the VCU (Vehicle Control Unit) can obtain the torque request data during the vehicle's driving process, that is, the current required torque, which reflects the driver's demand for the vehicle's power output. At the same time, the VCU will also read the vehicle speed data provided by the ESP in order to more accurately control the power and braking systems of the vehicle. Through the coordinated work of these systems, the vehicle's driving status can be fully monitored and accurately controlled, thereby improving the vehicle's safety and driving performance.
[0059] To further reduce vehicle development costs, the embodiment of the present application does not require the installation of additional special sensors to collect acceleration signals, and the motor rotor position sensor can be reused to obtain the vehicle's acceleration through calculation. The following describes in detail how to obtain the current acceleration of the vehicle.
[0060] As a possible implementation method, in some embodiments, the current vehicle speed, current required torque and current acceleration of the vehicle are obtained, including: obtaining the current angular velocity of the motor rotor, the number of motor pole pairs, the reducer transmission coefficient and the wheel radius of the vehicle; calculating the current angular acceleration based on the current angular velocity; and obtaining the current acceleration based on the current angular acceleration, the number of motor pole pairs, the reducer transmission coefficient and the wheel radius of the vehicle.
[0061] It is understandable that parameters such as the current angular velocity of the motor rotor, the number of pole pairs of the motor, the transmission coefficient of the reducer and the wheel radius of the vehicle are crucial to calculating the actual driving speed of the vehicle and the output power of the motor. The angular velocity of the motor rotor indicates the speed at which the rotor rotates, which is of great significance for controlling the operating state of the motor and optimizing performance. The number of pole pairs of the motor refers to the number of magnetic pole pairs inside the motor, which directly affects the torque and speed characteristics of the motor. The transmission coefficient of the reducer refers to the reduction ratio of the reducer when transmitting power, which determines the speed relationship between the motor output shaft and the wheel. The wheel radius of the vehicle refers to half of the diameter of the wheel, which directly affects the driving speed of the vehicle and the efficiency of the transmission system. Combining these parameters, the actual driving acceleration of the vehicle can be calculated more accurately, thereby providing reliable data support for the vehicle's control system.
[0062] Specifically, the current angular velocity of the motor rotor can be calculated using the following formula:
[0063] ω=Δθ / Δt;
[0064] Among them, ω is the current angular velocity of the motor rotor, Δθ is the current angular displacement of the motor rotor, and Δt is the time interval.
[0065] After obtaining the current angular velocity of the motor rotor, the current angular acceleration of the motor rotor can be calculated using the following formula:
[0066] α=dω / dt;
[0067] Among them, α is the current angular acceleration of the motor rotor, and t is the time.
[0068] According to the current angular acceleration of the motor rotor, the number of motor pole pairs, the transmission coefficient of the reducer and the wheel radius of the vehicle, the current acceleration can be obtained:
[0069] a=α / p / η*r;
[0070] Among them, a is the current acceleration of the vehicle, p is the number of motor pole pairs, η is the transmission coefficient of the reducer, and r is the wheel radius.
[0071] In step S102, based on the current vehicle speed, the current required torque and the current acceleration, it is determined whether the vehicle has an unexpected acceleration situation.
[0072] In other words, through comprehensive analysis and evaluation of the current vehicle speed, current required torque, and current acceleration, it can be determined whether the vehicle has unexpected acceleration.
[0073] For ease of understanding, the following describes in detail how to determine whether the vehicle has unexpected acceleration based on the current vehicle speed, the current required torque, and the current acceleration.
[0074] As a possible implementation method, in some embodiments, based on the current vehicle speed, the current required torque and the current acceleration, it is determined whether the vehicle has an unexpected acceleration situation, including: determining whether the current required torque is greater than the preset torque; if the current required torque is greater than the preset torque, then determining that the vehicle has no unexpected acceleration situation, otherwise, determining the current acceleration reference range based on the current vehicle speed and the current required torque; if the current acceleration is not within the current acceleration reference range, then determining that the vehicle has an unexpected acceleration situation, otherwise, determining that the vehicle has no unexpected acceleration situation.
[0075] Specifically, it can be determined whether the current required torque of the vehicle exceeds the preset torque (as shown in Table 1 (vehicle speed-torque-acceleration reference range table), the preset torque can be [2 / 3,1]TqMax, that is, between 2 / 3 of the maximum torque value and the maximum value). If the current required torque is greater than the preset torque, it can be inferred that the user has a clear acceleration intention, which means that the vehicle acceleration behavior is in line with expectations and there is no need to implement restrictive measures on the vehicle safety state; however, if the current required torque is less than or equal to the preset torque, it can be further analyzed, that is, in this case, the current acceleration reference range can be determined based on the current vehicle speed and the current required torque. The reference range is set based on the normal operating parameters of the vehicle to ensure that the acceleration of the vehicle is within a reasonable range. Subsequently, the actual acceleration calculated in step S101 can be compared with the determined acceleration reference range. If the current acceleration is not within this reference range, it can be determined that the vehicle has an unexpected acceleration, which may be caused by some faults or abnormalities. On the contrary, if the current actual acceleration is within the reference range, it can be concluded that the vehicle does not have an unexpected acceleration and the vehicle is in normal operation.
[0076] Table 1
[0077]
[0078]
[0079] Furthermore, the explanation of the acceleration threshold variables in Table 1 is shown in Table 2.
[0080] Table 2
[0081] variable Variable Value Variable Description TqMax Tbd Determined by product design indicators v0 0km / h v1 Tbd km / h Need to be defined in HARA, for example, 30km / h v2 Tbd km / h Need to be defined in HARA, for example, 50km / h acc1 <![CDATA[Tbd m / s 2 ]]> Assuming the vehicle is accelerating at the maximum slope without any thrust acc2 <![CDATA[Tbd m / s 2 ]]> Need to be defined in HARA acc3 <![CDATA[Tbd m / s 2 ]]> Need to be defined in HARA acc4 <![CDATA[Tbd m / s 2 ]]> <![CDATA[Maximum acceleration, for example, 10 m / s 2 >
[0082] Among them, HARA (Hazard Analysis and Risk Assessment) is a crucial link in the ISO 26262 standard. Its main purpose is to minimize potential risks and ensure the safety and reliability of the system by systematically identifying potential hazards and conducting in-depth evaluation and analysis of the risks that these hazards may bring.
[0083] Further, in some embodiments, the current acceleration reference range is determined according to the current vehicle speed and the current required torque, including: obtaining a vehicle speed-torque-acceleration reference range table; based on the vehicle speed-torque-acceleration reference range table, determining the current acceleration reference range according to the current vehicle speed and the current required torque.
[0084] In order to ensure that the vehicle can maintain optimal performance and safety during driving, it is crucial to obtain a detailed speed-torque-acceleration reference range table (i.e. Table 1). This reference range table will provide users with a clear guide to help users understand the acceleration performance that the vehicle should have under different speed and torque conditions. Through this reference range table, it is possible to accurately determine whether the vehicle has an unexpected driving state under a specific driving state. Based on the speed-torque-acceleration reference range table, according to the current vehicle speed and the current required torque, the corresponding acceleration reference range can be found from the reference range table. In this way, it can be determined whether the acceleration of the vehicle meets expectations under the current driving state.
[0085] In Table 1, the safety critical acceleration (i.e., acc1, acc2, acc3, and acc4) refers to the acceleration that the user will become difficult to control when driving the vehicle once it exceeds this value. This critical value is not fixed, and it will change with the vehicle's driving speed, surrounding environmental conditions (such as whether it is driving on urban roads, non-urban roads, or highways), and the user's acceleration intention (the degree of acceleration desired).
[0086] Specifically, for the calculation of the acceleration threshold acc1, if the user parks the vehicle on a ramp, or the vehicle is within the maximum slope range specified by its manufacturer (for example, a slope of 20%), in this case, if the user does not issue any torque request to the vehicle (ie, torque demand TqReq = 0Nm), the user needs to be aware that the vehicle may start to accelerate due to the downhill force due to the effect of gravity. The intensity of this acceleration depends on the friction coefficient of the slope surface and the friction of the vehicle itself. Therefore, in order to ensure safety, the acceleration of the vehicle must be lower than a certain threshold (ie, acc1). Only in this case can the user control the vehicle by pressing the brake pedal at any time to prevent it from losing control due to gravity. This safety assumption applies not only to the case where the vehicle is moving forward, but also to the case where the vehicle is reversing.
[0087] For the calculation of the acceleration threshold acc2, special attention should be paid to the urban environment. In such an environment, if the vehicle is traveling at a slow speed, the consequences of accidents are often more severe than on the highway. The reason is that there are a large number of pedestrians and other non-motor vehicles in the urban environment. Therefore, when the vehicle is traveling at a low speed, the probability of accidents will increase significantly, especially the risk of causing harm to pedestrians. In order to ensure driving safety, it is necessary to set a reasonable acceleration threshold (i.e. acc2) based on the user's reaction speed. The setting of this threshold needs to comprehensively consider the user's reaction time in an emergency and the vehicle's ability to accelerate to a safe speed in a short time. By scientifically setting the acceleration threshold, the probability of accidents when vehicles are traveling at low speeds in urban environments can be effectively reduced, thereby ensuring the safety of pedestrians.
[0088] For the calculation of the acceleration threshold acc3, if the vehicle is traveling in a medium speed range, especially in a non-urban environment, the probability of injuring pedestrians will be greatly reduced compared to an urban environment. Therefore, in such an environment, the acceptable acceleration threshold (i.e., acc3) can be appropriately adjusted to be higher than the threshold in an urban environment (i.e., acc3>acc2). Since the non-urban environment is relatively spacious and the traffic density is low, users have more space and time to respond to emergencies, thereby more effectively controlling the acceleration of the vehicle. In addition, the road conditions outside the city are usually better and the field of vision is wider, which provides users with better driving conditions, allowing users to easily maintain a high acceleration while ensuring driving safety.
[0089] The calculation of the acceleration threshold acc4 can be determined based on the vehicle's maximum acceleration characteristics, that is, the maximum acceleration that the vehicle can achieve under maximum power output, to ensure that the vehicle can accelerate safely and efficiently during actual driving, while avoiding potential safety risks caused by exceeding the limits of the power system.
[0090] In step S103, if the vehicle has unexpected acceleration, the safety control mode of the vehicle is determined according to the current vehicle speed, and the vehicle is safely controlled based on the safety control mode.
[0091] That is to say, if the vehicle accelerates unexpectedly, the safety mode can be activated. That is, the vehicle's current speed is analyzed to determine the vehicle's safety control mode, and corresponding safety control measures are taken based on the determined safety control mode, thereby ensuring that the vehicle remains stable and controllable under various driving conditions and avoiding accidents.
[0092] As a possible implementation method, in some embodiments, the safety control mode of the vehicle is determined based on the current vehicle speed, including: determining whether the current vehicle speed is less than or equal to the preset vehicle speed; if the current vehicle speed is less than or equal to the preset vehicle speed, determining that the safety control mode is the flameout pulse SPO mode, otherwise, determining that the safety control mode is the active short circuit ASC mode.
[0093] Specifically, the system can compare the current speed of the vehicle with the preset speed. The preset speed can usually be set by the motor characteristics to ensure the safety performance of the vehicle under different driving conditions. When the system detects that the current speed is less than or equal to the preset speed, the safety control mode of the vehicle is SPO mode, such as Figure 3(c) In this mode, the vehicle control system will take a series of measures to ensure the safety of the vehicle when driving at low speeds, that is, the motor controller enters the SPO state, and the six tubes of the controller's power module are all open, so that the motor no longer responds to the vehicle's throttle signal. On the contrary, if the current vehicle speed is greater than the preset speed, the vehicle's safety control mode is the ASC mode, such as Figure 3 (a) or (b). In this mode, the power module of the controller is controlled to make the motor short-circuit the three phases. There are generally two specific implementation methods: (1) The upper bridge arm of the three phases is closed and the lower bridge arm is disconnected. Figure 3 (a); (2) The lower bridge arm of the three-phase is closed and the upper bridge arm is disconnected. Figure 3 (b) When the motor controller enters the ASC mode, because the bridge arms of each phase are not conducting, the DC and AC circuits no longer form a loop, and the drive motor generates a reverse braking torque, causing the vehicle to brake slowly, thereby achieving safe parking.
[0094] It should be noted that during vehicle driving, the rational use of the ASC mode mainly plays the following key roles: when the power battery fails, enabling the ASC control mode can effectively isolate the motor, motor controller and power battery side, thereby ensuring the safety of the vehicle's high-voltage system; during vehicle driving, if the speed of the drive motor is too high or an abnormal situation occurs, the implementation of the ASC control mode can prevent excessive back electromotive force from causing damage to the power battery, bus capacitors and other high-voltage components; when a switch tube in the inverter circuit of the motor controller fails, enabling the ASC control mode can prevent uncontrolled rectification from causing damage to other components or the power battery.
[0095] According to the vehicle safety control method proposed in the embodiment of the present application, by obtaining the current speed, current required torque and current acceleration of the vehicle, and based on the current speed, current required torque and current acceleration, it can be determined whether the vehicle has unexpected acceleration; and when the vehicle has unexpected acceleration, the safety control mode of the vehicle is determined according to the current speed, and the vehicle is safely controlled based on the safety control mode. Thus, by collecting real-time data of the vehicle, it is determined whether the vehicle has unexpected acceleration. If unexpected acceleration of the vehicle is detected, the system will select an appropriate safety control mode according to the current speed, and perform necessary safety control on the vehicle according to this mode. The problems of high computational complexity of the prior art and the proneness to misjudgment of misoperation or complex driving scenarios are solved, thereby improving driving safety.
[0096] Next, the vehicle safety control device proposed according to the embodiment of the present application is described with reference to the accompanying drawings.
[0097] Figure 4It is a block diagram of a vehicle safety control device according to an embodiment of the present application.
[0098] like Figure 4 As shown, the vehicle safety control device 10 includes: an acquisition module 100 , a judgment module 200 and a control module 300 .
[0099] The acquisition module 100 is used to acquire the current vehicle speed, current required torque and current acceleration of the vehicle;
[0100] The judgment module 200 is used to judge whether the vehicle has unexpected acceleration based on the current vehicle speed, the current required torque and the current acceleration;
[0101] The control module 300 is used to determine the safety control mode of the vehicle according to the current vehicle speed when the vehicle has unexpected acceleration, and to perform safety control on the vehicle based on the safety control mode.
[0102] Furthermore, in some embodiments, the control module 300 is specifically configured to:
[0103] Determine whether the current vehicle speed is less than or equal to a preset vehicle speed;
[0104] If the current vehicle speed is less than or equal to the preset vehicle speed, the safety control mode is determined to be the flameout pulse SPO mode, otherwise, the safety control mode is determined to be the active short circuit ASC mode.
[0105] Furthermore, in some embodiments, the determination module 200 includes:
[0106] A judgment unit, used to judge whether the current required torque is greater than the preset torque;
[0107] A first determination unit is used to determine that the vehicle does not have an unexpected acceleration situation when the current required torque is greater than the preset torque, otherwise, determine a current acceleration reference range according to the current vehicle speed and the current required torque;
[0108] The second determination unit is used to determine that the vehicle has an unexpected acceleration situation when the current acceleration is not within the current acceleration reference range, otherwise, determine that the vehicle has no unexpected acceleration situation.
[0109] Furthermore, in some embodiments, the first determination unit is specifically configured to:
[0110] Get the vehicle speed-torque-acceleration reference range table;
[0111] Based on the vehicle speed-torque-acceleration reference range table, the current acceleration reference range is determined according to the current vehicle speed and the current required torque.
[0112] Furthermore, in some embodiments, the acquisition module 100 is specifically configured to:
[0113] Obtain the current angular velocity of the motor rotor, the number of motor pole pairs, the transmission coefficient of the reducer and the wheel radius of the vehicle;
[0114] Calculate the current angular acceleration based on the current angular velocity;
[0115] The current acceleration is obtained based on the current angular acceleration, the number of motor pole pairs, the reducer transmission coefficient and the wheel radius of the vehicle.
[0116] It should be noted that the above explanation of the vehicle safety control method embodiment is also applicable to the vehicle safety control device of this embodiment, and will not be repeated here.
[0117] According to the vehicle safety control device proposed in the embodiment of the present application, by obtaining the current speed, current required torque and current acceleration of the vehicle, and based on the current speed, current required torque and current acceleration, it can be determined whether the vehicle has unexpected acceleration; and when the vehicle has unexpected acceleration, the safety control mode of the vehicle is determined according to the current speed, and the vehicle is safely controlled based on the safety control mode. Thus, by collecting real-time data of the vehicle, it is determined whether the vehicle has unexpected acceleration. If it is detected that the vehicle has unexpected acceleration, the system will select an appropriate safety control mode according to the current speed, and perform necessary safety control on the vehicle according to this mode. The problems of high computational complexity of the prior art and the proneness to misjudgment of misoperation or complex driving scenarios are solved, thereby improving driving safety.
[0118] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:
[0119] A memory 501 , a processor 502 , and a computer program stored in the memory 501 and executable on the processor 502 .
[0120] When the processor 502 executes the program, the vehicle safety control method provided in the above embodiment is implemented.
[0121] Furthermore, the vehicle also includes:
[0122] The communication interface 503 is used for communication between the memory 501 and the processor 502 .
[0123] The memory 501 is used to store computer programs that can be executed on the processor 502 .
[0124] The memory 501 may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory.
[0125] If the memory 501, the processor 502 and the communication interface 503 are implemented independently, the communication interface 503, the memory 501 and the processor 502 can be connected to each other through a bus and communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.
[0126] Optionally, in a specific implementation, if the memory 501, the processor 502 and the communication interface 503 are integrated on a chip, the memory 501, the processor 502 and the communication interface 503 can communicate with each other through an internal interface.
[0127] The processor 502 may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.
[0128] An embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the above-mentioned vehicle safety control method is implemented.
[0129] In addition, the terms "first" and "second" are used for descriptive purposes only and should not 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 at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.
[0130] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.
[0131] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.
Claims
1. A vehicle safety control method, characterized in that: The following steps are involved: Get the vehicle's current speed, current required torque and current acceleration; Based on the current vehicle speed, the current required torque and the current acceleration, determining whether the vehicle has an unexpected acceleration condition; If the vehicle has the unexpected acceleration situation, the safety control mode of the vehicle is determined according to the current vehicle speed, and the vehicle is safely controlled based on the safety control mode.
2. The method according to claim 1, characterized in that The determining the safety control mode of the vehicle according to the current vehicle speed includes: Determining whether the current vehicle speed is less than or equal to a preset vehicle speed; If the current vehicle speed is less than or equal to the preset vehicle speed, the safety control mode is determined to be the flameout pulse SPO mode; otherwise, the safety control mode is determined to be the active short circuit ASC mode.
3. The method according to claim 1, characterized in that The determining whether the vehicle has an unexpected acceleration condition based on the current vehicle speed, the current required torque, and the current acceleration includes: Determining whether the current required torque is greater than a preset torque; If the current required torque is greater than the preset torque, it is determined that the vehicle does not have an unexpected acceleration situation; otherwise, a current acceleration reference range is determined according to the current vehicle speed and the current required torque; If the current acceleration is not within the current acceleration reference range, it is determined that the vehicle has the unexpected acceleration condition; otherwise, it is determined that the vehicle has not the unexpected acceleration condition.
4. The method according to claim 3, characterized in that The determining a current acceleration reference range according to the current vehicle speed and the current required torque includes: Get the vehicle speed-torque-acceleration reference range table; Based on the vehicle speed-torque-acceleration reference range table, a current acceleration reference range is determined according to the current vehicle speed and the current required torque.
5. The method according to claim 1, characterized in that The obtaining of the current vehicle speed, current required torque and current acceleration of the vehicle includes: Obtaining the current angular velocity of the motor rotor, the number of motor pole pairs, the speed reducer transmission coefficient and the wheel radius of the vehicle; Calculating a current angular acceleration based on the current angular velocity; The current acceleration is obtained based on the current angular acceleration, the number of motor pole pairs, the speed reducer transmission coefficient and the wheel radius of the vehicle.
6. A vehicle safety control device, characterized in that: include: An acquisition module, used to acquire the current speed, current required torque and current acceleration of the vehicle; A determination module, configured to determine whether the vehicle has an unexpected acceleration condition based on the current vehicle speed, the current required torque and the current acceleration; A control module is used to determine a safety control mode of the vehicle according to the current vehicle speed when the vehicle has the unexpected acceleration situation, and to perform safety control on the vehicle based on the safety control mode.
7. The device according to claim 6, characterized in that The control module is specifically used for: Determining whether the current vehicle speed is less than or equal to a preset vehicle speed; If the current vehicle speed is less than or equal to the preset vehicle speed, the safety control mode is determined to be the flameout pulse SPO mode; otherwise, the safety control mode is determined to be the active short circuit ASC mode.
8. The device according to claim 6, characterized in that The judging module comprises: A judging unit, used to judge whether the current required torque is greater than a preset torque; a first determination unit, configured to determine that the vehicle does not have an unexpected acceleration condition when the current required torque is greater than the preset torque, and otherwise determine a current acceleration reference range according to the current vehicle speed and the current required torque; The second determination unit is configured to determine that the vehicle has the unexpected acceleration condition when the current acceleration is not within the current acceleration reference range, and otherwise, determine that the vehicle has not the unexpected acceleration condition.
9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle safety control method as described in any one of claims 1 to 5.
10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the vehicle safety control method as described in any one of claims 1 to 5.