Brake runout control method, device, equipment, storage medium and program product

Abstract

The application discloses a brake deviation control method and device, equipment, a storage medium and a program product. The method comprises the following steps: when a yaw parameter of a vehicle in a braking state represents that the vehicle has brake deviation, acquiring a steering wheel state of the vehicle; the steering wheel state is used for representing whether the steering wheel of the vehicle in the braking state is operated; determining an adjustment parameter of the steering wheel according to the yaw parameter and the steering wheel state, and controlling the steering wheel to rotate based on the adjustment parameter; the adjustment parameter comprises an adjustment torque or an adjustment angle. By using the method, whether the vehicle has brake deviation is determined through the yaw parameter, and the determination of the adjustment parameter of the steering wheel does not require the installation of a wheel braking force sensor, that is, no additional parts are required, so that the brake deviation control cost is effectively reduced.

Description

Brake pull control methods, devices, equipment, storage media, and software products Technical Field

[0001] This application relates to the field of vehicles, and in particular to a method, apparatus, device, storage medium, and program product for controlling brake deviation. Background Technology

[0002] When a vehicle brakes, the phenomenon of it veering to one side is called brake pull, which can seriously affect driving safety.

[0003] Currently, the steering compensation torque is often determined based on the braking force of the left and right wheels of the vehicle obtained from the wheel braking force sensors, and then the steering wheel torque is determined to compensate for the steering wheel control.

[0004] However, there are currently few vehicles equipped with left and right wheel braking force sensors, and the application scope of the solution based on left and right wheel braking force to achieve braking deviation control is narrow. Equipping vehicles with left and right wheel braking force sensors would increase the corresponding cost. Summary of the Invention

[0005] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a braking drift control method, device, equipment, storage medium and program product that can obtain vehicle parameters and determine the vehicle status through the components of the vehicle itself, and then determine whether the vehicle has brake drift. The determination method is convenient and does not require the installation of wheel braking force sensors, that is, no additional parts are needed, which effectively reduces the cost of braking drift control and improves the application scope of braking drift control method.

[0006] Firstly, this application provides a braking deviation control method. The method includes:

[0007] When the yaw parameter of the vehicle under braking indicates that the vehicle is pulling to one side during braking, the steering wheel status of the vehicle is obtained; the steering wheel status is used to indicate whether the steering wheel is operated when the vehicle is under braking.

[0008] The steering wheel adjustment parameters are determined based on the yaw rate and steering wheel status, and the steering wheel rotation is controlled based on the adjustment parameters; the adjustment parameters include adjusting torque or adjusting angle.

[0009] In conjunction with the first aspect, in one possible implementation, the braking drift control method further includes: if the vehicle is not braking, or if the yaw parameter of the vehicle under braking condition indicates that the vehicle is drifting without braking, then control of the steering wheel is prohibited.

[0010] In conjunction with the first aspect, in one possible implementation, the steering wheel adjustment parameters are determined based on the yaw parameter and the steering wheel state, including: determining a first yaw parameter and a second yaw parameter based on the yaw parameter; the first yaw parameter is related to M sub-parameters in the yaw parameter, and the second yaw parameter is related to N sub-parameters in the yaw parameter, wherein the M sub-parameters are different from the N sub-parameters, and M and N are integers greater than or equal to 2; if the vehicle is in a turning state, or the steering wheel state indicates that the steering wheel is operated while the vehicle is braking, then the steering wheel adjustment torque is determined based on the first yaw parameter; if the vehicle is in a straight-moving state, and the steering wheel state indicates that the steering wheel is not operated while the vehicle is braking, then the steering wheel adjustment angle is determined based on the second yaw parameter.

[0011] In conjunction with the first aspect, in one possible implementation, the yaw parameter includes sub-parameters such as the nominal yaw parameter, the current yaw parameter, and the target yaw parameter; the nominal yaw parameter is the yaw parameter when the vehicle reaches a steady state, and the target yaw parameter is zero.

[0012] In conjunction with the first aspect, in one possible implementation, determining the first yaw parameter and the second yaw parameter based on the yaw parameter includes: determining the first yaw parameter based on the absolute value of the difference between the current yaw parameter and the nominal yaw parameter; and determining the second yaw parameter based on the difference between the target yaw parameter and the current yaw parameter.

[0013] In conjunction with the first aspect, in one possible implementation, determining the steering wheel adjustment torque based on the first yaw parameter includes: searching for torque reference information based on the first yaw parameter and the vehicle speed, and determining the value of the auxiliary torque corresponding to the first yaw parameter and the current vehicle speed; the torque reference information includes the values ​​of the auxiliary torque corresponding to different vehicle speeds and different first yaw parameters; determining the direction of the auxiliary torque based on the difference between the current yaw parameter and the nominal yaw parameter; determining the auxiliary torque based on the value and direction of the auxiliary torque; and determining the adjustment torque based on the auxiliary torque.

[0014] In conjunction with the first aspect, in one possible implementation, determining the adjustment torque based on the auxiliary torque includes: determining the maximum adjustment torque corresponding to the vehicle; and determining the adjustment torque based on the auxiliary torque and the maximum adjustment torque.

[0015] In conjunction with the first aspect, in one possible implementation, the adjustment rate of the torque is less than the torque adjustment rate threshold.

[0016] In conjunction with the first aspect, in one possible implementation, adjusting parameters to control steering wheel rotation includes: determining a target torque based on the adjusted torque, and controlling steering wheel rotation based on the target torque, wherein the target torque is the sum of the adjusted torque and the vehicle's original power assist torque.

[0017] In conjunction with the first aspect, in one possible implementation, determining the steering wheel adjustment angle based on the second yaw parameter includes: determining the target angle of the steering wheel based on the second yaw parameter and the rate of change of the second yaw parameter; and determining the adjustment angle based on the target angle.

[0018] In conjunction with the first aspect, in one possible implementation, the adjustment angle is determined based on the target angle, including: determining the maximum adjustment angle corresponding to the vehicle's current speed; and determining the adjustment angle based on the target angle and the maximum adjustment angle.

[0019] In conjunction with the first aspect, in one possible implementation, the adjustment rate of the angle is less than the angle adjustment rate threshold.

[0020] In conjunction with the first aspect, in one possible implementation, obtaining the steering wheel state of the vehicle includes: obtaining the current torque of the steering wheel.

[0021] In conjunction with the first aspect, in one possible implementation, the braking deviation control method further includes: if the current torque of the steering wheel is greater than or equal to a preset threshold, then determining that the steering wheel state indicates that the steering wheel is operated while the vehicle is braking; otherwise, determining that the steering wheel state indicates that the steering wheel is not operated while the vehicle is braking.

[0022] Secondly, this application also provides a brake drift control device. The device includes:

[0023] The acquisition module is used to acquire the vehicle's steering wheel status when the yaw parameter of the vehicle under braking condition indicates that the vehicle is pulling to one side under braking condition; the steering wheel status is used to indicate whether the steering wheel is operated when the vehicle is under braking condition.

[0024] The control module is used to determine the steering wheel adjustment parameters based on the yaw parameters and the steering wheel status, and control the steering wheel rotation based on the adjustment parameters; the adjustment parameters include adjusting torque or adjusting angle.

[0025] Thirdly, this application also provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method described in the first aspect.

[0026] Fourthly, this application also provides a vehicle that includes the device as described in the second aspect.

[0027] Fifthly, this application also provides a computer-readable storage medium. This computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the method described in the first aspect.

[0028] This application provides a method, apparatus, device, storage medium, and program product for controlling brake drift. It can acquire yaw parameters of a vehicle under braking conditions. When the yaw parameters indicate brake drift, it acquires the steering wheel state and then determines whether to adjust the steering wheel torque or directly adjust the steering wheel angle based on the yaw parameters and the steering wheel state. This application uses yaw parameters to determine whether brake drift has occurred and to determine the steering wheel adjustment parameters without installing wheel braking force sensors, thus eliminating the need for additional components and effectively reducing the cost of brake drift control. Attached Figure Description

[0029] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0030] Figure 1 is a flowchart of a braking deviation control method in one embodiment;

[0031] Figure 2 is a schematic flowchart of a braking deviation control method in one embodiment;

[0032] Figure 3 is another flowchart of the braking deviation control method in one embodiment;

[0033] Figure 4 is another flowchart of the braking deviation control method in one embodiment;

[0034] Figure 5 is another flowchart of the braking deviation control method in one embodiment;

[0035] Figure 6 is another flowchart of the braking deviation control method in one embodiment;

[0036] Figure 7 is a structural block diagram of a brake deviation control device in one embodiment;

[0037] Figure 8 is an internal structure diagram of a computer device in one embodiment. Detailed Implementation

[0038] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0039] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present application will now be described in detail with reference to the accompanying drawings and embodiments. Furthermore, the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. The terms "first" and "second," etc., in the specification and claims of the embodiments of this application are used to distinguish different objects, not to describe a specific order of objects.

[0040] When a vehicle brakes, the phenomenon of veering to one side is called brake pull, which seriously affects driving safety. Currently, steering compensation torque is often determined based on the braking forces of the left and right wheels obtained from wheel braking force sensors, and then the steering wheel torque is determined to compensate for the steering wheel pull.

[0041] However, the braking forces of the left and right wheels need to be obtained through wheel braking force sensors. Currently, wheel braking force sensors are not widely used, which narrows the application scope of existing brake drift control schemes. Equipping these sensors would also increase costs. Existing brake drift control schemes only control brake drift when the vehicle is traveling straight, similarly limiting their application scope. Moreover, existing brake drift control schemes only consider the deflection torque caused by unequal braking forces between the left and right wheels, ignoring parameters such as return torque and steering resistance. This results in low accuracy of the final determined steering wheel torque used for compensation control, leading to poor brake drift control and significant safety hazards.

[0042] The brake pull control method provided in this application embodiment can be applied to a brake pull control system, which can communicate with other controllers or components of the vehicle through the Controller Area Network (CAN) bus to obtain relevant data.

[0043] In one embodiment, the braking deviation control method includes the steps shown in Figure 1:

[0044] Step 101: When the yaw parameter of the vehicle under braking indicates that the vehicle is pulling to one side while braking, obtain the steering wheel status of the vehicle.

[0045] Among them, the steering wheel status is used to characterize whether the steering wheel is operated when the vehicle is braking.

[0046] The yaw parameter can be the yaw rate; the yaw parameter can include the current yaw parameter and the nominal yaw parameter, that is, the yaw parameter can include the vehicle's current yaw rate ω. r and nominal yaw rate ω t Nominal yaw rate ωt The yaw rate of the vehicle in steady state can be obtained from the following equations (1) and (2):

[0047]

[0048]

[0049] Where K is the stability factor, m is the vehicle mass, k1 is the front wheel lateral stiffness, k2 is the rear wheel lateral stiffness, a is the distance from the center of gravity to the front axle, and b is the distance from the center of gravity to the rear axle.

[0050] In this embodiment, the brake pedal depth P can be obtained first from the brake pedal depth sensor, and then the vehicle speed V can be obtained from the electronic stability program (ESP) module. The brake pedal depth P is greater than or equal to a preset depth threshold P. d And the vehicle speed V is greater than or equal to the preset vehicle speed threshold V d When, i.e., P≥P d And V≥V d If so, it can be determined that the vehicle is in a braking state.

[0051] In one possible implementation, the longitudinal deceleration 'a' of the vehicle can also be obtained from an acceleration sensor. x (Understandably, the longitudinal deceleration is negative), in a x Less than or equal to the preset deceleration threshold a d Furthermore, the vehicle speed V is greater than or equal to the preset vehicle speed threshold V. d When, i.e., a x ≤a d And V≥V d If so, it can be determined that the vehicle is in a braking state.

[0052] Once it is determined that the vehicle is in a braking state, the current yaw rate ω of the vehicle can be obtained from the yaw rate sensor. r And determine the current yaw rate ω r With the nominal yaw rate ω t The difference ω r -ω t Then, the absolute value of the difference |ω r -ω t | and preset yaw rate threshold ω d To make a comparison, in |ω r -ω t |≥ω d If the duration is greater than or equal to 0.05 seconds, it is determined that the vehicle is experiencing brake pull.

[0053] At this point, the steering wheel status of the vehicle can be obtained to determine whether the steering wheel is currently being operated by the driver, that is, whether the driver has intervened in the vehicle's steering operation.

[0054] One possible implementation is to determine whether the steering wheel is being operated by the driver based on the current torque T of the steering wheel. Specifically, this could be:

[0055] The current torque of the steering wheel is obtained. If the current torque of the steering wheel is greater than or equal to a preset threshold, the steering wheel status indicates that the steering wheel is operated while the vehicle is braking. Otherwise, the steering wheel status indicates that the steering wheel is not operated while the vehicle is braking.

[0056] In this implementation, the current torque T of the steering wheel can be obtained through the vehicle's Electronic Power Steering (EPS) system, and then the absolute value of the current torque T is compared with a preset threshold T. d For comparison, |T|≥T d At that time, it is confirmed that the steering wheel is being operated by the driver; |T| <T d At that time, it was determined that the steering wheel was not being operated by the driver.

[0057] Step 102: Determine the steering wheel adjustment parameters based on the yaw parameters and steering wheel status, and control the steering wheel rotation based on the adjustment parameters; the adjustment parameters include adjusting torque or adjusting angle.

[0058] In this embodiment, the braking drift control method can be determined first by the steering wheel status, i.e., braking drift control can be achieved by adjusting the steering wheel torque or by adjusting the steering wheel angle. Since the driver's subsequent actions are unpredictable when the steering wheel is being operated, and the vehicle's subsequent travel path is uncertain (i.e., the predictability of the expected travel path is low), the steering wheel torque can be adjusted to assist the driver's control of the vehicle, thereby achieving braking drift control. When the driver is not operating the steering wheel, the expected travel path is highly predictable; therefore, the steering wheel angle can be directly adjusted to achieve braking drift control.

[0059] Then, based on the current yaw parameters, it can be determined when the vehicle reaches a steady state and stops braking and veering. The corresponding adjustment torque or adjustment angle of the steering wheel can then be adjusted to achieve braking and veering control. Alternatively, the steering wheel torque can be adjusted to achieve braking and veering control.

[0060] In one possible implementation, since the current driving state of the vehicle affects the predictability of the expected driving route, the braking deviation control method can also be determined by the current driving state of the vehicle and the state of the steering wheel. That is, the braking deviation control method is determined by two conditions: whether the vehicle is driving straight and the state of the steering wheel.

[0061] The method provided in this application embodiment can obtain the yaw parameters of a vehicle under braking conditions. If the yaw parameters indicate that the vehicle is pulling to one side during braking, the steering wheel state is obtained. The predictability of the driver's expected driving route is determined by the steering wheel state, thereby determining whether the braking pull control method is to assist the driver in braking pull control by adjusting the steering wheel torque, or to actively control braking pull control by directly adjusting the steering wheel angle. This application embodiment can determine whether the vehicle is pulling to one side during braking using parameters such as brake pedal depth, vehicle speed, and yaw rate. The determination method is convenient, highly accurate, and does not require the installation of wheel braking force sensors, making it widely applicable and low-cost. Considering the driver's operation of the vehicle and the predictability of the vehicle's subsequent driving route, the braking pull control method is divided into assisted control based on adjusting steering wheel torque and active control based on adjusting steering wheel angle, resulting in better control effect and effectively reducing safety hazards.

[0062] The embodiments described above introduced a scheme for determining steering wheel adjustment parameters. In another embodiment of this application, the adjustment parameters can be determined based on the vehicle's driving state and the steering wheel's state. For example, the aforementioned "determining the steering wheel adjustment parameters based on yaw parameters and steering wheel state" specifically includes the steps shown in Figure 2:

[0063] Step 201: Determine the first yaw parameter and the second yaw parameter based on the yaw parameter.

[0064] The first yaw parameter is related to M sub-parameters of the yaw parameter, and the second yaw parameter is related to N sub-parameters of the yaw parameter. The M sub-parameters and N sub-parameters are different (completely different or partially the same), and M and N are integers greater than or equal to 2. That is, the first yaw parameter and the second yaw parameter are determined by the different sub-parameters of the yaw parameter.

[0065] The sub-parameters include the nominal yaw parameter, the target yaw parameter, and the current yaw parameter. The nominal yaw parameter is the yaw parameter when the vehicle reaches a steady state; the target yaw parameter can be 0.

[0066] The first yaw parameter is the absolute value of the difference between the nominal yaw parameter and the current yaw parameter, that is, the absolute value of the difference between the nominal yaw angular velocity and the current yaw angular velocity |ω r -ω t The second yaw parameter is the difference between the target yaw parameter and the current yaw parameter, which is the difference between the target yaw angular velocity and the current yaw angular velocity.

[0067] Step 202: If the vehicle is turning, or the steering wheel status indicates that the steering wheel is being operated while the vehicle is braking, then the steering wheel adjustment torque is determined based on the first yaw parameter.

[0068] In this embodiment, when the vehicle is turning, the driver's intended driving route cannot be determined regardless of whether the steering wheel is being operated by the driver; similarly, when the steering wheel is being operated by the driver, the driver's intended driving route cannot be determined regardless of whether the vehicle is traveling straight. Therefore, when the vehicle veers off course during braking, if it is turning or the steering wheel is being operated by the driver, and the current yaw parameter reaches the nominal yaw parameter (i.e., the vehicle no longer veers off course during braking), the corresponding adjustment torque of the steering wheel is adjusted to control the steering wheel rotation, thereby achieving braking and veergence control by assisting in steering wheel control.

[0069] Understandably, when the difference between the nominal yaw parameter and the current yaw parameter is 0, i.e., ω r -ω t =0; or the absolute value of the difference between the nominal yaw parameter and the current yaw parameter is less than the preset yaw angular velocity threshold ω. d When, i.e., |ω r -ω t |<ω d The vehicle no longer veers off course when braking.

[0070] Step 202: If the vehicle is traveling straight and the steering wheel status indicates that the steering wheel is not operated while the vehicle is braking, then the steering wheel adjustment angle is determined based on the second yaw parameter.

[0071] In this embodiment, the vehicle is traveling straight and the steering wheel is not currently being operated by the driver. Therefore, the driver's expected driving route can be determined to be a straight line, i.e., the expected yaw rate is 0. Thus, when the vehicle veers off course during braking, the steering wheel adjustment angle can be determined when the vehicle's current yaw rate reaches the expected yaw rate. The steering wheel is then controlled to rotate to the adjusted angle, thereby maintaining the vehicle's straight-line travel and achieving braking-induced yaw control. The expected yaw rate is the same as the target yaw rate.

[0072] One possible implementation method is to use the steering wheel angle θ and the steering wheel angular velocity ω. θ and yaw rate ω r Determine the vehicle's driving status. Specifically, first obtain the steering wheel angle θ and steering wheel angular velocity ω from the vehicle's EPS system. θ The vehicle's current yaw rate ω is obtained from the yaw rate sensor. r Then, a judgment is made: if the steering wheel angle θ is less than or equal to a preset angle threshold θ... d And the steering wheel angular velocity ω θ Less than or equal to the preset angular velocity threshold ω θd And the yaw rate ω r Less than or equal to the second preset yaw rate threshold ω e If θ ≤ θ, then the vehicle is determined to be traveling straight.d And ω θ ≤ω θd And ω r ≤ω e If so, it is determined that the vehicle is traveling straight.

[0073] The method provided in this application embodiment can determine the steering wheel adjustment torque based on a first yaw parameter when the vehicle is turning or the steering wheel is operated by the driver, and control the steering wheel rotation according to the adjustment torque; when the vehicle is traveling straight and the steering wheel is not operated by the driver, it can determine the steering wheel adjustment angle based on a second yaw parameter, and control the steering wheel rotation according to the adjustment angle. This application embodiment takes into account the driver's operation of the vehicle and, considering the predictability of the vehicle's subsequent driving path, divides the braking deviation control method into auxiliary control based on steering wheel torque adjustment and active control based on steering wheel angle adjustment, resulting in better control effect and effectively reducing safety hazards.

[0074] The embodiments described above introduce a scheme for controlling brake drift by adjusting the steering wheel torque. In another embodiment of this application, the adjustment torque can be determined by looking up a table based on the current vehicle speed. For example, the "determining the steering wheel adjustment torque based on the first yaw parameter" mentioned above specifically includes the steps shown in Figure 3:

[0075] Step 301: Based on the first yaw parameter and the vehicle speed, find the torque reference information and determine the value of the auxiliary torque corresponding to the first yaw parameter and the current speed of the vehicle.

[0076] Step 302: Determine the direction of the auxiliary torque based on the difference between the current yaw parameter and the nominal yaw parameter;

[0077] Step 303: Determine the auxiliary torque based on its value and direction.

[0078] The torque reference information includes steering wheel torque corresponding to different vehicle speeds and different first yaw parameters.

[0079] In this embodiment of the application, the specific value T of the auxiliary torque can be determined first by looking up torque reference information. z Then, the direction of the auxiliary torque is determined by the sign of the difference between the yaw rate and the nominal yaw rate. ω r -ω t When the coefficient of friction is greater than 0, the vehicle veers to the left during braking. The coefficient of friction on the left side of the road is greater than that on the right side. Therefore, T is determined to be... z The direction is to the right; ω r -ω t When the friction coefficient is less than 0, the vehicle veers to the right during braking. The friction coefficient of the right side of the road is greater than that of the left side. Therefore, T is determined to be... z The direction is left. The auxiliary torque is the value of the auxiliary torque combined with its direction.

[0080] Understandably, when the vehicle veers off course after braking, T... z It is 0.

[0081] Step 304: Determine the adjustment torque based on the auxiliary torque.

[0082] In this embodiment, once the auxiliary torque is determined, it can be directly used as the adjustment torque to control vehicle braking and deviation. However, considering that the vehicle's current speed has a significant impact on the braking and deviation control process—for example, if the vehicle's current speed is too high, adjusting the steering wheel with excessive force can cause the vehicle to become uncontrollable, posing a significant safety hazard—the adjustment torque can be limited in amplitude and acceleration / deceleration rate.

[0083] For example, the "determining the adjustment torque based on the auxiliary torque" mentioned above specifically includes the steps shown in Figure 4:

[0084] Step 401: Determine the maximum adjustment torque corresponding to the vehicle.

[0085] Step 402: Determine the adjustment torque based on the auxiliary torque and the maximum adjustment torque.

[0086] In this embodiment, the maximum adjustment torque corresponding to the vehicle's current speed is determined based on the correspondence between speed and maximum adjustment torque. Then, the adjustment torque is determined based on the maximum adjustment torque. For example, if the determined auxiliary torque is less than or equal to the maximum adjustment torque, the auxiliary torque is directly determined as the adjustment torque; if the determined auxiliary torque is greater than the maximum torque, the maximum adjustment torque is used as the adjustment torque.

[0087] Furthermore, considering the impact of rapid changes in steering wheel torque on the braking deviation control process, the torque acceleration and deceleration rate can be limited. That is, after determining the adjustment torque, the adjustment torque is applied to the steering wheel at an adjustment rate less than the torque adjustment rate threshold, and the torque applied to the steering wheel is gradually increased so that the steering wheel torque reaches the target torque at a certain rate.

[0088] Wherein, the target torque is the adjustment torque T z and the vehicle's original assist torque T b The sum. Considering that the EPS system will output a basic assist torque T regardless of whether the vehicle pulls to one side during braking. b Therefore, once the adjustment torque is determined, the steering wheel can be turned according to the adjustment torque. The final torque applied to the steering wheel should be the adjustment torque T. z and the vehicle's original assist torque T b The sum of these is the target torque T. z +T b .

[0089] In one possible implementation, if the vehicle is not braking, or if the yaw parameters of the vehicle under braking indicate that the vehicle is veering off course without braking, then steering wheel control is stopped. That is, when it is determined that the brake pedal depth P is less than a preset depth threshold P... d Or the vehicle speed V is less than the preset vehicle speed threshold V d Or the current yaw rate ω r With the nominal yaw rate ω t The absolute value of the difference is less than the preset yaw rate threshold ω d or longitudinal deceleration a x greater than the preset deceleration threshold a d That is, P < P d Or V < V d or |ω r -ω t |<ω d or a x >a d If the duration is greater than or equal to 0.05 seconds, and it is determined that the vehicle is no longer veering off course, the braking control of the vehicle can be stopped until the vehicle veering off course is detected again.

[0090] Understandably, when stopping the braking and steering control of the vehicle, the torque applied to the steering wheel can be reduced at a certain rate until the steering wheel torque reaches the original assist torque.

[0091] The method provided in this application embodiment can determine the value of the auxiliary torque corresponding to the second yaw parameter and the current speed of the vehicle by directly looking up the torque reference information, and obtain the auxiliary torque by combining the direction of the auxiliary torque. Then, the adjustment torque is determined by combining the original assist torque of the vehicle. It is relatively simple, convenient and accurate.

[0092] The embodiments described above illustrate a scheme for controlling brake drift by adjusting the steering wheel angle. In another embodiment of this application, the adjustment angle can be determined based on the vehicle's target yaw parameter. For example, the "determining the steering wheel adjustment angle based on the second yaw parameter" mentioned above specifically includes the steps shown in Figure 5:

[0093] Step 501: Determine the target angle of the steering wheel based on the second yaw parameter and the rate of change of the second yaw parameter.

[0094] Among them, the current yaw parameter can be the current yaw angular velocity; the target yaw parameter can be the target yaw angular velocity.

[0095] In this embodiment, the expected yaw rate can be used as the target yaw rate. Then, through closed-loop control, the target steering wheel angle θ is determined when the vehicle's current yaw rate reaches the target yaw rate. zFor example, the difference Δω between the target yaw rate and the current yaw rate can be determined first. r Then determine the difference Δω r rate of change Finally, the target angle of the steering wheel is calculated by the variable universe fuzzy PID controller according to the following formula (3):

[0096]

[0097] Among them, K p ΔK is the adjustment coefficient for the proportional element. p K is the adjustment amount of the proportional control coefficient calculated by the variable universe fuzzy PID controller; i ΔK is the adjustment coefficient for the integral element. i K is the adjustment amount of the integral element control coefficient calculated by the variable universe fuzzy PID controller; d ΔK is the adjustment coefficient for the differential element. d The adjustment amount of the differential element adjustment coefficient is calculated by the fuzzy PID controller with variable universe of discourse.

[0098] When the vehicle is traveling straight and the steering wheel is not operated by the driver, the expected yaw rate is 0.

[0099] Step 503: Determine the adjustment angle based on the target angle.

[0100] In this embodiment, the target angle can be directly used as the adjustment angle to control vehicle braking and deviation.

[0101] In one embodiment, considering that the vehicle's current speed has a significant impact on the braking and steering control process—for example, if the vehicle's current speed is too high, a large adjustment of the steering wheel could cause the vehicle to become uncontrollable, posing a significant safety hazard—the adjustment angle can be determined after limiting the target angle. That is, "determining the adjustment angle based on the target angle" includes the steps shown in Figure 6:

[0102] Step 601: Determine the maximum adjustment angle corresponding to the vehicle's current speed.

[0103] Step 602: Determine the adjustment angle based on the target angle and the maximum adjustment angle.

[0104] Based on the correspondence between speed and maximum adjustment angle, the maximum adjustment angle corresponding to the vehicle's current speed is determined. Then, the adjustment angle is determined based on the maximum adjustment angle. For example, if the target angle is less than or equal to the maximum adjustment angle, the target angle is determined as the adjustment angle to control the steering wheel rotation; if the target angle is greater than the maximum adjustment angle, the maximum adjustment angle is determined as the adjustment angle to control the steering wheel rotation.

[0105] Considering the impact of rapid steering wheel angle changes on braking and lane departure control, the acceleration / deceleration rate can be limited. That is, after determining the adjustment angle, the steering wheel is turned at an adjustment rate less than the angle adjustment rate threshold until the steering wheel reaches the adjustment angle.

[0106] In one possible implementation, if the vehicle is not braking, or if the yaw parameters of the vehicle under braking indicate that the vehicle is veering off course without braking, then steering wheel control is stopped. That is, when it is determined that the brake pedal depth P is less than a preset depth threshold P... d Or the vehicle speed V is less than the preset vehicle speed threshold V d Or the current yaw rate ω r With the nominal yaw rate ω t The absolute value of the difference is less than the preset yaw rate threshold ω d or longitudinal deceleration a x greater than the preset deceleration threshold a d That is, P < P d Or V < V d or |ω r -ω t |<ω d or a x >a d If the duration is greater than or equal to 0.05 seconds, and it is determined that the vehicle is no longer veering off course, the braking control of the vehicle can be stopped until the vehicle veering off course is detected again.

[0107] Understandably, when braking and steering control of the vehicle is stopped, the steering wheel angle can be restored at a certain rate until the steering wheel angle is 0.

[0108] The method provided in this application embodiment can determine the target angle of the steering wheel when the current yaw parameter of the vehicle reaches the target yaw parameter through closed-loop control based on the target yaw parameter, so that the determined target angle is more accurate, and the adjustment angle determined based on the target angle is also more accurate, resulting in better braking and deviation control effect.

[0109] It should be noted that although the operations of the method of the present invention are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all of the operations shown must be performed to achieve the desired result. On the contrary, the steps depicted in the flowchart may be performed in a different order. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0110] Referring further to FIG7, an exemplary structural block diagram of a device for brake yaw control according to an embodiment of the present application is shown.

[0111] In one embodiment, the brake deviation control device includes: an acquisition module 701 and a control module 702, wherein:

[0112] The acquisition module 701 is used to acquire the steering wheel status of the vehicle when the yaw parameter of the vehicle under braking condition indicates that the vehicle is braking and pulling to one side; the steering wheel status is used to indicate whether the steering wheel of the vehicle is operated under braking condition.

[0113] The control module 702 is used to determine the adjustment parameters of the steering wheel based on the yaw parameters and the steering wheel status, and control the steering wheel rotation based on the adjustment parameters; the adjustment parameters include adjusting torque or adjusting angle.

[0114] In one embodiment, the brake drift control device further includes a stop control module 703, which prohibits steering wheel control if the vehicle is not braking, or if the yaw parameter of the vehicle under braking condition indicates that the vehicle is drifting without braking.

[0115] In one embodiment, the control module 702 is specifically used to determine a first yaw parameter and a second yaw parameter based on the yaw parameter; the first yaw parameter is related to M sub-parameters in the yaw parameter, and the second yaw parameter is related to N sub-parameters in the yaw parameter, wherein the M sub-parameters are different from the N sub-parameters, and M and N are integers greater than or equal to 2; if the vehicle is in a turning state, or the steering wheel state indicates that the steering wheel is operated while the vehicle is braking, then the steering wheel adjustment torque is determined based on the first yaw parameter; if the vehicle is in a straight-moving state, and the steering wheel state indicates that the steering wheel is not operated while the vehicle is braking, then the steering wheel adjustment angle is determined based on the second yaw parameter.

[0116] In one embodiment, the yaw parameter includes sub-parameters such as nominal yaw parameter, current yaw parameter, and target yaw parameter; the nominal yaw parameter is the yaw parameter when the vehicle reaches a steady state, and the target yaw parameter is zero.

[0117] In one embodiment, the control module 702 is further configured to determine a first yaw parameter based on the absolute value of the difference between the current yaw parameter and the nominal yaw parameter; and to determine a second yaw parameter based on the difference between the target yaw parameter and the current yaw parameter.

[0118] In one embodiment, the control module 702 is further configured to look up torque reference information based on the first yaw parameter and the vehicle speed, and determine the value of the auxiliary torque corresponding to the first yaw parameter and the current speed of the vehicle; the torque reference information includes the values ​​of the auxiliary torque corresponding to different vehicle speeds and different yaw parameters; determine the direction of the auxiliary torque based on the difference between the current yaw parameter and the nominal yaw parameter; determine the auxiliary torque based on the value and direction of the auxiliary torque; and determine the adjustment torque based on the auxiliary torque.

[0119] In one embodiment, the control module 702 is further configured to determine the maximum adjustment torque corresponding to the vehicle; and to determine the adjustment torque based on the auxiliary torque and the maximum adjustment torque.

[0120] In one embodiment, the adjustment rate of the torque is less than the torque adjustment rate threshold.

[0121] In one embodiment, the control module 702 is further configured to determine a target torque based on the adjusted torque, and control the steering wheel to rotate based on the target torque, wherein the target torque is the sum of the adjusted torque and the vehicle's original power assist torque.

[0122] In one embodiment, the control module 702 is further configured to determine the rate of change of the second yaw parameter; determine the target angle of the steering wheel based on the second yaw parameter and the rate of change of the second yaw parameter; and determine the adjustment angle based on the target angle.

[0123] In one embodiment, the control module 702 is further configured to determine the maximum adjustment angle corresponding to the current speed of the vehicle; and to determine the adjustment angle based on the target angle and the maximum adjustment angle.

[0124] In one embodiment, the adjustment rate of the angle is less than the angle adjustment rate threshold.

[0125] In one embodiment, the acquisition module 701 is specifically used to acquire the current torque of the steering wheel.

[0126] In one embodiment, the acquisition module 701 is further configured to determine that if the current torque of the steering wheel is greater than or equal to a preset threshold, the steering wheel state indicates that the steering wheel is operated while the vehicle is braking; otherwise, the steering wheel state indicates that the steering wheel is not operated while the vehicle is braking.

[0127] It should be understood that the units or modules described in the brake drift control device correspond to the various steps in the method described with reference to FIG1. ​​Therefore, the operations and features described above for the method also apply to the brake drift control device and the units contained therein, and will not be repeated here. The brake drift control device can be pre-implemented in the browser or other security applications of an electronic device, or it can be loaded into the browser or its security applications of an electronic device by downloading or other means. The corresponding units in the brake drift control device can cooperate with the units in the electronic device to implement the solution of the embodiments of this application.

[0128] Referring now to FIG8, a schematic diagram of the structure of a computer system 800 suitable for implementing a terminal device or server in accordance with the embodiments of the present application is shown.

[0129] As shown in Figure 8, the computer system 800 includes a central processing unit (CPU) 801, which can perform various appropriate actions and processes based on programs stored in read-only memory (ROM) 802 or programs loaded from storage section 808 into random access memory (RAM) 803. The RAM 803 also stores various programs and data required for the operation of the system 800. The CPU 801, ROM 802, and RAM 803 are interconnected via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0130] The following components are connected to I / O interface 805: an input section 806 including a keyboard, mouse, etc.; an output section 807 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 808 including a hard disk, etc.; and a communication section 809 including a network interface card such as a LAN card, modem, etc. The communication section 809 performs communication processing via a network such as the Internet. A drive 810 is also connected to I / O interface 805 as needed. A removable medium 811, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 810 as needed so that computer programs read from it can be installed into storage section 808 as needed.

[0131] In particular, according to embodiments of this disclosure, the process described above with reference to FIG1 can be implemented as a computer software program. For example, embodiments of this disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program containing program code for performing the method of FIG1. ​​In such embodiments, the computer program can be downloaded and installed from a network via communication section 809, and / or installed from removable medium 811.

[0132] It should be noted that the computer-readable medium shown in this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0133] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0134] The units or modules described in the embodiments of this application can be implemented in software or hardware. The described units or modules can also be located in a processor. The names of these units or modules do not, in certain circumstances, constitute a limitation on the unit or module itself.

[0135] In another aspect, this application also provides a vehicle that includes the brake deviation control device described in the above embodiments.

[0136] In another aspect, this application also provides a computer-readable storage medium, which may be included in the computer device described in the above embodiments, or may exist independently and not assembled into the computer device. The computer-readable storage medium stores one or more programs that, when used by one or more processors, execute the methods described in this application. For example, the steps of the methods shown in Figures 1 to 6 can be executed.

[0137] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0138] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A braking deviation control method, characterized in that, The method includes: when the yaw parameter of the vehicle under braking indicates that the vehicle is pulling to one side during braking, obtaining the steering wheel state of the vehicle; the steering wheel state is used to indicate whether the steering wheel is operated under braking; determining a first yaw parameter and a second yaw parameter based on the yaw parameter; the first yaw parameter is related to M sub-parameters of the yaw parameter, and the second yaw parameter is related to N sub-parameters of the yaw parameter, wherein the M sub-parameters are different from the N sub-parameters, and M and N are integers greater than or equal to 2; if the vehicle is turning, or the steering wheel state indicates that the steering wheel is operated under braking, then determining the adjustment torque of the steering wheel based on the first yaw parameter, and controlling the steering wheel to rotate based on the adjustment torque; if the vehicle is traveling straight, and the steering wheel state indicates that the steering wheel is not operated under braking, then determining the adjustment angle of the steering wheel based on the second yaw parameter, and controlling the steering wheel to rotate based on the adjustment angle.

2. The method according to claim 1, characterized in that, The method further includes: if the vehicle is not braking, or if the yaw parameter of the vehicle under braking condition indicates that the vehicle is veering off course without braking, then control of the steering wheel is prohibited.

3. The method according to claim 1, characterized in that, The yaw parameter includes sub-parameters such as nominal yaw parameter, current yaw parameter, and target yaw parameter; the nominal yaw parameter is the yaw parameter when the vehicle reaches a steady state, and the target yaw parameter is zero.

4. The method according to claim 3, characterized in that, Determining the first yaw parameter and the second yaw parameter based on the yaw parameter includes: determining the first yaw parameter based on the absolute value of the difference between the current yaw parameter and the nominal yaw parameter; and determining the second yaw parameter based on the difference between the target yaw parameter and the current yaw parameter.

5. The method according to claim 1, characterized in that, The step of determining the steering wheel adjustment torque based on the first yaw parameter includes: searching torque reference information based on the first yaw parameter and the vehicle speed to determine the value of the auxiliary torque corresponding to the first yaw parameter and the current speed of the vehicle; the torque reference information includes the values ​​of auxiliary torque corresponding to different vehicle speeds and different first yaw parameters; determining the direction of the auxiliary torque based on the difference between the current yaw parameter and the nominal yaw parameter; determining the auxiliary torque based on the value of the auxiliary torque and the direction of the auxiliary torque; and determining the adjustment torque based on the auxiliary torque.

6. The method according to claim 5, characterized in that, Determining the adjustment torque based on the auxiliary torque includes: determining the maximum adjustment torque corresponding to the vehicle; and determining the adjustment torque based on the auxiliary torque and the maximum adjustment torque.

7. The method according to claim 6, characterized in that, The adjustment rate of the adjusted torque is less than the torque adjustment rate threshold.

8. The method according to claim 5, characterized in that, Controlling the steering wheel rotation based on the adjusted torque includes: determining a target torque based on the adjusted torque, and controlling the steering wheel rotation based on the target torque, wherein the target torque is the sum of the adjusted torque and the original power assist torque of the vehicle.

9. The method according to claim 1, characterized in that, Determining the adjustment angle of the steering wheel based on the second yaw parameter includes: determining a target angle of the steering wheel based on the second yaw parameter and the rate of change of the second yaw parameter; and determining the adjustment angle based on the target angle.

10. The method according to claim 9, characterized in that, Determining the adjustment angle based on the target angle includes: determining the maximum adjustment angle corresponding to the current speed of the vehicle; and determining the adjustment angle based on the target angle and the maximum adjustment angle.

11. The method according to claim 10, characterized in that, The adjustment rate of the angle is less than the angle adjustment rate threshold.

12. The method according to claim 1, characterized in that, The step of obtaining the steering wheel status of the vehicle includes: obtaining the current torque of the steering wheel.

13. The method according to claim 12, characterized in that, The method further includes: if the current torque of the steering wheel is greater than or equal to a preset threshold, then determining that the steering wheel state indicates that the steering wheel is operated when the vehicle is braking; otherwise, determining that the steering wheel state indicates that the steering wheel is not operated when the vehicle is braking.

14. A braking deviation control device, characterized in that, The device includes: an acquisition module, configured to acquire the steering wheel state of the vehicle when the yaw parameter of the vehicle under braking indicates that the vehicle is pulling to one side during braking; the steering wheel state is used to indicate whether the steering wheel of the vehicle is operated under braking; and a control module, configured to determine a first yaw parameter and a second yaw parameter based on the yaw parameter; the first yaw parameter is related to M sub-parameters of the yaw parameter, and the second yaw parameter is related to N sub-parameters of the yaw parameter, wherein the M sub-parameters are different from the N sub-parameters, and M and N are integers greater than or equal to 2; if the vehicle is turning, or the steering wheel state indicates that the steering wheel is operated under braking, then an adjustment torque of the steering wheel is determined based on the first yaw parameter, and the steering wheel is controlled to rotate based on the adjustment torque; if the vehicle is traveling straight, and the steering wheel state indicates that the steering wheel is not operated under braking, then an adjustment angle of the steering wheel is determined based on the second yaw parameter, and the steering wheel is controlled to rotate based on the adjustment angle.

15. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 13.

16. A vehicle, characterized in that, The vehicle includes the brake drift control device as described in claim 14.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 13.

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