Vehicle control method, control system, controller, vehicle, medium and product

Abstract

The invention relates to a vehicle control method, a control system, a controller, a vehicle, a medium and a product. The method comprises the following steps: determining that a vehicle has a lateral stability fault; obtaining stability related parameters of the vehicle; and carrying out stability control on the vehicle, wherein the control basis of the stability control comprises the stability related parameters. Therefore, after the transverse stability fault of the vehicle occurs, the stability related parameters of the vehicle when the transverse stability fault occurs are used as the control basis of stability control to perform stability control on the vehicle, so that the vehicle can be kept stable after the transverse stability fault occurs, the accident occurrence probability is reduced, and the safety of the vehicle is improved. And the safety of the vehicle, a driver and passengers is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular, to a vehicle control method, a control system, a controller, a vehicle, a medium and a product. Background Art

[0002] The increasing popularity of vehicles has caused a sharp increase in traffic accidents, and active safety control has become a key issue for drivers. A tire blowout is a sudden and dangerous condition that can cause the vehicle to deviate or even roll over.

[0003] Currently, vehicles with tire blowouts are mainly handled through hardware, such as installing special tires on the vehicle, installing mechanical structures to assist in supporting tire blowouts, etc. This approach will not only increase additional hardware costs, but will also affect the vehicle structure and driving smoothness. Summary of the invention

[0004] The purpose of the present disclosure is to provide a vehicle control method, a control system, a controller, a vehicle, a medium and a product.

[0005] In order to achieve the above object, the present disclosure provides a vehicle control method according to a first aspect, the method comprising: Determining that the vehicle has a lateral stability failure; Obtaining stability-related parameters of the vehicle; Stability control is performed on the vehicle, and a control basis of the stability control includes the stability-related parameters.

[0006] A second aspect of the present disclosure provides a vehicle control system, the vehicle control system comprising: a controller and an execution device, the controller being connected to the execution device; wherein the controller is used to: Determining that a lateral stability failure occurs in a vehicle, and obtaining stability-related parameters of the vehicle; The vehicle is subjected to stability control by the execution device, and a control basis of the stability control includes the stability-related parameters.

[0007] A third aspect of the present disclosure provides a controller, comprising: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to execute the instructions so that the controller implements the steps of a vehicle control method as described in the first aspect of the present disclosure.

[0008] A fourth aspect of the present disclosure provides a vehicle, comprising: a vehicle control system as described in the second aspect of the present disclosure, or a controller as described in the third aspect of the present disclosure.

[0009] A fifth aspect of the present disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method described in the first aspect of the present disclosure.

[0010] A sixth aspect of the present disclosure provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle control method described in the first aspect of the present disclosure.

[0011] By adopting the above technical solution, when it is determined that the vehicle has a lateral stability failure, the stability-related parameters of the vehicle are obtained, and stability control is performed on the vehicle, and the control basis of the stability control includes the stability-related parameters. In this way, after the vehicle has a lateral stability failure, the stability-related parameters of the vehicle when the lateral stability failure occurs can be used as the control basis of the stability control to perform stability control on the vehicle, so that the vehicle can remain stable after the lateral stability failure occurs, reduce the probability of accidents, and improve the safety of the vehicle and the driver and passengers.

[0012] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The accompanying drawings are used to provide further understanding of the present disclosure and constitute a part of the specification. They are used to explain the present disclosure together with the following detailed description, but do not constitute a limitation of the present disclosure.

[0014] Figure 1 The present invention is a flow chart of a vehicle control method according to an exemplary embodiment.

[0015] Figure 2 is a schematic diagram of a vehicle control system according to an exemplary embodiment.

[0016] Figure 3 is a schematic diagram of a tire blowout sensor according to an exemplary embodiment.

[0017] Figure 4 is a schematic diagram of another vehicle control system according to an exemplary embodiment.

[0018] Figure 5 is a schematic diagram showing a method of determining a torque to be compensated according to an exemplary embodiment.

[0019] Figure 6 The diagram is a schematic diagram showing a method of controlling a vehicle according to an exemplary embodiment.

[0020] Figure 7 is a block diagram of a vehicle control device according to an exemplary embodiment. DETAILED DESCRIPTION

[0021] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0022] As mentioned in the background art, the existing tire blowout auxiliary control method cannot accurately control the vehicle to maintain balance when the vehicle has a tire blowout, which may cause the vehicle to yaw irreversibly. In severe cases, it may also affect the safety of the vehicle and the driver and passengers.

[0023] In view of this, the present disclosure provides a vehicle control method, a control system, a controller, a vehicle, a medium and a product. When it is determined that a lateral stability failure occurs in a vehicle, stability-related parameters of the vehicle are obtained, and stability control is performed on the vehicle. The control basis of the stability control includes the stability-related parameters. In this way, after a lateral stability failure occurs in the vehicle, the stability-related parameters of the vehicle when the lateral stability failure occurs are used as the control basis of the stability control to perform stability control on the vehicle, so that the vehicle can remain stable after the lateral stability failure occurs, reduce the probability of accidents, and improve the safety of the vehicle and the driver and passengers.

[0024] Figure 1 FIG. 1 is a flow chart of a vehicle control method according to an exemplary embodiment. Figure 1 As shown, the vehicle control method may include the following steps.

[0025] In step S11 , it is determined that a lateral stability failure occurs in the vehicle.

[0026] The lateral stability fault may include, but is not limited to, at least one of a tire blowout fault, a wheel control failure fault, an understeering fault, and an oversteering fault, which is not specifically limited in the present disclosure.

[0027] In step S12, the stability-related parameters of the vehicle are obtained.

[0028] The stability-related parameters refer to the parameters related to the vehicle maintaining the direction and posture stability during driving, which are mainly reflected in the vehicle's maneuverability, anti-skid ability, and balance under various road conditions. For example, the stability-related parameters may include but are not limited to: at least one of the yaw rate, the sideslip angle of the center of mass, the lateral acceleration, and the roll acceleration.

[0029] In step S13, stability control is performed on the vehicle, and a control basis of the stability control includes stability-related parameters.

[0030] In the present disclosure, after a vehicle has a lateral stability failure, the vehicle cannot maintain balance and may experience accidents such as skidding and rollover. Therefore, after determining that the vehicle has a lateral stability failure, the stability-related parameters of the vehicle are obtained, and the stability-related parameters are used as the basis for stability control to control the vehicle.

[0031] For example, braking force and / or driving force may be allocated to the wheels of the vehicle according to the stability-related parameters to keep the vehicle balanced. It should be understood that, when braking force is allocated to the wheels of the vehicle, the vehicle may also be controlled to stop driving by the braking force, further ensuring the safety of the vehicle and the driver and passengers.

[0032] By adopting the above technical solution, when it is determined that the vehicle has a lateral stability failure, the stability-related parameters of the vehicle are obtained, and the stability-related parameters are used as the control basis of stability control to control the stability of the vehicle. In this way, after the vehicle has a lateral stability failure, the stability-related parameters of the vehicle when the lateral stability failure occurs are used as the control basis of stability control to control the stability of the vehicle, so that the vehicle can remain stable after the lateral stability failure occurs, reduce the probability of accidents, and improve the safety of the vehicle and the driver and passengers.

[0033] In one embodiment, the stability-related parameter is used to determine a torque to be compensated for, and the torque to be compensated for is used to control the torque of the wheels of the vehicle when stability control is performed on the vehicle.

[0034] In this embodiment, the stability-related parameter can be used to determine the torque to be compensated. That is, the torque to be compensated is determined at least according to the acquired stability-related parameter. The torque to be compensated refers to the torque required to control the vehicle to maintain stability.

[0035] It should be understood that since the vehicle has a lateral stability failure, in order to ensure the stability of the vehicle, the torque that needs to be compensated is usually the yaw torque. Therefore, in the present disclosure, the torque to be compensated determined can be the yaw torque to be compensated, which can also be called the yaw moment.

[0036] For example, braking force and / or driving force may be allocated to the wheels of the vehicle according to the torque to be compensated so as to keep the vehicle balanced. It should be understood that when braking force is allocated to the wheels of the vehicle, the vehicle may also be controlled to stop driving by the braking force, thereby further ensuring the safety of the vehicle and the driver and passengers.

[0037] In another embodiment, the torque to be compensated is obtained based on the stability-related parameters and the driving intention information of the vehicle.

[0038] In this embodiment, when determining the torque to be compensated, the vehicle's driving intention, that is, the driver's driving intention, can also be considered to ensure that the determined torque to be compensated does not conflict with the vehicle's driving intention, that is, to ensure that after the vehicle has a lateral stability failure, the auxiliary control does not conflict with the driver's driving intention.

[0039] In this embodiment, the driving intention information may include a target yaw rate and / or a target center of mass sideslip angle of the vehicle, wherein the target yaw rate may be referred to as an ideal yaw rate, and the target center of mass sideslip angle may be referred to as an ideal center of mass sideslip angle.

[0040] Accordingly, acquiring the torque to be compensated may include: determining the torque to be compensated according to stability-related parameters and driving intention information of the vehicle.

[0041] Among them, the target yaw rate and the target center of mass sideslip angle are obtained according to the vehicle's steering wheel angle, the vehicle's driving speed and the vehicle motion model.

[0042] For example, the vehicle motion model may be a two-degree-of-freedom vehicle motion model, and the steering wheel angle and the driving speed are input into the two-degree-of-freedom vehicle motion model to obtain a target yaw rate and a target center-of-mass sideslip angle output by the two-degree-of-freedom vehicle motion model.

[0043] The yaw rate is obtained by a yaw rate sensor; the center of mass sideslip angle is determined based on the structural parameters of the vehicle, the longitudinal acceleration of the vehicle, the yaw rate and the center of mass sideslip angle estimation model.

[0044] In the present disclosure, the actual yaw rate of the vehicle can be obtained according to the existing yaw rate sensor. And after the yaw rate is obtained, the center of mass sideslip angle of the vehicle can be obtained according to the center of mass sideslip angle estimation model.

[0045] For example, the algorithm expression of the center of mass sideslip angle estimation model can be expressed as: ,in, Characterizes the vehicle's center of mass sideslip angle, Respectively represent the distance from the vehicle's center of mass to the front and rear axles, Characterizes the longitudinal velocity of the vehicle, Characterizes the vehicle rear axle lateral stiffness, Characterizes the quality of the vehicle, Characterizes the yaw rate.

[0046] After the yaw rate and / or the sideslip angle of the center of mass are obtained, and the target yaw rate and the sideslip angle of the center of mass of the vehicle are determined, the torque to be compensated can be determined according to the yaw rate and / or the sideslip angle of the center of mass, the target yaw rate and / or the sideslip angle of the center of mass.

[0047] For example, when the stability-related parameters include the yaw rate, the torque to be compensated may be determined based on a first difference between the target yaw rate and the yaw rate, and / or, when the stability-related parameters include the center-of-mass sideslip angle, the torque to be compensated may be determined based on a second difference between the target center-of-mass sideslip angle and the center-of-mass sideslip angle.

[0048] In one embodiment, the stability-related parameter includes a yaw rate, and the driving intention information includes a target yaw rate. The yaw rate of the vehicle is obtained by a yaw rate sensor, and the steering wheel angle and the driving speed are input into a vehicle motion model to obtain the target yaw rate. Afterwards, a first difference between the target yaw rate and the yaw rate is determined, and the first difference is input into a sliding mode controller to obtain a sliding mode controller output torque to be compensated.

[0049] It should be understood that, in this embodiment, the sliding mode controller is designed by taking the target yaw rate and the first difference between the yaw rate as input.

[0050] In another embodiment, the stability-related parameter includes a center of mass sideslip angle, and the driving intention information includes a target center of mass sideslip angle. The yaw rate of the vehicle is obtained through a yaw rate sensor, and the structural parameters of the vehicle, the longitudinal acceleration of the vehicle, and the yaw rate are input into a center of mass sideslip angle estimation model to obtain a target center of mass sideslip angle. Afterwards, a second difference between the target center of mass sideslip angle and the center of mass sideslip angle is determined, and the second difference is input into a sliding mode controller to obtain a torque to be compensated output by the sliding mode controller.

[0051] It should be understood that, in this embodiment, the target center-of-mass sideslip angle and the second difference between the center-of-mass sideslip angle are used as input to design the sliding mode controller.

[0052] In another embodiment, the stability-related parameters include yaw rate and center of mass sideslip angle, and the driving intention information includes target yaw rate and target center of mass sideslip angle. The yaw rate of the vehicle is obtained by a yaw rate sensor, and the structural parameters of the vehicle, the longitudinal acceleration of the vehicle and the yaw rate are input into a center of mass sideslip angle estimation model to obtain the target center of mass sideslip angle. Afterwards, a first difference between the target yaw rate and the yaw rate is determined, and a second difference between the target center of mass sideslip angle and the center of mass sideslip angle is determined, and the first difference and the second difference are input into a sliding mode controller to obtain a sliding mode controller output torque to be compensated.

[0053] It should be understood that, in this embodiment, the first difference between the target yaw rate and the yaw rate, and the second difference between the target center of mass sideslip angle and the center of mass sideslip angle are used as dual inputs to design the sliding mode controller.

[0054] In this embodiment, the torque to be compensated is determined based on a first difference between a target yaw rate and the yaw rate, and a second difference between a target center-of-mass sideslip angle and the center-of-mass sideslip angle as dual input parameters. In this way, a more accurate torque to be compensated can be obtained, thereby improving the stability of the vehicle when the vehicle is subsequently controlled based on the more accurate torque to be compensated.

[0055] In the present disclosure, the domain controller may determine that a lateral stability failure occurs in the vehicle, and obtain stability-related parameters of the vehicle and a torque to be compensated.

[0056] Optionally, acquiring the stability-related parameters of the vehicle and determining the torque to be compensated are performed by the same domain controller.

[0057] Figure 2 FIG. 1 is a schematic diagram of a vehicle control system according to an exemplary embodiment. Figure 2 As shown, the vehicle control system may include a domain controller and an actuator.

[0058] First, the external sensor senses the lateral stability fault information and sends the lateral stability fault signal to the domain controller via a radio frequency signal. The domain controller determines that the vehicle has a lateral stability fault when receiving the lateral stability fault signal. The domain controller integrates a vehicle motion model, and the domain controller inputs the steering wheel angle and driving speed into the vehicle motion model to obtain the target yaw rate and target center of mass sideslip angle output by the vehicle motion model.

[0059] At the same time, the yaw rate sensor can send the yaw rate of the vehicle detected by it to the domain controller via the CAN bus, so that the domain controller can obtain the yaw rate of the vehicle. Then, the domain controller can further determine the center of mass sideslip angle of the vehicle through the center of mass sideslip angle estimation model.

[0060] Then, the torque to be compensated is determined according to the target yaw rate, the target sideslip angle of the center of mass, the yaw rate and the sideslip angle of the center of mass. For example, the target yaw rate, the target sideslip angle of the center of mass, the yaw rate and the sideslip angle of the center of mass can be directly input into the sliding mode controller to obtain the torque to be compensated. For another example, Figure 2 As shown, the domain controller can determine a first difference between the target yaw rate and the yaw rate, determine a second difference between the target center of mass sideslip angle and the center of mass sideslip angle, and input the first difference and / or the second difference into the sliding mode controller to obtain the torque to be compensated output by the sliding mode controller. Finally, the domain controller inputs the torque to be compensated into the actuator so that the actuator controls the vehicle according to the torque to be compensated.

[0061] By adopting the above technical solution, the domain controller obtains the vehicle's stability-related parameters and the torque to be compensated, effectively shortening the data transmission link, reducing the data transmission time, and thus reducing the response time for vehicle control. In this way, the vehicle can be quickly controlled when a lateral stability failure occurs, further ensuring the safety of the vehicle and the driver and passengers.

[0062] In the related art, it is usually detected whether a wheel has a tire blowout by reading the sensor parameters of the whole vehicle and sensing the tire blowout of the vehicle through the changes in sensor parameters such as wheel speed. For example, the difference between the wheel speed collected by the wheel speed sensor and the wheel speed of the normal wheel is compared to determine whether the vehicle has a tire blowout. In this method, if the pre-set wheel speed range of the normal wheel is too short, it is very easy to generate false alarms. If it is too long, it cannot quickly intervene to assist, causing the vehicle to lose control. Generally, the wheel speed algorithm takes tens of seconds to accurately identify abnormal tire pressure, which is far from meeting the requirements of tire blowout control. In other words, the algorithm has poor real-time performance and a high false alarm rate.

[0063] In order to reduce the tire blowout detection time, in the present disclosure, a tire blowout sensor is used for detection. Therefore, in one embodiment, the lateral stability fault may include a tire blowout fault, and determining that the vehicle has a lateral stability fault includes: detecting the deflation rate and / or pressure of a first wheel; for the first wheel, if the deflation rate of the first wheel is detected to be less than or equal to a first threshold value for multiple consecutive times, and / or the pressure is detected to be less than or equal to a second threshold value for multiple consecutive times, then determining that the first wheel has a tire blowout fault, and the first wheel is any wheel of the vehicle.

[0064] Accordingly, the external sensor may be a tire blowout sensor that is independently arranged from the domain controller. That is, the vehicle control system may further include a tire blowout sensor, and the plurality of tire blowout sensors are arranged in one-to-one correspondence with the plurality of wheels of the vehicle. For example, the vehicle includes a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and the vehicle control system may include four tire blowout sensors, and the four tire blowout sensors are respectively arranged in the tires of the four wheels. Each tire blowout sensor is connected to the domain controller, and is used to detect the deflation rate and / or pressure of the wheel corresponding to the tire blowout sensor, and determine whether to send a tire blowout signal to the domain controller according to the deflation rate and / or pressure. For example, when it is detected that the deflation rate of the wheel is less than the first threshold value, or the pressure is less than the second threshold value, it is determined to send a tire blowout signal to the domain controller.

[0065] Figure 3 FIG. 1 is a schematic diagram of a tire burst sensor according to an exemplary embodiment. Figure 3As shown, the tire burst sensor 300 may include a temperature sensor 301, a pressure sensor 302, an impact sensor 303, a gas volume sensor 304, a power supply 305, a signal receiving device 306, a signal sending device 307 and a signal processing device 308. The temperature sensor 301, the pressure sensor 302, the gas volume sensor 304 and the signal processing device 308 are packaged into one by packaging technology.

[0066] Among them, the pressure sensor 302 and the gas volume sensor 304 can detect the pressure and deflation rate in the tire respectively when the temperature detected by the temperature sensor 301 is within the normal temperature range and the impact sensor 303 detects that the tire is impacted. The power supply 305 can be a 3V button battery. The signal receiving device 306 can be a LF (Low Frequency) low-frequency coil, and the signal sending device 307 can be a PCB (Printed Circuit Board) loop antenna. The signal processing device 308 may include a burst pressure monitoring (BPM) module and a window comparator, which is used to set a threshold. For example, the window comparator is set with a first threshold and / or a second threshold. When it is detected that the deflation rate is less than or equal to the first threshold, and / or the pressure is less than or equal to the second threshold, it is determined that the wheel has a tire blowout.

[0067] It should be understood that in Figure 3 The various devices in the system can communicate with each other.

[0068] In addition, in order to avoid interference from external non-tire blowout factors, if the deflation rate detected by the tire blowout sensor for multiple consecutive times is less than or equal to the first threshold, and / or the pressure detected for multiple consecutive times is less than or equal to the second threshold, it is determined that the wheel has a tire blowout, and a tire blowout signal is sent to the domain controller; the domain controller is used to determine that the vehicle has a lateral stability failure when receiving the tire blowout signal. The specific number of consecutive multiple times can be set according to actual needs, and this disclosure does not specifically limit this.

[0069] By using the above tire burst sensor, the pressure and / or deflation rate in the tire can be quickly sampled through the pressure sensor 302 and the gas volume sensor 304. When a tire bursts, the tire burst sensor can identify the tire burst before the entire tire burst process is completed, and send a tire burst signal to the domain controller. The specific work includes the following steps: Step 1: Initialize the tire blowout sensor.

[0070] Step 2: When the vehicle is running, the tire blowout sensor is activated and enters working state.

[0071] Step 3: Collect the deflation rate and / or pressure of the wheel.

[0072] Step 4: When it is determined that the currently collected deflation rate is less than the first threshold and / or the pressure is less than the second threshold, a tire burst signal is sent to the domain controller, otherwise, step 5 is executed.

[0073] Step 5: If the deflation rate is detected to be less than or equal to the first threshold value for multiple consecutive times, and / or the pressure is detected to be less than or equal to the second threshold value for multiple consecutive times, a tire burst signal is sent to the domain controller. Otherwise, return to step 3.

[0074] Figure 4 FIG. 1 is a schematic diagram of another vehicle control system according to an exemplary embodiment. Figure 4 As shown, the left front wheel tire blowout sensor, the right front wheel tire blowout sensor, the left rear wheel tire blowout sensor and the right rear wheel tire blowout sensor are respectively connected to the domain controller. Among them, the domain controller may include a radio frequency receiving module, and each tire blowout sensor can send a radio frequency signal to the radio frequency receiving module. For example, if the left front wheel tire blowout sensor detects that the deflation rate of the left front wheel is less than or equal to the first threshold value for multiple consecutive times, and / or the pressure detected for multiple consecutive times is less than or equal to the second threshold value, it is determined that the left front wheel has a tire blowout. At this time, the left front wheel tire blowout sensor sends a tire blowout signal to the radio frequency receiving module via the radio frequency signal. Among them, the working process of other tire blowout sensors is the same as that of the left front wheel tire blowout sensor, which will not be repeated here.

[0075] The domain controller may receive the tire blowout signal sent by each tire blowout sensor through the radio frequency receiving module, and determine that a lateral stability failure occurs in the vehicle when at least one tire blowout signal is received.

[0076] Reference Figure 4 After determining that the vehicle has a lateral stability failure, the domain controller determines the target yaw rate and target center of mass sideslip angle through the vehicle motion model integrated therein. At the same time, the yaw rate of the vehicle is obtained from the yaw rate sensor, and the center of mass sideslip angle of the vehicle is obtained through the center of mass sideslip angle estimation model integrated therein. Afterwards, the first difference between the target yaw rate and the yaw rate, and the second difference between the target center of mass sideslip angle and the center of mass sideslip angle are input into the sliding mode controller to obtain the torque to be compensated output by the sliding mode controller. Finally, the torque to be compensated is input into the actuator.

[0077] Figure 5 FIG. 1 is a schematic diagram showing a method for determining a torque to be compensated according to an exemplary embodiment. Figure 5 As shown, first, the two-degree-of-freedom vehicle motion model generates a target yaw rate based on the vehicle's driving intention and the target center of mass sideslip angle , these two parameters are key parameters to describe vehicle stability. Yaw rate sensors such as IMU (Inertial Measurement Unit) sensors measure the yaw rate of the vehicle. , the center of mass sideslip angle estimation model determines the center of mass sideslip angle Next, determine the target yaw rate and yaw rate The first difference , determine the target center of mass sideslip angle Side slip angle with center of mass The second difference Among them, the input of the two-degree-of-freedom vehicle motion model is the steering wheel angle and the driving speed. It only considers the longitudinal and yaw motions of the vehicle. It is an ideal model that corresponds to the vehicle's driving intention, that is, the driver's driving intention.

[0078] The two-degree-of-freedom vehicle motion model integrated in the domain controller outputs the ideal yaw rate and center-of-mass slip angle as the control target, and the center-of-mass slip angle estimated by the center-of-mass slip angle estimation model and the yaw rate measured by the sensor are the controlled objects. For example, Figure 5 As shown, the first difference and the second difference are used as inputs of the sliding mode controller to obtain the required torque, that is, the torque to be compensated.

[0079] For example, the two-degree-of-freedom vehicle motion model is to simplify the vehicle into a bicycle, and only consider the longitudinal and yaw motions. The dynamic equation of the two-degree-of-freedom vehicle model is: + = m ( + u )=

[0080] - b =I =

[0081] Written as a differential equation: = ( + - )+ ( - ) = ( + - )- b ( - ) Convert the above formula into state space: = +

[0082] = , = -1 = , =

[0083] in, and is the total lateral force and yaw moment acting on the vehicle, , are the lateral forces on the front and rear axles, m is the mass of the vehicle, and represent the longitudinal velocity and the lateral velocity respectively, Characterizing the lateral velocity The differential form of Characterizing the yaw rate The differential form of is the vehicle's moment of inertia, , is the distance from the center of mass to the front and rear axes, , are the cornering stiffness of the front and rear axles, is the steering wheel angle, Characterize the target center of mass side slip angle The differential form of Characterize the target yaw rate Differential form.

[0084] In order to maintain the balance or stability of the vehicle when a lateral stability failure occurs, additional torque is required to compensate, i.e., the torque to be compensated , that is, the above state space can be rewritten as: = +

[0085] = , = 0 = , =

[0086] For example, assume that the sliding surface of the sliding mode controller is designed as: s = ( )+ ( ) Select the isokinetic approach law , and the solution is = [-( + ) -( + ) -( + ) + + - k sgn(s)] in, Characterizing the sliding surface s The differential form of Characterize the symbol function. In order to eliminate system chattering in the experiment, the saturation function can be used Replace the symbol function , is the boundary layer thickness.

[0087] After determining the torque to be compensated, stability control is performed on the vehicle according to the torque to be compensated. In the present disclosure, stability control of the vehicle according to the torque to be compensated may include: adjusting the braking force of the wheel that has no lateral stability failure according to the torque to be compensated.

[0088] For example, the domain controller sends the determined torque to be compensated to the execution device, and the execution device adjusts the braking force of the wheel that has no lateral stability failure according to the torque to be compensated.

[0089] The actuator may be the vehicle's intelligent integrated braking system IPB (Intelligent Parking Brake). After receiving the torque to be compensated sent by the upper controller, i.e., the domain controller, the intelligent integrated braking system IPB controller may perform differential braking by hydraulically adjusting the wheel cylinder pressure, thereby compensating for the yaw torque and performing deceleration braking at the same time.

[0090] For example, during the occurrence of a lateral stability failure, the torque to be compensated can be determined in real time in the above manner, and then the execution device can compensate the yaw torque through differential braking in real time according to the torque to be compensated. Among them, by differential braking to compensate for yaw, the input and output of the sliding mode controller form a closed loop until the input deviation is zero and the output yaw torque is zero, and the control of the vehicle is terminated. At this time, the above vehicle control method can also be executed periodically, and the present disclosure does not specifically limit this.

[0091] In one embodiment, when a wheel has a lateral stability failure, the vehicle will tilt in the direction of the wheel with the lateral stability failure, thereby causing the vehicle to be unstable. Therefore, it is necessary to control the wheel in the other direction of the wheel with the lateral stability failure to effectively ensure the stability of the vehicle. Therefore, adjusting the braking force of the wheel that has not had a lateral stability failure according to the torque to be compensated to control the vehicle may include: if the wheel with the lateral stability failure is the left wheel of the vehicle, adjusting the braking force of the right wheel of the vehicle according to the torque to be compensated; and / or, if the wheel with the lateral stability failure is the right wheel of the vehicle, adjusting the braking force of the left wheel of the vehicle according to the torque to be compensated.

[0092] Figure 6 is a schematic diagram showing a method of controlling a vehicle according to an exemplary embodiment. Figure 6 In the figure, the vehicle's driving direction is as shown by the straight arrow in the figure. Figure 6 As shown in the first figure in , assuming that the left front wheel of the vehicle has a lateral stability failure, for example, the left front wheel has a tire blowout, the braking force of the right wheel of the vehicle is adjusted according to the torque to be compensated, for example, the braking force of the right front wheel and / or the right rear wheel is adjusted to keep the vehicle stable. Figure 6 As shown in the second figure in , assuming that the left rear wheel of the vehicle has a lateral stability failure, the braking force of the right front wheel and / or the right rear wheel is adjusted. Figure 6 As shown in the third figure in , assuming that the right front wheel of the vehicle has a lateral stability failure, the braking force of the left front wheel and / or the left rear wheel is adjusted. Figure 6 As shown in the fourth figure in , assuming that the right rear wheel of the vehicle has a lateral stability failure, the braking force of the left front wheel and / or the left rear wheel is adjusted.

[0093] Based on the same inventive concept, the present disclosure also provides a vehicle control system. The vehicle control system includes: a controller and an execution device, wherein the controller is connected to the execution device; wherein the controller is used to: Determining that a lateral stability failure occurs in a vehicle, and obtaining stability-related parameters of the vehicle; The vehicle is subjected to stability control by the execution device, and a control basis of the stability control includes the stability-related parameters.

[0094] Optionally, the stability-related parameter is used to determine a torque to be compensated, and the torque to be compensated is used to control the torque of the wheels of the vehicle when stability control is performed on the vehicle.

[0095] Optionally, the controller is also used to determine the torque to be compensated based on the stability-related parameters and the driving intention information of the vehicle.

[0096] Optionally, the driving intention information includes a target yaw rate and / or a target center of mass sideslip angle of the vehicle.

[0097] Optionally, a vehicle motion model is integrated in the controller; the controller is also used to obtain the target yaw angular velocity and target center of mass sideslip angle according to the steering wheel angle of the vehicle, the driving speed of the vehicle and the vehicle motion model.

[0098] Optionally, the controller is further configured to determine a first difference between the target yaw rate and the yaw rate when the stability-related parameter includes the yaw rate, and determine the torque to be compensated according to the first difference; and / or The controller is further configured to determine a second difference between the target center-of-mass sideslip angle and the center-of-mass sideslip angle when the stability-related parameter includes the center-of-mass sideslip angle, and determine the torque to be compensated according to the second difference.

[0099] Optionally, the stability-related parameters include yaw rate and / or center of mass sideslip angle; the system includes a yaw rate sensor; The yaw rate sensor is connected to the controller, and is used to obtain the yaw angular velocity of the vehicle and send the yaw angular velocity to the controller; The controller also integrates a center of mass sideslip angle estimation model for obtaining the center of mass sideslip angle of the vehicle based on the structural parameters of the vehicle, the longitudinal acceleration of the vehicle, the yaw angular velocity and the center of mass sideslip angle estimation model.

[0100] Optionally, the actuator is used to adjust the braking force of the wheel that has not suffered lateral stability failure according to the torque to be compensated.

[0101] Optionally, the actuator is also used to adjust the braking force of the right wheel of the vehicle according to the torque to be compensated to control the vehicle if the wheel with the lateral stability failure is the left wheel of the vehicle, and / or to adjust the braking force of the left wheel of the vehicle according to the torque to be compensated to control the vehicle if the wheel with the lateral stability failure is the right wheel of the vehicle.

[0102] Optionally, the lateral stability fault includes a tire blowout fault, and the system further includes: a first tire blowout sensor; The first tire burst sensor is connected to the controller and is used to detect the deflation rate and / or pressure of the first wheel. If the deflation rate detected multiple times in succession is less than or equal to a first threshold, and / or the pressure detected multiple times in succession is less than or equal to a second threshold, a tire burst signal is sent to the controller. The first wheel is any wheel of the vehicle. The controller is used to determine that the vehicle has a tire blowout fault when receiving a tire blowout signal.

[0103] Optionally, the system further comprises a prompting device; The controller is connected to the prompt device and is used to control the prompt device to output fault prompt information when a lateral stability fault of the vehicle is detected.

[0104] Regarding the vehicle control system in the above embodiment, the specific methods of each device and component in the system have been described in detail in the embodiment of the method, and will not be elaborated here.

[0105] Based on the same inventive concept, the present disclosure also provides a vehicle control device. Figure 7 FIG. 1 is a block diagram of a vehicle control device according to an exemplary embodiment. Figure 7 As shown, the vehicle control device 700 may include: A first determination module 701 is used to determine whether a lateral stability failure occurs in the vehicle; A first acquisition module 702, used to acquire stability-related parameters of the vehicle; The control module 703 is used to perform stability control on the vehicle, and the control basis of the stability control includes the stability-related parameters.

[0106] Optionally, the stability-related parameter includes at least one of yaw rate, center of mass sideslip angle, lateral acceleration and roll acceleration.

[0107] Optionally, the stability-related parameter is used to determine a torque to be compensated, and the torque to be compensated is used to control the torque of the wheels of the vehicle when stability control is performed on the vehicle.

[0108] Optionally, the torque to be compensated is obtained based on the stability-related parameters and the driving intention information of the vehicle.

[0109] Optionally, the driving intention information includes a target yaw rate and / or a target center of mass sideslip angle of the vehicle.

[0110] Optionally, the target yaw rate and the target center-of-mass sideslip angle are obtained based on a steering wheel angle of the vehicle, a driving speed of the vehicle and a vehicle motion model.

[0111] Optionally, the stability-related parameter includes a yaw rate, and the torque to be compensated is determined according to a first difference between the target yaw rate and the yaw rate; and / or, The stability-related parameter includes a sideslip angle of the center of mass, and the torque to be compensated is determined according to a second difference between the target sideslip angle of the center of mass and the sideslip angle of the center of mass.

[0112] Optionally, the yaw rate is obtained by a yaw rate sensor; the center-of-mass sideslip angle is determined based on structural parameters of the vehicle, the longitudinal acceleration of the vehicle, the yaw rate and a center-of-mass sideslip angle estimation model.

[0113] Optionally, the acquiring of the stability-related parameters of the vehicle and the determining of the torque to be compensated are performed by the same domain controller.

[0114] Optionally, the control module 703 is further used to adjust the braking force of the wheel that has no lateral stability failure according to the torque to be compensated.

[0115] Optionally, the control module 703 is also used to adjust the braking force of the right wheel of the vehicle according to the torque to be compensated if the wheel with the lateral stability failure is the left wheel of the vehicle; and / or, if the wheel with the lateral stability failure is the right wheel of the vehicle, adjust the braking force of the left wheel of the vehicle according to the torque to be compensated.

[0116] Optionally, the lateral stability fault includes a tire blowout fault, and the first determining module 701 is further configured to: A detection module, configured to detect a deflation rate and / or pressure of the first wheel; The fourth determination module is used to determine that a tire blowout occurs in a first wheel if the deflation rate of the first wheel is detected to be less than or equal to a first threshold value for multiple consecutive times, and / or the pressure is detected to be less than or equal to a second threshold value for multiple consecutive times. The first wheel is any wheel of the vehicle.

[0117] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0118] The present disclosure also provides a controller, comprising: a processor; a memory for storing processor-executable instructions; Among them, the processor is configured to execute the instructions to enable the controller to implement the steps of the vehicle control method provided in any of the above embodiments of the present disclosure.

[0119] Optionally, the controller is a domain controller or a central controller.

[0120] The present disclosure also provides a vehicle, comprising: a vehicle control system provided by any one of the above embodiments of the present disclosure; or a controller provided by any one of the above embodiments of the present disclosure.

[0121] The present disclosure also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the vehicle control method provided in any of the above embodiments of the present disclosure are implemented.

[0122] The present disclosure also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the vehicle control method provided in any of the above embodiments of the present disclosure.

[0123] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0124] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0125] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle control method, characterized in that: The method comprises: Determining that the vehicle has a lateral stability failure; Obtaining stability-related parameters of the vehicle; Stability control is performed on the vehicle, and a control basis of the stability control includes the stability-related parameters.

2. The method according to claim 1, characterized in that The stability-related parameter includes at least one of a yaw rate, a sideslip angle of the center of mass, a lateral acceleration, and a roll acceleration.

3. The method according to claim 1 or 2, characterized in that: The stability-related parameter is used to determine a torque to be compensated, and the torque to be compensated is used to control the torque of the wheels of the vehicle when stability control is performed on the vehicle.

4. The method according to claim 3, characterized in that The torque to be compensated is obtained according to the stability-related parameter and the driving intention information of the vehicle.

5. The method according to claim 4, characterized in that The driving intention information includes a target yaw rate and / or a target sideslip angle of the vehicle.

6. The method according to claim 5, characterized in that The target yaw rate and the target center-of-mass sideslip angle are obtained according to the steering wheel angle of the vehicle, the driving speed of the vehicle and a vehicle motion model.

7. The method according to claim 5, characterized in that The stability-related parameter includes a yaw rate, and the torque to be compensated is determined according to a first difference between the target yaw rate and the yaw rate; and / or, The stability-related parameter includes a sideslip angle of the center of mass, and the torque to be compensated is determined according to a second difference between the target sideslip angle of the center of mass and the sideslip angle of the center of mass.

8. The method according to claim 2, characterized in that: The yaw rate is obtained by a yaw rate sensor; the center-of-mass sideslip angle is determined based on the structural parameters of the vehicle, the longitudinal acceleration of the vehicle, the yaw rate and the center-of-mass sideslip angle estimation model.

9. The method according to claim 3, characterized in that: Acquiring the stability-related parameters of the vehicle and determining the torque to be compensated are performed by the same domain controller.

10. The method according to claim 3, characterized in that: The performing stability control on the vehicle comprises: The braking force of the wheel that has no lateral stability failure is adjusted according to the torque to be compensated.

11. The method according to claim 10, characterized in that The step of adjusting the braking force of the wheel that has no lateral stability failure according to the torque to be compensated comprises: If the wheel having the lateral stability failure is the left wheel of the vehicle, adjusting the braking force of the right wheel of the vehicle according to the torque to be compensated; and / or If the wheel having the lateral stability failure is the right wheel of the vehicle, the braking force of the left wheel of the vehicle is adjusted according to the torque to be compensated.

12. The method according to claim 1, characterized in that The lateral stability fault includes a tire blowout fault, and determining that the vehicle has a lateral stability fault includes: detecting a deflation rate and / or pressure of a first wheel; For the first wheel, if the deflation rate of the first wheel is detected to be less than or equal to a first threshold for multiple consecutive times, and / or the pressure is detected to be less than or equal to a second threshold for multiple consecutive times, it is determined that the first wheel has a tire blowout failure, and the first wheel is any wheel of the vehicle.

13. A vehicle control system, characterized in that: The vehicle control system comprises: a controller and an execution device, wherein the controller is connected to the execution device; wherein the controller is used to: Determining that a lateral stability failure occurs in a vehicle, and obtaining stability-related parameters of the vehicle; The vehicle is subjected to stability control by the execution device, and a control basis of the stability control includes the stability-related parameters.

14. The system according to claim 13, characterized in that The stability-related parameter is used to determine a torque to be compensated, and the torque to be compensated is used to control the torque of the wheels of the vehicle when stability control is performed on the vehicle.

15. The system according to claim 14, characterized in that The controller is further used to determine the torque to be compensated according to the stability-related parameters and the driving intention information of the vehicle.

16. The system according to claim 15, characterized in that The driving intention information includes a target yaw rate and / or a target sideslip angle of the vehicle.

17. The system according to claim 16, characterized in that The controller is integrated with a vehicle motion model; The controller is further used to obtain the target yaw rate and the target center of mass sideslip angle according to the steering wheel angle of the vehicle, the driving speed of the vehicle and the vehicle motion model.

18. The system according to claim 16, characterized in that The controller is further configured to determine a first difference between the target yaw rate and the yaw rate when the stability-related parameter includes the yaw rate, and determine the torque to be compensated according to the first difference; and / or The controller is further configured to determine a second difference between the target center-of-mass sideslip angle and the center-of-mass sideslip angle when the stability-related parameter includes the center-of-mass sideslip angle, and determine the torque to be compensated according to the second difference.

19. The system according to claim 13, characterized in that The stability-related parameters include yaw rate and / or center-of-mass sideslip angle; the system includes a yaw rate sensor; The yaw rate sensor is connected to the controller, and is used to obtain the yaw angular velocity of the vehicle and send the yaw angular velocity to the controller; The controller also integrates a center of mass sideslip angle estimation model for obtaining the center of mass sideslip angle of the vehicle based on the structural parameters of the vehicle, the longitudinal acceleration of the vehicle, the yaw angular velocity and the center of mass sideslip angle estimation model.

20. The system according to any one of claims 13 to 19, characterized in that The actuator is used to adjust the braking force of the wheel that has not suffered lateral stability failure according to the torque to be compensated.

21. The system according to claim 20, characterized in that The actuator is also used to adjust the braking force of the right wheel of the vehicle according to the torque to be compensated if the wheel with lateral stability failure is the left wheel of the vehicle, and / or adjust the braking force of the left wheel of the vehicle according to the torque to be compensated if the wheel with lateral stability failure is the right wheel of the vehicle.

22. The system according to any one of claims 13 to 19, characterized in that: The lateral stability fault includes a tire blowout fault, and the system further includes: a first tire blowout sensor; The first tire burst sensor is connected to the controller and is used to detect the deflation rate and / or pressure of the first wheel. If the deflation rate detected multiple times in succession is less than or equal to a first threshold, and / or the pressure detected multiple times in succession is less than or equal to a second threshold, a tire burst signal is sent to the controller. The first wheel is any wheel of the vehicle. The controller is used to determine that a tire blowout failure occurs in the vehicle upon receiving a tire blowout signal.

23. The system according to any one of claims 13 to 19, characterized in that The system also includes a prompting device; The controller is connected to the prompt device and is used to control the prompt device to output fault prompt information when a lateral stability fault of the vehicle is detected.

24. The system according to any one of claims 13 to 23, characterized in that: The controller is a domain controller or a central controller.

25. A controller, characterized in that: include: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to execute the instructions to enable the controller to implement the vehicle control method as described in any one of claims 1-12.

26. The controller according to claim 25, characterized in that The controller is a domain controller or a central controller.

27. A vehicle, characterized in that: The vehicle comprises: a vehicle control system as claimed in any one of claims 13 to 23; or A controller comprising any one of claims 25-26.

28. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 12 are implemented.

29. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 12.

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