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

Abstract

The present disclosure relates to a vehicle control method, a control system, a controller, a vehicle, a medium and a product. The method comprises: determining that the vehicle has a lateral stability failure; obtaining a stability-related parameter of the vehicle; and performing stability control on the vehicle, wherein the control basis of the stability control comprises the stability-related parameter. In this way, after the vehicle has a lateral stability failure, the stability-related parameter of the vehicle when the lateral stability failure occurs is 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, the probability of an accident is reduced, and the safety of the vehicle and the occupants is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle control method, control system, controller, vehicle, medium, and product. Background Technology

[0002] With the increasing prevalence of vehicles, traffic accidents have risen sharply, making proactive safety control a key concern for drivers. A tire blowout is a sudden and dangerous situation that can cause a vehicle to veer off course or even roll over.

[0003] Currently, the main way to deal with tire blowouts is through hardware, such as installing special tires or tire blowout support structures. This method not only increases the cost of additional hardware, but also affects the vehicle structure and driving smoothness. Summary of the Invention

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

[0005] To achieve the above objectives, the first aspect of this disclosure provides a vehicle control method, the method comprising:

[0006] The vehicle was found to have a lateral stability failure.

[0007] Obtain the stability-related parameters of the vehicle;

[0008] The vehicle is subjected to stability control, and the stability control is based on the stability-related parameters.

[0009] A second aspect of this disclosure provides a vehicle control system, the vehicle control system comprising: a controller and an actuator, the controller being connected to the actuator; wherein the controller is configured to:

[0010] Determine that the vehicle has experienced a lateral stability failure, and obtain the vehicle's stability-related parameters;

[0011] The vehicle's stability is controlled by the actuator, and the stability control is based on the stability-related parameters.

[0012] A third aspect of this disclosure provides a controller, comprising:

[0013] processor;

[0014] Memory used to store processor-executable instructions;

[0015] The processor is configured to execute the instructions to cause the controller to implement the steps of a vehicle control method as described in the first aspect of this disclosure.

[0016] This fourth aspect of the disclosure provides a vehicle comprising: a vehicle control system as described in the second aspect of the disclosure, or a controller as described in the third aspect of the disclosure.

[0017] The fifth aspect of this 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 this disclosure.

[0018] The sixth aspect of this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle control method described in the first aspect of this disclosure.

[0019] By employing the above technical solution, when a lateral stability failure is determined to occur in a vehicle, stability-related parameters of the vehicle are acquired, and stability control is implemented. The control basis for stability control includes these stability-related parameters. In this way, after a lateral stability failure occurs, the stability-related parameters of the vehicle at the time of the failure can be used as the basis for stability control, enabling the vehicle to remain stable after a lateral stability failure, reducing the probability of accidents, and improving the safety of the vehicle and its occupants.

[0020] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0021] The accompanying drawings are provided to further understand the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof.

[0022] Figure 1 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0023] Figure 2 This is a schematic diagram illustrating a vehicle control system according to an exemplary embodiment.

[0024] Figure 3 This is a schematic diagram illustrating a tire blowout sensor according to an exemplary embodiment.

[0025] Figure 4 This is a schematic diagram illustrating another vehicle control system according to an exemplary embodiment.

[0026] Figure 5 This is a schematic diagram illustrating the determination of the torque to be compensated according to an exemplary embodiment.

[0027] Figure 6This is a schematic diagram illustrating a method of controlling a vehicle according to an exemplary embodiment.

[0028] Figure 7 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment. Detailed Implementation

[0029] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0030] As mentioned in the background section, existing tire blowout assist control methods cannot accurately control the vehicle to maintain balance when a tire blowout occurs, which can lead to irreversible yaw and, in severe cases, affect the safety of the vehicle and its occupants.

[0031] In view of this, this disclosure provides a vehicle control method, control system, controller, vehicle, medium, and product. When a lateral stability fault is determined to occur in a vehicle, stability-related parameters of the vehicle are acquired, and stability control is performed on the vehicle. The control basis for stability control includes the stability-related parameters. Thus, after a lateral stability fault occurs, the stability-related parameters of the vehicle at the time of the fault can be used as the control basis for stability control, enabling the vehicle to remain stable after a lateral stability fault, reducing the probability of accidents, and improving the safety of the vehicle and its occupants.

[0032] Figure 1 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment. Figure 1 As shown, the vehicle control method may include the following steps.

[0033] In step S11, it is determined that the vehicle has experienced a lateral stability failure.

[0034] Lateral stability failures may include, but are not limited to, at least one of the following: tire blowout, wheel control failure, understeer, and oversteer. This disclosure does not specifically limit the specific failures.

[0035] In step S12, the stability-related parameters of the vehicle are obtained.

[0036] Among them, stability-related parameters refer to parameters related to the vehicle's directional and attitude stability during driving, mainly reflected in the vehicle's handling, anti-skid ability, and balance under various road conditions. For example, stability-related parameters may include, but are not limited to, at least one of the following: yaw rate, center of gravity sideslip angle, lateral acceleration, and roll acceleration.

[0037] In step S13, stability control is performed on the vehicle, and the control basis includes stability-related parameters.

[0038] In this disclosure, after a lateral stability failure occurs in a vehicle, the vehicle cannot maintain its balance and may experience accidents such as skidding or rollover. Therefore, after determining that a lateral stability failure has occurred in a vehicle, stability-related parameters of the vehicle are obtained, and these parameters are used as the basis for stability control to control the vehicle.

[0039] For example, braking and / or driving forces can be distributed to the wheels of a vehicle based on stability-related parameters to maintain the vehicle's balance. It should be understood that by distributing braking forces to the wheels, the vehicle can also be brought to a stop, further ensuring the safety of the vehicle and its occupants.

[0040] By employing the above technical solution, when a lateral stability failure is determined to occur in a vehicle, relevant stability parameters of the vehicle are acquired and used as the basis for stability control. In this way, after a lateral stability failure occurs, the relevant stability parameters of the vehicle at the time of the failure are used as the basis for stability control, enabling the vehicle to remain stable after the lateral stability failure, reducing the probability of accidents, and improving the safety of the vehicle and its occupants.

[0041] In one embodiment, stability-related parameters are used to determine the torque to be compensated, which is used to control the torque of the vehicle's wheels when performing stability control on the vehicle.

[0042] In this embodiment, the stability-related parameters can be used to determine the torque to be compensated. That is, the torque to be compensated is determined at least based on the acquired stability-related parameters. The torque to be compensated refers to the torque required to control the vehicle and maintain stability.

[0043] It should be understood that, due to the lateral stability failure of the vehicle, the torque that needs to be compensated to ensure the stability of the vehicle is usually the yaw torque. Therefore, in this disclosure, the torque to be compensated can be the yaw torque to be compensated, or it can be the yaw moment.

[0044] For example, braking force and / or driving force can be distributed to the wheels of a vehicle based on the torque to be compensated, in order to keep the vehicle balanced. It should be understood that, by distributing braking force to the wheels of a vehicle, the braking force can also be used to control the vehicle to stop moving, further ensuring the safety of the vehicle and its occupants.

[0045] In another embodiment, the torque to be compensated is obtained based on the stability-related parameters and the vehicle's driving intention information.

[0046] In this embodiment, when determining the torque to be compensated, the vehicle's driving intention, i.e., 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 experiences a lateral stability failure, the auxiliary control does not conflict with the driver's driving intention.

[0047] In this embodiment, the driving intention information may include the vehicle's target yaw rate and / or target center-of-gravity sideslip angle. The target yaw rate can be referred to as the ideal yaw rate, and the target center-of-gravity sideslip angle can be referred to as the ideal center-of-gravity sideslip angle.

[0048] Accordingly, obtaining the torque to be compensated may include: determining the torque to be compensated based on stability-related parameters and vehicle driving intention information.

[0049] Among them, the target yaw rate and the target center of mass sideslip angle are obtained based on the vehicle's steering wheel angle, vehicle speed, and vehicle motion model.

[0050] For example, the vehicle motion model can be a two-degree-of-freedom vehicle motion model. The steering wheel angle and driving speed are input into the two-degree-of-freedom vehicle motion model to obtain the target yaw rate and target center-of-gravity sideslip angle output by the two-degree-of-freedom vehicle motion model.

[0051] The yaw rate is obtained through a yaw rate sensor; the sideslip angle is determined based on the vehicle's structural parameters, longitudinal acceleration, yaw rate, and sideslip angle estimation model.

[0052] In this disclosure, the actual yaw rate of the vehicle can be obtained using an existing yaw rate sensor. Furthermore, after obtaining the yaw rate, the vehicle's sideslip angle can be obtained using a sideslip angle estimation model.

[0053] For example, the algorithmic expression for the centroid sideslip angle estimation model can be written as: ,in, The sideslip angle, representing the center of gravity of a vehicle, These represent the distances from the vehicle's center of gravity to the front and rear axles, respectively. Characterizing the longitudinal velocity of a vehicle, Characterizing the rear axle lateral stiffness of a vehicle, Characterizing the mass of a vehicle, Characterizes the yaw rate.

[0054] After obtaining the yaw rate and / or sideslip angle, and determining the target yaw rate and target sideslip angle of the vehicle, the torque to be compensated can be determined based on the yaw rate and / or sideslip angle, and the target yaw rate and / or target sideslip angle.

[0055] For example, when the stability-related parameters include 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.

[0056] In one implementation, stability-related parameters include yaw rate, and driving intention information includes a target yaw rate. The vehicle's yaw rate is acquired using a yaw rate sensor, and the steering wheel angle and driving speed are input into the vehicle motion model to obtain the target yaw rate. Then, a first difference between the target yaw rate and the target yaw rate is determined, and this first difference is input into the sliding mode controller to obtain the torque to be compensated output by the sliding mode controller.

[0057] It should be understood that, in this embodiment, the first difference between the target yaw rate and the yaw rate is used as the input to design the sliding mode controller.

[0058] In another implementation, stability-related parameters include the center-of-gravity sideslip angle, and driving intent information includes the target center-of-gravity sideslip angle. The vehicle's yaw rate is obtained using a yaw rate sensor. The vehicle's structural parameters, longitudinal acceleration, and yaw rate are input into the center-of-gravity sideslip angle estimation model to obtain the target center-of-gravity sideslip angle. Then, a second difference between the target center-of-gravity sideslip angle and the center-of-gravity sideslip angle is determined, and this second difference is input into the sliding mode controller to obtain the torque to be compensated output by the sliding mode controller.

[0059] It should be understood that, in this embodiment, the second difference between the target centroid sideslip angle and the centroid sideslip angle is used as the input to design the sliding mode controller.

[0060] In another implementation, stability-related parameters include yaw rate and sideslip angle, while driving intent information includes target yaw rate and target sideslip angle. The vehicle's yaw rate is acquired using a yaw rate sensor. The vehicle's structural parameters, longitudinal acceleration, and yaw rate are input into a sideslip angle estimation model to obtain the target sideslip angle. Then, a first difference between the target yaw rate and the target yaw rate, and a second difference between the target sideslip angle and the target sideslip angle, are determined. These first and second differences are then input into a sliding mode controller to obtain the torque to be compensated output by the sliding mode controller.

[0061] It should be understood that, in this embodiment, the first difference between the target yaw rate and the second difference between the target centroid sideslip angle and the centroid sideslip angle are used as the dual-input design sliding mode controller.

[0062] In this embodiment, the torque to be compensated is determined by combining the first difference between the target yaw rate and the target center of gravity sideslip angle with the target center of gravity sideslip angle as dual input parameters. In this way, a more accurate torque to be compensated can be obtained, which improves the stability of the vehicle when controlling the vehicle based on a more accurate torque to be compensated.

[0063] In this disclosure, a domain controller can determine that a vehicle has experienced a lateral stability failure and obtain the vehicle's stability-related parameters and the torque to be compensated.

[0064] Optionally, the acquisition of vehicle stability-related parameters and the determination of the torque to be compensated are performed through the same domain controller.

[0065] Figure 2 This is a schematic diagram illustrating a vehicle control system according to an exemplary embodiment. Figure 2 As shown, a vehicle control system may include a domain controller and actuators.

[0066] First, external sensors detect lateral stability fault information and transmit the lateral stability fault signal to the domain controller via radio frequency. Upon receiving the lateral stability fault signal, the domain controller determines that a lateral stability fault has occurred in the vehicle. The domain controller integrates a vehicle motion model. By inputting the steering wheel angle and driving speed into the vehicle motion model, the domain controller obtains the target yaw rate and target center-of-gravity sideslip angle output by the vehicle motion model.

[0067] Simultaneously, the yaw rate sensor can transmit the detected yaw rate of the vehicle to the domain controller via the CAN bus, enabling the domain controller to obtain the vehicle's yaw rate. The domain controller can then further determine the vehicle's sideslip angle using a sideslip angle estimation model.

[0068] Then, based on the target yaw rate, target center of mass sideslip angle, yaw rate, and center of mass sideslip angle, the torque to be compensated is determined. For example, the target yaw rate, target center of mass sideslip angle, yaw rate, and center of mass sideslip angle can be directly input into the sliding mode controller to obtain the torque to be compensated. As another example, such as... Figure 2 As shown, the domain controller can determine the first difference between the target yaw rate and the target center-of-gravity sideslip angle, and the second difference between the target center-of-gravity sideslip angle. By inputting the first difference and / or the second difference into the sliding mode controller, the controller outputs the torque to be compensated. Finally, the domain controller inputs the torque to be compensated into the actuator, which then controls the vehicle based on the torque to be compensated.

[0069] By employing the above technical solution, the domain controller acquires the vehicle's stability-related parameters and the torque to be compensated, effectively shortening the data transmission link and reducing data transmission time, thereby reducing the response time for vehicle control. This allows for rapid vehicle control in the event of a lateral stability failure, further ensuring the safety of the vehicle and its occupants.

[0070] In related technologies, tire blowouts are typically detected by reading vehicle sensor parameters and sensing changes in wheel speed and other sensor parameters. For example, comparing the wheel speed collected by the wheel speed sensor with the normal wheel speed determines that a blowout has occurred. However, this method is prone to false alarms if the pre-set normal wheel speed range is too short, or if it is too long, it cannot quickly intervene to assist, leading to loss of vehicle control. Generally, wheel speed algorithms require tens of seconds to accurately identify abnormal tire pressure, which falls far short of the requirements for blowout control. In other words, this algorithm has poor real-time performance and a high false alarm rate.

[0071] To reduce tire blowout detection time, a tire blowout sensor is used for detection in this disclosure. Therefore, in one embodiment, a lateral stability fault may include a tire blowout fault. Determining that a vehicle has experienced 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 multiple times consecutively, and / or the pressure is detected to be less than or equal to a second threshold multiple times consecutively, then it is determined that the first wheel has experienced a tire blowout fault, wherein the first wheel is any one of the wheels of the vehicle.

[0072] Accordingly, the external sensor can be a tire blowout sensor independently configured with respect to the domain controller. That is, the vehicle control system can also include multiple tire blowout sensors, each corresponding to one of the vehicle's wheels. For example, if a vehicle includes a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, the vehicle control system can include four tire blowout sensors, each corresponding to one of the four tires. Each tire blowout sensor is connected to the domain controller to detect the deflation rate and / or pressure of the wheel corresponding to the sensor, and determines whether to send a tire blowout signal to the domain controller based on the deflation rate and / or pressure. For example, if the detected deflation rate of the wheel is less than a first threshold, or the detected pressure is less than a second threshold, then a tire blowout signal can be sent to the domain controller.

[0073] Figure 3 This is a schematic diagram illustrating a tire blowout sensor according to an exemplary embodiment. Figure 3As shown, the tire blowout 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 transmitting device 307, and a signal processing device 308. The temperature sensor 301, pressure sensor 302, gas volume sensor 304, and signal processing device 308 are packaged together using encapsulation technology.

[0074] The pressure sensor 302 and gas volume sensor 304 detect the tire pressure and deflation rate respectively when the temperature detected by the temperature sensor 301 is within the normal temperature range, and when the impact sensor 303 detects an impact on the tire. The power supply 305 can be a 3V button battery. The signal receiving device 306 can be an LF (Low Frequency) coil, and the signal transmitting 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 used to set thresholds. For example, the window comparator is set with a first threshold and / or a second threshold; when the deflation rate is detected to be less than or equal to the first threshold, and / or the pressure is detected to be less than or equal to the second threshold, a tire blowout is determined.

[0075] It should be understood that, in Figure 3 The various devices in the system can communicate with each other.

[0076] Furthermore, to avoid interference from external factors other than tire blowout, if the tire blowout sensor detects a deflation rate less than or equal to a first threshold multiple times, and / or a pressure less than or equal to a second threshold multiple times, it determines that a tire blowout has occurred and sends a blowout signal to the domain controller. The domain controller is used to determine that a lateral stability failure has occurred when it receives the blowout signal. The specific number of consecutive times can be set according to actual needs, and this disclosure does not specify a particular number.

[0077] Using the aforementioned tire blowout sensor, the pressure and / or deflation rate inside the tire can be quickly sampled via pressure sensor 302 and gas volume sensor 304. When a tire blowout occurs, the blowout sensor can identify the blowout before the entire blowout process is complete and send a blowout signal to the domain controller. The specific operation includes the following steps:

[0078] Step 1: Initialize the tire blowout sensor.

[0079] Step 2: During vehicle operation, the tire blowout sensor is activated and enters working mode.

[0080] Step 3: Collect the deflation rate and / or pressure of the wheel.

[0081] Step 4: If the current collected deflation rate is less than the first threshold and / or the pressure is less than the second threshold, send a tire blowout signal to the domain controller; otherwise, proceed to step 5.

[0082] Step 5: If the deflation rate is detected to be less than or equal to the first threshold multiple times consecutively, and / or the pressure is detected to be less than or equal to the second threshold multiple times consecutively, a tire blowout signal is sent to the domain controller. Otherwise, return to step 3.

[0083] Figure 4 This is a schematic diagram illustrating another vehicle control system according to an exemplary embodiment. Figure 4 As shown, the left front tire blowout sensor, right front tire blowout sensor, left rear tire blowout sensor, and right rear tire blowout sensor are all connected to a domain controller. The domain controller may include an RF receiving module, and each blowout sensor can send an RF signal to the RF receiving module. For example, if the left front tire blowout sensor repeatedly detects that the deflation rate of the left front tire is less than or equal to a first threshold, and / or repeatedly detects that the pressure is less than or equal to a second threshold, then a blowout is determined to have occurred in the left front tire. In this case, the left front tire blowout sensor sends a blowout signal to the RF receiving module via the RF signal. The operating procedures of the other blowout sensors are the same as those of the left front tire blowout sensor, and will not be described further here.

[0084] The domain controller can receive tire blowout signals from each tire blowout sensor via the radio frequency receiving module, and determine that the vehicle has experienced a lateral stability failure when it receives at least one tire blowout signal.

[0085] Reference Figure 4 After determining that the vehicle has experienced a lateral stability failure, the domain controller determines the target yaw rate and target sideslip angle using the vehicle motion model integrated within it. Simultaneously, it acquires the vehicle's yaw rate from the yaw rate sensor and obtains the vehicle's sideslip angle using the integrated sideslip angle estimation model. Then, the first difference between the target yaw rate and the target sideslip angle, and the second difference between the target sideslip angle and the target sideslip angle, are input to 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 to the actuator.

[0086] Figure 5 This is a schematic diagram illustrating the determination of the torque to be compensated according to an exemplary embodiment. Figure 5 As shown, firstly, the two-degree-of-freedom vehicle motion model generates the target yaw rate based on the vehicle's driving intention. Side slip angle of the target centroid These two parameters are key parameters describing vehicle stability. Yaw rate sensors, such as IMU (Inertial Measurement Unit) sensors, measure the vehicle's yaw rate. The centroid sideslip angle estimation model determines the centroid sideslip angle. Next, the target yaw rate was determined. With yaw rate First difference Determine the target centroid sideslip angle Side slip angle with center of mass The second difference The two-degree-of-freedom vehicle motion model takes the steering wheel angle and driving speed as inputs, and only considers the longitudinal and yaw motions of the vehicle. It is an ideal model that corresponds to the vehicle's driving intention, i.e., the driver's driving intention.

[0087] The two-degree-of-freedom vehicle motion model integrated in the domain controller outputs ideal yaw rate and sideslip angle as control targets, while the sideslip angle estimated by the sideslip angle estimation model and the yaw rate measured by the sensors are the controlled objects. For example, such as... Figure 5 As shown, the first difference and the second difference are used as inputs to the sliding mode controller to obtain the required torque, that is, the torque to be compensated.

[0088] For example, a two-degree-of-freedom vehicle motion model simplifies the vehicle to a bicycle, considering only longitudinal and yaw motions. The dynamic equations of the two-degree-of-freedom vehicle model are:

[0089] + = m ( + u )=

[0090] - b =I =

[0091] The differential equation is as follows:

[0092] = ( + - )+ ( - )

[0093] = ( + - )- b ( - )

[0094] Transforming the above equation into state-space form:

[0095] = +

[0096] = , = -1

[0097] = , =

[0098] in, and The total lateral force and yaw moment acting on the vehicle. , These represent the lateral forces on the front and rear axles, respectively, and m is the mass of the vehicle. and These represent longitudinal velocity and lateral velocity, respectively. Characterizing lateral velocity The differential form, Characterizing yaw rate The differential form, Let be the vehicle's moment of inertia. , It is the distance from the center of mass to the front and rear axles. , These are the lateral stiffness of the front and rear axles, respectively. For steering wheel angle, Characterizing the target centroid sideslip angle The differential form, Characterizing the target's yaw rate Differential form.

[0099] In order for a vehicle to maintain balance or stability in the event of a lateral stability failure, additional torque needs to be compensated; that is, the torque to be compensated. That is, the above state space can be rewritten as:

[0100] = +

[0101] = , = 0

[0102] = , =

[0103] For example, suppose the sliding surface of the sliding mode controller is designed as follows:

[0104] s = ( )+ ( )

[0105] Choose the constant-rate approach law Solving for the given information yields the following results.

[0106] = [-( + ) -( + ) -( + ) + + - k sgn(s)]

[0107] in, Characterizing the sliding surface s The differential form, The sign function can be represented by a saturation function, which can be used in experiments to eliminate system chattering. Replacement symbol function , This represents the boundary layer thickness.

[0108] After determining the torque to be compensated, vehicle stability control is performed based on the torque to be compensated. In this disclosure, vehicle stability control based on the torque to be compensated may include: adjusting the braking force of the wheels that have not experienced lateral stability failure based on the torque to be compensated.

[0109] For example, the domain controller sends the determined torque to be compensated to the actuator, which then adjusts the braking force of the wheels that have not experienced lateral stability failures based on the torque to be compensated.

[0110] The actuator can be the vehicle's Intelligent Parking Brake (IPB) system. After receiving the torque to be compensated from the upper-level controller, i.e., the domain controller, the IPB controller can perform differential braking by hydraulically adjusting the wheel cylinder pressure to compensate for yaw torque while simultaneously decelerating.

[0111] For example, during a lateral stability failure, the torque to be compensated can be determined in real time according to the above method, and then the actuator can compensate for the yaw torque in real time through differential braking based on the torque to be compensated. Specifically, by compensating for yaw through differential braking, 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, thus ending the control of the vehicle. At this time, the above vehicle control method can also be executed periodically, without specific limitations in this disclosure.

[0112] In one implementation, when a wheel experiences a lateral stability failure, the vehicle tilts in the direction of the wheel with the lateral stability failure, resulting in vehicle instability. Therefore, it is necessary to control the wheels in the opposite direction to the wheel with the lateral stability failure to effectively ensure vehicle stability. Thus, adjusting the braking force of the wheels without lateral stability failures based on 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 based on 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 based on the torque to be compensated.

[0113] Figure 6 This is a schematic diagram illustrating vehicle control according to an exemplary embodiment. Figure 6 In the diagram, the vehicle's direction of travel is indicated by the straight arrow. For example... Figure 6 As shown in the first diagram, assuming a lateral stability failure occurs in the vehicle's left front wheel, such as a tire blowout, the braking force of the vehicle's right wheels is adjusted according to the torque to be compensated. For example, the braking force of the right front wheel and / or right rear wheel is adjusted to keep the vehicle stable. Figure 6 As shown in the second diagram, assuming a lateral stability failure occurs in the vehicle's left rear wheel, the braking force of the right front wheel and / or right rear wheel is adjusted. For example... Figure 6 As shown in the third image, assuming a lateral stability failure occurs in the vehicle's right front wheel, the braking force of the left front wheel and / or left rear wheel should be adjusted. Figure 6 As shown in the fourth figure, if the right rear wheel of the vehicle experiences a lateral stability failure, the braking force of the left front wheel and / or left rear wheel should be adjusted.

[0114] Based on the same inventive concept, this disclosure also provides a vehicle control system. The vehicle control system includes: a controller and an actuator, wherein the controller is connected to the actuator; wherein the controller is used for:

[0115] Determine that the vehicle has experienced a lateral stability failure, and obtain the vehicle's stability-related parameters;

[0116] The vehicle's stability is controlled by the actuator, and the stability control is based on the stability-related parameters.

[0117] Optionally, the stability-related parameters are used to determine the torque to be compensated, which is used to control the torque of the vehicle's wheels when performing stability control on the vehicle.

[0118] Optionally, the controller is also used to determine the torque to be compensated based on the stability-related parameters and the vehicle's driving intention information.

[0119] Optionally, the driving intention information includes the vehicle's target yaw rate and / or target center of gravity sideslip angle.

[0120] Optionally, the controller integrates a vehicle motion model; the controller is also used to obtain the target yaw rate and the target center of mass sideslip angle based on the vehicle's steering wheel angle, the vehicle's speed, and the vehicle motion model.

[0121] Optionally, the controller is further configured to determine a first difference between the target yaw rate and the yaw rate when the stability-related parameters include yaw rate, and to determine the torque to be compensated based on the first difference; and / or

[0122] The controller is further configured to determine a second difference between the target centroid sideslip angle and the centroid sideslip angle when the stability-related parameters include the centroid sideslip angle, and to determine the torque to be compensated based on the second difference.

[0123] Optionally, the stability-related parameters include yaw rate and / or sideslip angle; the system includes a yaw rate sensor;

[0124] The yaw rate sensor is connected to the controller and is used to acquire the yaw rate of the vehicle and send the yaw rate to the controller.

[0125] The controller also integrates a center of gravity sideslip angle estimation model, which is used to obtain the center of gravity sideslip angle of the vehicle based on the vehicle's structural parameters, longitudinal acceleration, yaw rate, and the center of gravity sideslip angle estimation model.

[0126] Optionally, the actuator is used to adjust the braking force of the wheel that has not experienced a lateral stability failure based on the torque to be compensated.

[0127] Optionally, the actuator is further configured to, if the wheel experiencing lateral stability failure is the left wheel of the vehicle, adjust the braking force of the right wheel of the vehicle according to the torque to be compensated in order to control the vehicle, and / or, if the wheel experiencing 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 in order to control the vehicle.

[0128] Optionally, the lateral stability fault includes a tire blowout fault, and the system further includes: a first tire blowout sensor;

[0129] The first tire blowout 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 is less than or equal to a first threshold, and / or the pressure detected multiple times is less than or equal to a second threshold, a tire blowout signal is sent to the controller. The first wheel is any wheel of the vehicle.

[0130] The controller is used to determine that the vehicle has experienced a tire blowout when a tire blowout signal is received.

[0131] Optionally, the system further includes a prompting device;

[0132] The controller is connected to the prompting device and is used to control the prompting device to output fault prompt information when a lateral stability failure of the vehicle is detected.

[0133] Regarding the vehicle control system in the above embodiments, the specific methods of each device and component in the system have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0134] Based on the same inventive concept, this disclosure also provides a vehicle control device. Figure 7 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment. Figure 7 As shown, the vehicle control device 700 may include:

[0135] The first determining module 701 is used to determine that the vehicle has experienced a lateral stability failure.

[0136] The first acquisition module 702 is used to acquire stability-related parameters of the vehicle;

[0137] The control module 703 is used to perform stability control on the vehicle, and the stability control is based on the stability-related parameters.

[0138] Optionally, the stability-related parameters include at least one of yaw rate, center of mass sideslip angle, lateral acceleration, and roll acceleration.

[0139] Optionally, the stability-related parameters are used to determine the torque to be compensated, which is used to control the torque of the vehicle's wheels when performing stability control on the vehicle.

[0140] Optionally, the torque to be compensated is obtained based on the stability-related parameters and the vehicle's driving intention information.

[0141] Optionally, the driving intention information includes the vehicle's target yaw rate and / or target center of gravity sideslip angle.

[0142] Optionally, the target yaw rate and the target centroid sideslip angle are obtained based on the vehicle's steering wheel angle, the vehicle's speed, and the vehicle's motion model.

[0143] Optionally, the stability-related parameters include yaw rate, and the torque to be compensated is determined based on a first difference between the target yaw rate and the yaw rate; and / or,

[0144] The stability-related parameters include the centroid sideslip angle, and the torque to be compensated is determined based on the second difference between the target centroid sideslip angle and the centroid sideslip angle.

[0145] Optionally, the yaw rate is obtained by a yaw rate sensor; the sideslip angle is determined based on the vehicle's structural parameters, the vehicle's longitudinal acceleration, the yaw rate, and a sideslip angle estimation model.

[0146] Optionally, the acquisition of the vehicle's stability-related parameters and the determination of the torque to be compensated are performed by the same domain controller.

[0147] Optionally, the control module 703 may also adjust the braking force of the wheels that have not experienced lateral stability failure based on the torque to be compensated.

[0148] Optionally, the control module 703 is further configured to adjust the braking force of the right wheel of the vehicle according to the torque to be compensated if the wheel experiencing lateral stability failure is the left wheel of the vehicle; and / or, if the wheel experiencing 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.

[0149] Optionally, the lateral stability failure includes a tire blowout failure, and the first determining module 701 is further configured to:

[0150] A detection module is used to detect the deflation rate and / or pressure of the first wheel;

[0151] The fourth determining module is used to determine that the first wheel has suffered a tire blowout if the deflation rate of the first wheel is detected to be less than or equal to a first threshold and / or the pressure is detected to be less than or equal to a second threshold multiple times consecutively. The first wheel is any wheel of the vehicle.

[0152] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0153] This disclosure also provides a controller, including: a processor;

[0154] Memory used to store processor-executable instructions;

[0155] The processor is configured to execute the instructions to cause the controller to implement the steps of the vehicle control method provided in any of the above embodiments of the present disclosure.

[0156] Optionally, the controller is a domain controller or a central controller.

[0157] This disclosure also provides a vehicle, the vehicle comprising: a vehicle control system provided in any of the above embodiments of this disclosure; or a controller provided in any of the above embodiments of this disclosure.

[0158] This disclosure also 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 provided in any of the above embodiments of this disclosure.

[0159] This disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle control method provided in any of the above embodiments of this disclosure.

[0160] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0161] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0162] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle was found to have a lateral stability failure. Obtain the stability-related parameters of the vehicle; The vehicle is subjected to stability control, and the stability control is based on the stability-related parameters. The stability-related parameters are used to determine the torque to be compensated, which is used to control the torque of the vehicle's wheels when performing stability control on the vehicle. The torque to be compensated is obtained based on the stability-related parameters and the vehicle's driving intention information, wherein the driving intention information includes the vehicle's target yaw rate and target center of gravity sideslip angle. The stability-related parameters include yaw rate and center of mass sideslip angle. The torque to be compensated is obtained by inputting the first difference between the target yaw rate and the target center of mass sideslip angle and the target center of mass sideslip angle into the sliding mode controller.

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

3. The method according to claim 1, characterized in that, The target yaw rate and the target centroid sideslip angle are obtained based on the vehicle's steering wheel angle, the vehicle's speed, and the vehicle's motion model.

4. The method according to claim 2, characterized in that, The yaw rate is obtained through a yaw rate sensor; the sideslip angle is determined based on the vehicle's structural parameters, the vehicle's longitudinal acceleration, the yaw rate, and a sideslip angle estimation model.

5. The method according to claim 1, characterized in that, The acquisition of the vehicle's stability-related parameters and the determination of the torque to be compensated are performed by the same domain controller.

6. The method according to claim 1, characterized in that, The stability control of the vehicle includes: Based on the torque to be compensated, adjust the braking force of the wheels that have not experienced lateral stability failure.

7. The method according to claim 6, characterized in that, The step of adjusting the braking force of the wheel that has not experienced lateral stability failure based on the torque to be compensated includes: If the wheel experiencing lateral stability failure is the left wheel of the vehicle, then the braking force of the right wheel of the vehicle is adjusted according to the torque to be compensated; and / or If the wheel experiencing 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.

8. The method according to claim 1, characterized in that, The lateral stability failure includes a tire blowout failure, and determining that the vehicle has experienced a lateral stability failure includes: Detect the deflation rate and / or pressure of the 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 multiple times, and / or the pressure is detected to be less than or equal to a second threshold multiple times, then it is determined that the first wheel has suffered a tire blowout. The first wheel can be any wheel of the vehicle.

9. A vehicle control system, characterized in that, The vehicle control system includes a controller and an actuator, wherein the controller is connected to the actuator; wherein the controller is used for: Determine that the vehicle has experienced a lateral stability failure, and obtain the vehicle's stability-related parameters; The vehicle is subjected to stability control by the actuator, and the stability control is based on the stability-related parameters. The stability-related parameters are used to determine the torque to be compensated, which is used to control the torque of the vehicle's wheels when performing stability control on the vehicle. The controller is further configured to determine the torque to be compensated based on the stability-related parameters and the vehicle's driving intention information, wherein the driving intention information includes the vehicle's target yaw rate and target center of gravity sideslip angle. The controller is further configured to obtain the torque to be compensated by inputting the first difference between the target yaw rate and the yaw rate, and the second difference between the target center-of-gravity sideslip angle and the center-of-gravity sideslip angle into the sliding mode controller when the stability-related parameters include yaw rate and center-of-gravity sideslip angle.

10. The system according to claim 9, characterized in that, The controller integrates a vehicle motion model; The controller is also configured to obtain the target yaw rate and the target centroid sideslip angle based on the vehicle's steering wheel angle, the vehicle's driving speed, and the vehicle's motion model.

11. The system according to claim 9, characterized in that, The stability-related parameters include yaw rate and sideslip angle; the system includes a yaw rate sensor. The yaw rate sensor is connected to the controller and is used to acquire the yaw rate of the vehicle and send the yaw rate to the controller. The controller also integrates a center of gravity sideslip angle estimation model, which is used to obtain the center of gravity sideslip angle of the vehicle based on the vehicle's structural parameters, longitudinal acceleration, yaw rate, and the center of gravity sideslip angle estimation model.

12. The system according to any one of claims 9-11, characterized in that, The actuator is used to adjust the braking force of the wheel that has not experienced lateral stability failure based on the torque to be compensated.

13. The system according to claim 12, characterized in that, The actuator is further configured to adjust the braking force of the right wheel of the vehicle according to the torque to be compensated if the wheel experiencing 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 experiencing lateral stability failure is the right wheel of the vehicle.

14. The system according to any one of claims 9-11, 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 blowout 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 is less than or equal to a first threshold, and / or the pressure detected multiple times is less than or equal to a second threshold, a tire blowout 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 experienced a tire blowout when it receives a tire blowout signal.

15. The system according to any one of claims 9-11, characterized in that, The system also includes a prompting device; The controller is connected to the prompting device and is used to control the prompting device to output fault prompt information when a lateral stability failure of the vehicle is detected.

16. The system according to any one of claims 9-11, characterized in that, The controller is either a domain controller or a central controller.

17. A controller, characterized in that, include: processor; Memory used to store processor-executable instructions; 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 1-8.

18. The controller according to claim 17, characterized in that, The controller is either a domain controller or a central controller.

19. A vehicle, characterized in that, The vehicle includes: a vehicle control system as described in any one of claims 9-16; or Includes the controller as described in any one of claims 17-18.

20. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1-8.

21. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1-8.

Images