Vehicle driver gravity center detection method and device, vehicle control method and device and storage medium

Abstract

The invention discloses a vehicle driver gravity center detection method and device, a vehicle control method and device and a storage medium. The method comprises the steps that onboard inertial unit data of a vehicle and somatosensory inertial unit data of a vehicle driver are received; and obtaining original coordinates of the center of gravity of the vehicle driver in the standard driving posture. And performing gravity center position calculation based on the onboard inertial unit data, the somatosensory inertial unit data and the driver gravity center original coordinates to obtain driver gravity center real-time coordinate information of the vehicle driver. The gravity center coordinate information of the vehicle driver is obtained by calculating the power data of the vehicle, the driving state data of the vehicle driver and the original gravity center coordinate of the driver, and then the gravity center coordinate information of the vehicle driver is applied to vehicle control, so that the safety and stability of vehicle driving can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of motorcycle system control, and in particular to a method, device, and storage medium for detecting the center of gravity of a vehicle driver and controlling the vehicle. Background Art

[0002] A motorcycle is a static two-wheeled unbalanced vehicle that is prone to tipping over when stationary. Dynamic balance between the rider and the vehicle can only be achieved during motion. During motorcycle driving, the driver's body posture, waist strength, leg movements, and the position of the head and shoulders will all affect the overall center of gravity of the motorcycle. The weight of an adult driver usually accounts for 40% to 60% of the total weight of the vehicle and the driver, so the change in the driver's center of gravity has a significant impact on the current driving posture.

[0003] However, at present, whether it is a traditional gasoline motorcycle or an electric motorcycle, the dynamic control of the vehicle is completely dependent on the driving experience and ability of the vehicle driver. This method of relying on the experience of the vehicle driver has certain limitations and it is difficult to ensure the safety and stability of driving. Summary of the invention

[0004] The present application provides a vehicle driver center of gravity detection and vehicle control method, device, and storage medium, which can effectively estimate the center of gravity position of a motorcycle driver and improve the safety and stability of vehicle driving.

[0005] A technical solution adopted by the present application is to provide a vehicle driver center of gravity detection method, which includes: receiving the vehicle's onboard inertial unit data and the vehicle driver's somatosensory inertial unit data. Obtaining the original coordinates of the driver's center of gravity of the vehicle driver in a standard driving posture. Calculating the center of gravity position based on the onboard inertial unit data, the somatosensory inertial unit data and the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver.

[0006] In some embodiments, the center of gravity position is calculated based on the onboard inertial unit data, the somatosensory inertial unit data and the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver, including: determining the current driving posture of the vehicle driver relative to the vehicle based on the onboard inertial unit data. According to the current driving posture, the somatosensory inertial unit data is integrated or the integral is reset to zero to obtain the current somatosensory inertial unit data. The current somatosensory inertial unit data is summed with the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity.

[0007] In some embodiments, the onboard inertial unit data includes a vehicle roll angle of the vehicle, and based on the onboard inertial unit data, determining the current driving posture of the vehicle driver relative to the vehicle includes: obtaining a camera image including the vehicle driver. In response to the vehicle roll angle not meeting a preset threshold range and the vehicle driver being in any area of ​​the camera image, determining that the current driving posture is a tilted state. In response to the vehicle roll angle meeting the threshold range and the vehicle driver being in the middle area of ​​the camera image, determining that the current driving posture is an upright state.

[0008] In some embodiments, the somatosensory inertial unit data includes the offset coordinates of the lower body center of gravity and the offset coordinates of the upper body center of gravity, and the original coordinates of the driver's center of gravity include the original coordinates of the lower body center of gravity and the original coordinates of the upper body center of gravity. According to the current driving posture, the somatosensory inertial unit data is integrated or the integral is reset to zero to obtain the current somatosensory inertial unit data, including: integrating the offset coordinates of the lower body center of gravity to obtain the current offset coordinates of the lower body center of gravity. In response to the current driving posture being a tilted state, the offset coordinates of the upper body center of gravity are integrated to obtain the current offset coordinates of the upper body center of gravity. In response to the current driving posture being an upright state, the offset coordinates of the lower body center of gravity and the offset coordinates of the upper body center of gravity are reset to zero, and the original coordinates of the lower body center of gravity are determined as the current offset coordinates of the lower body center of gravity, and the original coordinates of the upper body center of gravity are determined as the current offset coordinates of the upper body center of gravity.

[0009] In some embodiments, a camera is provided on the front instrument panel of the vehicle, and the camera is used to collect camera images. At least one arm of the vehicle driver is equipped with upper body sensing hardware, and the upper body sensing hardware is used to collect the offset coordinates of the upper body center of gravity. At least one thigh of the vehicle driver is equipped with lower body sensing hardware, and the lower body sensing hardware is used to collect the offset coordinates of the lower body center of gravity.

[0010] In some embodiments, obtaining the original coordinates of the center of gravity of the driver in the standard driving posture of the vehicle driver includes: obtaining the body shape data of the vehicle driver. Inputting the body shape data into a preset human mathematical model for processing to obtain the original coordinates of the center of gravity of the driver in the standard driving posture of the vehicle driver.

[0011] Another technical solution adopted by the present application is: a vehicle control method, the vehicle control method comprising: obtaining the driver's center of gravity coordinate information of the vehicle. The driver's center of gravity real-time coordinate information is obtained based on any of the above vehicle driver center of gravity detection methods. Obtain the vehicle's inherent center of gravity coordinate information, and obtain the vehicle's whole vehicle parameters. The whole vehicle parameters, the driver's center of gravity real-time coordinate information and the vehicle's inherent center of gravity coordinate information are fused and calculated to obtain the front wheel torsion arm, the center of gravity torsion arm, the front wheel load force and the rear wheel load force. Based on the front wheel torsion arm, the center of gravity torsion arm and the front wheel load force, the vehicle is controlled.

[0012] In some embodiments, the vehicle parameters include the center of mass coordinates of the vehicle, the distance from the center of mass to the rear axle, the net weight of the vehicle, the wheelbase of the front and rear axles, the transmission ratio of the rear wheel motor to the wheel end speed, and the motor drive type data.

[0013] In some embodiments, obtaining the vehicle's inherent center of gravity coordinate information includes: calculating the center of gravity position using the center of mass coordinates and the distance from the center of mass to the rear axle to obtain the vehicle's inherent center of gravity coordinate information.

[0014] In some embodiments, the vehicle parameters, the real-time coordinate information of the driver's center of gravity and the vehicle's inherent center of gravity coordinate information are integrated and calculated to obtain the front wheel torque arm, the center of gravity torque arm, the front wheel load force and the rear wheel load force, including: performing vehicle dynamics calculations on the driver's real-time center of gravity coordinate information, the vehicle's inherent center of gravity coordinate information, the distance from the center of mass to the rear axle, the vehicle's net weight, the front and rear axle wheelbases, the rear wheel motor to wheel end speed transmission ratio and the motor drive type data to obtain the front wheel torque arm, the center of gravity torque arm, the front wheel load force and the rear wheel load force.

[0015] Another technical solution adopted by the present application is to provide an electronic device, the electronic device comprising: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the electronic device executes any one of the above vehicle driver center of gravity detection methods or vehicle control methods.

[0016] Another technical solution adopted in the present application is: providing a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements any of the above vehicle driver center of gravity detection methods or vehicle control methods.

[0017] An embodiment of the present application provides a method for detecting the center of gravity of a vehicle driver, and the method comprises: receiving the vehicle's onboard inertial unit data and the vehicle driver's somatosensory inertial unit data. Obtaining the original coordinates of the driver's center of gravity of the vehicle driver in a standard driving posture. Calculating the center of gravity position based on the onboard inertial unit data, the somatosensory inertial unit data, and the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver. By calculating the vehicle's power data, the vehicle driver's driving state data, and the original coordinates of the driver's center of gravity, the vehicle driver's center of gravity coordinate information is obtained, and then the vehicle driver's center of gravity coordinate information is applied to vehicle control, which can improve the safety and stability of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a flow chart of the first embodiment of the vehicle driver gravity center detection method of the present application; Figure 2It is a flow chart of the second embodiment of the vehicle driver gravity center detection method of the present application; Figure 3 It is a logic diagram of a center of gravity position estimation software unit of a vehicle driver center of gravity detection method in one embodiment of the present application; Figure 4a It is a front view of a motorcycle defined by a whole vehicle coordinate system of a vehicle driver's center of gravity detection method of the present application; Figure 4b It is a schematic diagram of the side of the vehicle defined by the motorcycle whole vehicle coordinate system of the vehicle driver center of gravity detection method of the present application; Figure 4c It is a schematic diagram of the roof of a motorcycle defined by the coordinate system of the whole vehicle of the vehicle driver center of gravity detection method of the present application; Figure 5 The vehicle driver's center of gravity detection method of the present application Figure 2 A schematic diagram of the detailed steps of step S202 in FIG. Figure 6 It is a schematic diagram of the vehicle driver wearing somatosensory hardware and the front instrument camera in the vehicle driver center of gravity detection method of the present application; Figure 7 This is a schematic diagram of an exemplary calculation process of the original coordinates of the driver's center of gravity of the vehicle driver's center of gravity detection method of the present application; Figure 8 It is a flow chart of an embodiment of a vehicle control method of the present application; Fig. 9 is a logic diagram of a center of gravity position estimation software unit of a vehicle control method in another embodiment of the present application; Fig.10 is an exemplary structural block diagram of an electronic device of the present application; Fig.11 It is an exemplary structural block diagram of the computer-readable storage medium of the present application. DETAILED DESCRIPTION

[0019] The present application is described in detail below in conjunction with the accompanying drawings and implementation methods. In the absence of conflict, the following embodiments and features in the embodiments may be combined with each other.

[0020] In some embodiments, see Figure 1 , Figure 1 1 is a flow chart of the first embodiment of the vehicle driver center of gravity detection method of the present application. It should be noted that if there are substantially the same results, the method of the present application is not based on Figure 1 The process sequence shown is limited. Figure 1 As shown, the vehicle driver's center of gravity detection method includes: Step S100, receiving the vehicle's onboard inertial unit data and the vehicle driver's body-sensing inertial unit data.

[0021] In this embodiment, step S101 is executed after step S100 as an exemplary description. In other embodiments, step S100 and step S101 may be executed at the same time, or step S101 may be executed before step S100.

[0022] The vehicle may be an electric motorcycle.

[0023] The onboard inertial unit data can be dynamic data, which is used to reflect the vehicle's motion state, vehicle roll angle and acceleration. The inertial measurement unit (IMU) hardware installed on the vehicle controller board of the motorcycle can be used to collect data about the vehicle's motion, such as the acceleration along different axes and the rotation speed of the vehicle in different axes.

[0024] The somatosensory inertial unit data may be dynamic data, used to reflect the motorcycle driver's driving posture changes, body inclination, steering movements, etc. The somatosensory inertial unit data may be collected by a wearable body IMU somatosensory hardware provided on the vehicle driver.

[0025] Step S101, obtaining the original coordinates of the center of gravity of the driver in a standard driving posture.

[0026] Among them, the driver's driving posture can be understood as a riding triangle, that is, the three points of contact of the human body when riding: the triangle formed between the handlebars, the seat cushion, and the pedals. These three points can determine the driving posture and affect comfort, controllability, and efficiency. Since the frame geometry, seat tube angle, handlebar shape, etc. of different models may affect the driver's riding triangle and thus affect the driving posture. Therefore, the riding triangle can be determined according to the actual specific model.

[0027] In an exemplary embodiment, the standard driving posture may be a riding triangle determined according to a specific model of the current vehicle, and the riding triangle may be a driving posture in which the vehicle is upright and the driver does not lean relative to the vehicle.

[0028] The original coordinates of the driver's center of gravity can be static data, that is, in a fixed reference coordinate system, as a reference position for the vehicle driver to maintain balance and stability, which can be used to compare and judge changes in the driver's driving posture under different driving conditions, such as tilt, deviation, etc.

[0029] Step S102, calculating the center of gravity position based on the onboard inertial unit data, the body-sensing inertial unit data and the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver.

[0030] As an example, the stability of motorcycle driving is not only related to the vehicle parameters of the vehicle itself, but also to the posture and body characteristics of the driver. Therefore, in the real-time calculation of the vehicle's dynamic balance, the vehicle's motion data, the vehicle driver's posture data, and the vehicle driver's body data parameters can be combined to calculate the center of gravity coordinate information of the vehicle driver.

[0031] The real-time coordinate information of the driver's center of gravity obtained in this way can not only be used to adjust the dynamic balance of the vehicle in real time under various road conditions and riding postures to improve the stability and comfort of riding, but can also be used to control the vehicle's nose-up and reduce the nose-up phenomenon.

[0032] This embodiment calculates the vehicle's power data, the vehicle driver's driving status data and the driver's original center of gravity coordinates to obtain the vehicle driver's center of gravity coordinate information, and then applies the vehicle driver's center of gravity coordinate information to vehicle control, which can improve the safety and stability of vehicle driving.

[0033] See also Figure 2 and Figure 3 , Figure 2 is a flow chart of the second embodiment of the vehicle driver center of gravity detection method of the present application, Figure 3 1 is a logic diagram of a software unit for estimating the center of gravity of a vehicle driver in an embodiment of the present application. The method comprises the following steps: Step S200, receiving the vehicle's onboard inertial unit data and the vehicle driver's somatosensory inertial unit data.

[0034] The onboard inertial unit data may be obtained as described in the implementation of the first embodiment.

[0035] For somatosensory inertial unit data, please refer to Figure 6 In some embodiments, the somatosensory inertial unit data may include the offset coordinates of the center of gravity of the lower body and the offset coordinates of the center of gravity of the upper body. At least one arm of the vehicle driver is equipped with upper body sensing hardware, and the upper body sensing hardware is used to collect the offset coordinates of the center of gravity of the upper body. At least one thigh of the vehicle driver is equipped with lower body sensing hardware, and the lower body sensing hardware is used to collect the offset coordinates of the center of gravity of the lower body.

[0036] Step S201, obtaining the original coordinates of the driver's center of gravity in a standard driving posture.

[0037] The implementation and beneficial effects of step S201 may be the same as those of step S101 described above.

[0038] This embodiment takes step S201 being executed after step S200 as an exemplary example. In other embodiments, step S200 and step S201 may be executed simultaneously, or step S201 may be executed before step S200.

[0039] Step S202, determining the current driving posture of the vehicle driver relative to the vehicle based on the onboard inertial unit data.

[0040] The driving state may be the angle of the driver's body relative to the motorcycle, which affects the position of the vehicle's center of gravity and the vehicle's dynamic stability. The current driving posture determined by the onboard inertial unit data may include but is not limited to upright, forward leaning, backward leaning, and left or right leaning, inward leaning, outward leaning, and other driving postures.

[0041] In some embodiments, the XYZ coordinate information reference system can be pre-defined for the motorcycle. Figure 4a The front view of the vehicle shown in the figure takes the point where the front wheel of the motorcycle touches the ground as the coordinate origin, and the direction of the front of the vehicle as the X+ direction when viewed from the side of the vehicle; please refer to Figure 4b The schematic diagram of the vehicle side is shown, with the origin vertically above the ground as the Z+ direction; please refer to Figure 4c The roof schematic diagram shown is viewed from the head direction with the left handlebar of the vehicle, that is, the right side of the front view, as the Y+ direction. The definition of Euler angles conforms to the right-hand screw rule in flight control. When the vehicle is tilted to the right from the front direction, the vehicle roll angle is positive; when viewed from the side of the vehicle, the vehicle revolves around the coordinate origin. This system uses this coordinate system as the center of gravity to calculate the estimated XYZ coordinate information reference system. Thus, the onboard inertial unit data including the vehicle roll angle of the vehicle can be obtained.

[0042] In some embodiments, see Figure 5 , step S202 may include: Step S501, obtaining a camera image including the vehicle driver. Step S502, in response to the vehicle roll angle not meeting a preset threshold range and the vehicle driver being in any area of ​​the camera image, determining that the current driving posture is a tilted state. Step S503, in response to the vehicle roll angle meeting a threshold range and the vehicle driver being in the middle area of ​​the camera image, determining that the current driving posture is an upright state.

[0043] As an illustrative example, the threshold range indicates that the vehicle is in a nearly vertical upright state. The threshold range can be set according to actual conditions, and this embodiment does not limit this.

[0044] If the vehicle roll angle is within the threshold range, it means that the vehicle is swinging slightly under normal driving conditions. If the vehicle roll angle is outside the threshold range, it means that the vehicle is tilting to the left or right. At this time, the driver's position is captured by the camera, and it can be further determined whether the driver is in the same tilt direction as the vehicle, such as in-position tilt, inward tilt or outward tilt.

[0045] In some embodiments, see Figure 6The front instrument panel of the vehicle is provided with a camera, which is used to collect camera images. The camera images contain information about the vehicle driver.

[0046] In an exemplary embodiment, please continue to refer to Figure 3 , the upper body position of the vehicle driver can be captured in real time through the camera set in the front instrument panel. That is, by detecting the camera image, it is determined whether the upper torso and head of the vehicle driver are on the left or right side of the vehicle, and combined with the onboard inertial unit data of the vehicle controller (MVCU), the current driving posture of the vehicle driver is determined. Among them, taking the camera image as a mirror image and the threshold range of -5° to 5° as an example, the driving posture is not limited to the following: ① If the vehicle roll angle is less than -5°, it means that the vehicle is tilted to the left. If the camera captures the human torso in the center of the camera screen, the driver of the vehicle is in a state of tilting at the same position as the motorcycle.

[0047] ② If the vehicle roll angle is less than -5°, it means that the vehicle is tilted to the left. If the camera captures the human torso on the right side of the camera screen (mirror image), the driver of the vehicle is in a state of leaning outward from the motorcycle.

[0048] ③ If the vehicle roll angle is less than -5°, it means that the vehicle is tilted to the left. If the camera captures the human torso on the left side of the camera screen (mirror image), the driver of the vehicle is leaning inwards with the motorcycle.

[0049] ④ If the vehicle roll angle is greater than 5°, it means that the vehicle is tilted to the right. If the camera captures the human torso in the center of the camera screen, the vehicle driver is in a state of tilting at the same position as the motorcycle.

[0050] ⑤ If the vehicle roll angle is greater than 5°, it means that the vehicle is tilted to the right. If the camera captures the human torso on the left side of the camera screen (mirror image), the driver of the vehicle is in a state of leaning outward from the motorcycle.

[0051] ⑥ If the vehicle roll angle is greater than 5°, it means that the vehicle is tilted to the right. If the camera captures the human torso on the right side of the camera screen (mirror image), the driver of the vehicle is leaning inwards with the motorcycle.

[0052] ⑦ The vehicle's roll angle is -5°<Roll<5°, which means that the vehicle is in an upright position. If the camera captures the human torso in the center of the camera screen, the vehicle driver is in an upright position together with the motorcycle.

[0053] The above-mentioned states ① to ⑦ can obtain the driving posture of the vehicle driver.

[0054] Step S203: performing integral calculation or returning the integral to zero on the somatosensory inertial unit data according to the current driving posture to obtain current somatosensory inertial unit data.

[0055] As an example, the driver of a vehicle may control the vehicle to turn, etc., which may cause changes in the driver's posture, the speed of the vehicle, etc. For example, the driver of the vehicle needs to control the steering of the vehicle. Therefore, the current somatosensory inertial unit data can be obtained by integrating and accumulating the posture changes of the driver of the vehicle by the somatosensory inertial unit data, which can be used to reflect the dynamic changes of the driver's posture and indicate the center of gravity movement of the driver of the vehicle at different turning angles and speeds, thereby optimizing the dynamic balance control of the vehicle.

[0056] In some embodiments, see Figure 7 , step S201 or step S101, before which may include: Step S701, obtaining the body shape data of the vehicle driver.

[0057] In some embodiments, the body shape data includes gender data, weight data, height data, leg length data, arm length data, and waist height data.

[0058] Step S702, inputting the body shape data into a preset human mathematical model for processing to obtain the original coordinates of the driver's center of gravity in a standard driving posture.

[0059] Please continue to read Figure 3 The body shape data may be static data, which is used to reflect the basic body shape of the vehicle driver, such as gender, weight, height, waist circumference, leg length, arm length, etc., and may be used to estimate the center of gravity of the vehicle driver, the effect of body shape on vehicle balance, etc. As an illustrative example, the vehicle driver may input or modify body shape data through the vehicle instrument or mobile phone application before riding.

[0060] In some embodiments, the original coordinates of the driver's center of gravity may include the original coordinates of the lower body center of gravity and the original coordinates of the upper body center of gravity, and step S203 may include: Step A1, integrating the offset coordinates of the center of gravity of the lower body to obtain the current offset coordinates of the center of gravity of the lower body. Step A2, in response to the current driving posture being in a tilted state, integrating the offset coordinates of the center of gravity of the upper body to obtain the current offset coordinates of the center of gravity of the upper body. Step A3, in response to the current driving posture being in an upright state, returning the offset coordinates of the center of gravity of the lower body and the offset coordinates of the center of gravity of the upper body to zero, and determining the original coordinates of the center of gravity of the lower body as the current offset coordinates of the center of gravity of the lower body, and determining the original coordinates of the center of gravity of the upper body as the current offset coordinates of the center of gravity of the upper body.

[0061] Among them, step A1 does not need to judge the current driving posture, and the current lower body center of gravity offset coordinates can be integrated and calculated in real time; when it is judged that the current posture is tilted, step A2 can be executed; when it is judged that the current state is upright, step A3 is executed.

[0062] In an exemplary embodiment, please continue to refer to Figure 3 For the calculation of the current upper body center of gravity offset coordinate position, the upper body sensor hardware of the vehicle driver can be read to perform integral calculation of the displacement distance of the upper body trunk. That is, when the vehicle driver is in the same inclination, inward inclination or outward inclination of the above state ① to state ⑥, the integral of the upper body sensor hardware displacement distance can be accumulated and recorded as the current upper body center of gravity offset coordinate, and the current upper body center of gravity offset coordinate can include X, Y, and Z information.

[0063] When the vehicle driver returns to the upright state of state ⑦ from any of states ① to ⑥, the current upper body center of gravity offset coordinates can be reset to zero. That is, the current upper body center of gravity real-time coordinates in the upright state are equal to the upper body center of gravity original coordinates, so that the current upper body center of gravity offset coordinates will not deviate from a reasonable range.

[0064] For the calculation of the current lower body center of gravity offset coordinate position, there is no need to determine whether the vehicle driver is in state ① to ⑥. Instead, the vehicle driver's lower body sensing hardware is read to maintain the integral calculation at all times and recorded as the current lower body center of gravity offset coordinate. The current lower body center of gravity offset coordinate may include X, Y, and Z information.

[0065] Among them, when the vehicle driver is in state ⑦, the current lower body center of gravity offset coordinates can be reset to zero. That is, the current lower body center of gravity real-time coordinates in the upright state are equal to the lower body center of gravity original coordinates, so that the current lower body center of gravity offset coordinates will not deviate from a reasonable range.

[0066] Step S204, summing the current somatosensory inertial unit data and the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity.

[0067] The real-time coordinate information of the driver's center of gravity may include the real-time coordinates of the upper body center of gravity and the real-time coordinates of the lower body center of gravity.

[0068] In some embodiments, since the posture and body shape of the driver may affect the balance of the vehicle, step S204 may include: summing the current upper body gravity center offset coordinates and the upper body gravity center original coordinates to obtain the upper body gravity center real-time coordinates. Also, summing the current lower body gravity center offset coordinates and the lower body gravity center original coordinates to obtain the lower body gravity center real-time coordinates. According to the upper body gravity center real-time coordinates and the lower body gravity center real-time coordinates, the driver's gravity center real-time coordinate information is determined.

[0069] As an illustrative example, the current upper body gravity center offset coordinates and the upper body gravity center original coordinates can be summed to update the vehicle driver's upper body gravity center real-time coordinates X, Y, Z information. At the same time, the current lower body gravity center offset coordinates and the lower body gravity center original coordinates can be summed in real time to update the vehicle driver's lower body gravity center real-time coordinates X, Y, Z information.

[0070] In this embodiment, the driver's current driving posture relative to the vehicle is judged through the onboard inertial unit data, and the driver's posture changes can be obtained in real time; according to the current driving posture, the somatosensory inertial unit data is integrated or zeroed to obtain the current somatosensory inertial unit data, which can track the dynamic changes of the driver's center of gravity; the current somatosensory inertial unit data is added to the original coordinates of the driver's center of gravity to obtain the driver's center of gravity coordinate information, and then the vehicle driver's center of gravity coordinate information is applied to vehicle control to improve the safety and stability of vehicle driving.

[0071] In some embodiments, considering that it is difficult to detect and dynamically estimate the center of gravity of the motorcycle itself and the center of gravity of the vehicle driver's body in real time, whether it is a traditional gasoline motorcycle or an electric motorcycle, it is necessary to rely entirely on the vehicle driver's own driving experience and ability to dynamically operate the vehicle. Several riding dangers caused by the vehicle driver's riding posture include but are not limited to: When the road adhesion coefficient is low, such as gravel, hidden diseases, mud roads, etc., when turning at a large angle and high speed, it is very easy for the lateral centrifugal force to break through the grip of the tire and the road, resulting in a skidding and falling accident; the vehicle driver incorrectly estimates the matching of vehicle speed and curve radius, and the vehicle roll angle he actively operates is insufficient for the vehicle to complete the expected turning estimate. The vehicle throws outward from the driver's target trajectory and eventually hits the outer guardrail of the road, causing a crash; the vehicle driver incorrectly estimates the matching of vehicle speed and curve radius, and actively operates the vehicle roll angle that is too large, making the vehicle body posture angle much larger than the vehicle roll angle required by the centrifugal force and geometric turning angle of the corner, resulting in an inward fall accident; when the vehicle body roll angle is still at a large angle during the acceleration stage of exiting the curve, the vehicle driver operates the accelerator to request excessive acceleration torque, causing the drive wheel to instantly break through the grip and cause a skidding and falling accident.

[0072] The above operations by the vehicle driver cannot be perceived by the motorcycle's electronic control unit (ECU). Therefore, riding safety depends entirely on external factors such as the vehicle driver, road surface, weather, and traffic. The vehicle cannot give priority to active safety power system intervention.

[0073] In view of the above riding danger scenarios, this embodiment uses the electrical architecture and system assembly on the electric motorcycle, and follows the design concept of highly integrated software and hardware to monitor the center of gravity of the vehicle itself and the center of gravity of the rider in real time, and can calculate the posture balance and power control request boundary of the whole vehicle in real time to calculate the front and rear wheel loads and the driving force arm and the center of gravity force arm within the safe range, and provide high-precision vehicle dynamics calculation data support for higher-level functions of the whole vehicle such as the Electronic Traction Control System (E-TCS), wheel lift control, and active intervention of the anti-lock braking system (ABS). In addition, active intervention power request, active instrument warning display, and alarm sound can be taken at the edge of the imminent dangerous control, especially for high-power electric motorcycle products, to effectively reduce the probability of accidents.

[0074] See also Figure 8 , Figure 8 This is a flow chart of an embodiment of the vehicle control method of the present application. The method comprises the following steps: Step S801, obtaining the real-time coordinate information of the center of gravity of the driver of the vehicle.

[0075] Among them, see Fig. 9 The real-time coordinate information of the driver's center of gravity is obtained by the above vehicle driver's center of gravity detection method.

[0076] Step S802, obtaining the vehicle's inherent center of gravity coordinate information and the vehicle's entire vehicle parameters.

[0077] This embodiment takes step S802 being executed after step S801 as an exemplary example. In other embodiments, step S802 and step S801 may be executed at the same time, or step S802 may be executed before step S801.

[0078] Please continue to read Fig. 9 The vehicle's inherent center of gravity coordinate information is calculated based on the vehicle's whole vehicle parameters. The whole vehicle parameters may include at least one of the center of mass coordinates, the distance from the center of mass to the rear axle, the vehicle's net weight, the front and rear axle wheelbases, the rear wheel motor to wheel end speed transmission ratio, and the motor drive type data.

[0079] As an illustrative example, since the center of gravity of a motorcycle is not affected by the driver but is determined by the vehicle structure and mass distribution, in order to accurately calculate the balance state of the vehicle, the inherent center of gravity coordinate information of the vehicle can be calculated through the vehicle parameters.

[0080] The vehicle inherent center of gravity coordinate information is a fixed center of gravity position calculated based on the whole vehicle parameters of the motorcycle, and is used to reflect the influence of the mass distribution of the motorcycle itself on the center of gravity. The vehicle inherent center of gravity coordinate information can be static data.

[0081] In some embodiments, step S802 may include: calculating the center of gravity position using the center of gravity coordinates and the distance from the center of gravity to the rear axle to obtain the vehicle's inherent center of gravity coordinate information.

[0082] As an example, since electric motorcycles do not need to add or consume gasoline, their vehicle curb weight and mass distribution have been determined in engineering when they leave the factory. Therefore, the vehicle's inherent center of gravity coordinate information can be calculated based on the vehicle's center of mass coordinates and the distance from the vehicle's center of mass to the rear axle. The vehicle's inherent center of gravity coordinate information can include X, Y, and Z information.

[0083] Step S803, the vehicle parameters, the real-time coordinate information of the driver's center of gravity and the inherent center of gravity coordinate information of the vehicle are integrated and calculated to obtain the front wheel torsion arm, the center of gravity torsion arm, the front wheel load force and the rear wheel load force.

[0084] Among them, the front wheel torsion arm can reflect the torque between the front wheel and the center of gravity of the vehicle, affecting the stability and steering performance of the motorcycle, and indicating the effect of the front wheel torque on the overall balance of the vehicle. The center of gravity torsion arm can reflect the relationship between the center of gravity of the vehicle driver and the motorcycle and the overall balance of the motorcycle, affecting how the vehicle driver controls the balance through posture. The front wheel load force and the rear wheel load force can reflect the front and rear distribution of the center of gravity of the vehicle, and are used to affect the traction, stability and handling of the motorcycle.

[0085] In some embodiments, step S803 may include: performing vehicle dynamics calculations based on the driver's real-time center of gravity coordinate information, the vehicle's inherent center of gravity coordinate information, the distance from the center of mass to the rear axle, the vehicle's net weight, the wheelbase of the front and rear axles, the rear wheel motor to wheel end speed transmission ratio, and the motor drive type data to obtain the front wheel torsional moment arm, the center of gravity torsional moment arm, the front wheel load force, and the rear wheel load force.

[0086] For illustrative examples, see Fig. 9 , can be combined with the vehicle controller hardware, the vehicle's inherent center of gravity coordinate information, the driver's center of gravity real-time coordinate information, the center of mass to the rear axle distance, the vehicle's net weight, the wheelbase of the front and rear axles, the rear wheel motor to wheel end speed transmission ratio, and the motor drive type data, and input into the vehicle dynamic wheel load calculation logic that integrates the vehicle's inherent center of gravity and the vehicle driver's center of gravity position, and solved through vehicle dynamics calculations to obtain the front wheel torsional arm, center of gravity torsional arm, front wheel load force, and rear wheel load force.

[0087] As an example, different vehicle states can determine the calculation formulas for the front wheel torque arm, center of gravity torque arm, front wheel load force, and rear wheel load force. Fig. 9 Before step S803, the vehicle speed of the vehicle can be obtained through the vehicle controller hardware, and then the vehicle state can be judged through the preset vehicle motion state machine; then, through the vehicle controller hardware, combined with the vehicle's inherent center of gravity coordinate information, the driver's center of gravity real-time coordinate information, the center of mass to the rear axle distance, the vehicle's net weight, the wheelbase of the front and rear axles, the rear wheel motor to the wheel end speed transmission ratio, and the motor drive type data, they are input into the vehicle dynamic wheel load calculation logic that integrates the vehicle's inherent center of gravity and the vehicle driver's center of gravity position, and the calculation formulas of the front wheel torsion arm, the center of gravity torsion arm, the front wheel load force, and the rear wheel load force are determined based on the vehicle state, and the front wheel torsion arm, the center of gravity torsion arm, the front wheel load force, and the rear wheel load force are obtained through vehicle dynamics calculation and solution.

[0088] The vehicle state may be one of stationary, accelerating, decelerating, and constant speed.

[0089] Step S804, controlling the vehicle based on the front wheel torsion arm, the center of gravity torsion arm and the front wheel load force.

[0090] As an example, the front wheel torque arm, the center of gravity torque arm, and the front wheel load can be sent to the pitch control software module in the vehicle control unit (MVCU). When the driver requests a large torque acceleration, by comparing the size relationship between the front wheel torque arm and the center of gravity torque arm in real time and recording the moment when the front wheel load value is close to 0N, the moment when the front wheel is about to be lifted is predicted in advance, and the pitch control is adopted to allow the maximum driving torque to limit the maximum torque allowed by the drive motor, so as to ensure that the front wheel of the vehicle is always in contact with the ground while ensuring that the motorcycle still has the ability to turn and brake the front wheel. At the same time, the rear wheel load can be sent to the road load coefficient estimation software module of the vehicle control unit (MVCU) to calculate the effective adhesion between the rear wheel and the road surface. The adhesion is calculated by another software module, the electronically controlled traction anti-skid E-TCS, at the same time to calculate the slip boundary torque of the rear wheel drive motor.

[0091] Since the maximum allowable torque of the rear-wheel drive motor is limited in advance by the maximum allowable driving torque of the wheel-wheel control and the slip boundary torque of the rear-wheel drive motor, the probability of the above-mentioned dangerous riding scenarios can be reduced, namely, skidding, rollover, wheel-wheeling and other dangers caused by insufficient operating experience, unfamiliarity with vehicle power, sudden changes in road adhesion coefficient, incorrect curve prediction, and immediate request for excessive power acceleration before the vehicle has returned to the straight position.

[0092] This embodiment obtains the vehicle dynamic wheel load and lever arm data by integrating the vehicle driver's center of gravity coordinate information, the vehicle's inherent center of gravity coordinate information and the vehicle parameters, and then uses the vehicle dynamic wheel load and lever arm data for driving torque control and slip boundary torque control, thereby reducing the probability of dangerous riding situations.

[0093] See also Fig.10 , Fig.10 is an exemplary structural block diagram of the electronic device of the present application. Fig.10 As shown, the electronic device 1000 of the present application may include a processor 1001 and a memory 1002, wherein the processor 1001 and the memory 1002 communicate with each other via a bus. The memory 1002 stores program instructions for vehicle center of gravity detection, and when the program instructions are executed by the processor 1001, the processor executes the above-mentioned related method steps to implement a vehicle driver center of gravity detection method or a vehicle control method in the above-mentioned embodiment.

[0094] See also Fig.11 , Fig.11 is an exemplary structural block diagram of the computer-readable storage medium of the present application. Fig.11 It is shown that a computer program 1101 is stored in the computer-readable storage medium 1100. When the computer program 1101 is executed by a processor on a computer, the computer executes the above-mentioned related method steps to implement a vehicle driver center of gravity detection method or a vehicle control method in the above-mentioned embodiment.

[0095] The above vehicle driver center of gravity detection method receives the vehicle's onboard inertial unit data and the vehicle driver's somatosensory inertial unit data. The original coordinates of the driver's center of gravity under the standard driving posture are obtained. The center of gravity position is calculated based on the onboard inertial unit data, the somatosensory inertial unit data and the driver's center of gravity original coordinates to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver. The center of gravity coordinate information of the vehicle driver is obtained by calculating the vehicle's power data, the vehicle driver's driving state data and the driver's center of gravity original coordinates, and then the vehicle driver's center of gravity coordinate information is applied to vehicle control, which can improve the safety and stability of vehicle driving.

[0096] The above vehicle control method obtains the vehicle dynamic wheel load and lever arm data by integrating the vehicle driver's center of gravity coordinate information, the vehicle's inherent center of gravity coordinate information and the vehicle parameters, and then uses the vehicle dynamic wheel load and lever arm data for driving torque control and slip boundary torque control, which can reduce the probability of dangerous riding situations.

[0097] In the several embodiments provided in the present application, it should be understood that the disclosed methods, electronic devices and storage media can be implemented in other ways. For example, the device implementation described above is only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0098] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0099] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0100] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) or a processor (processor) to execute all or part of the steps of the vehicle driver center of gravity detection method or vehicle control method in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0101] The above are only implementation methods of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for detecting the center of gravity of a vehicle driver, characterized in that: The vehicle driver's center of gravity detection method comprises: Receiving the vehicle's onboard inertial unit data and the vehicle driver's somatosensory inertial unit data; Obtaining the original coordinates of the center of gravity of the driver of the vehicle in a standard driving posture; The center of gravity position is calculated based on the onboard inertial unit data, the body-sensing inertial unit data and the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver.

2. The method for detecting the center of gravity of a vehicle driver according to claim 1, characterized in that: The calculating the center of gravity position based on the onboard inertial unit data, the body-sensing inertial unit data and the original coordinates of the driver's center of gravity to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver includes: determining a current driving posture of the vehicle driver relative to the vehicle based on the onboard inertial unit data; According to the current driving posture, the somatosensory inertial unit data is integrated or reset to zero to obtain current somatosensory inertial unit data; The current somatosensory inertial unit data and the original coordinates of the driver's center of gravity are summed up and calculated to obtain the real-time coordinate information of the driver's center of gravity.

3. The method for detecting the center of gravity of a vehicle driver according to claim 2, characterized in that: The onboard inertial unit data includes a vehicle roll angle of the vehicle, and determining a current driving posture of the vehicle driver relative to the vehicle based on the onboard inertial unit data includes: Acquiring a camera image including the driver of the vehicle; In response to the vehicle roll angle not satisfying a preset threshold range and the vehicle driver being in any area of ​​the camera image, determining that the current driving posture is a tilted state; In response to the vehicle roll angle satisfying the threshold range and the vehicle driver being in a middle area of ​​the camera image, it is determined that the current driving posture is an upright state.

4. The method for detecting the center of gravity of a vehicle driver according to claim 3, characterized in that: The somatosensory inertial unit data includes the offset coordinates of the lower body center of gravity and the offset coordinates of the upper body center of gravity, and the original coordinates of the driver's center of gravity include the original coordinates of the lower body center of gravity and the original coordinates of the upper body center of gravity; the somatosensory inertial unit data is integrated or integrated to zero according to the current driving posture to obtain the current somatosensory inertial unit data, including: Perform the integral calculation on the lower body center of gravity offset coordinates to obtain the current lower body center of gravity offset coordinates; In response to the current driving posture being the tilted state, performing the integral calculation on the upper body center of gravity offset coordinates to obtain current upper body center of gravity offset coordinates; In response to the current driving posture being the upright state, the lower body center of gravity offset coordinates and the upper body center of gravity offset coordinates are reset to zero, and the lower body center of gravity original coordinates are determined as the current lower body center of gravity offset coordinates, and the upper body center of gravity original coordinates are determined as the current upper body center of gravity offset coordinates.

5. The method for detecting the center of gravity of a vehicle driver according to claim 3 or 4, characterized in that: The front instrument panel of the vehicle is provided with a camera, and the camera is used to collect the camera image; At least one arm of the vehicle driver is equipped with upper body sensing hardware, and the upper body sensing hardware is used to collect the offset coordinates of the center of gravity of the upper body; at least one thigh of the vehicle driver is equipped with lower body sensing hardware, and the lower body sensing hardware is used to collect the offset coordinates of the center of gravity of the lower body.

6. The method for detecting the center of gravity of a vehicle driver according to any one of claims 1 to 4, characterized in that: The obtaining of the original coordinates of the center of gravity of the driver in the standard driving posture of the vehicle driver comprises: Acquiring body shape data of the vehicle driver; The body shape data is input into a preset human mathematical model for processing to obtain the original coordinates of the driver's center of gravity in a standard driving posture of the vehicle driver.

7. A vehicle control method, characterized in that: The vehicle control method comprises: Acquire the real-time coordinate information of the center of gravity of the driver of the vehicle; wherein the real-time coordinate information of the center of gravity of the driver is obtained based on the vehicle driver center of gravity detection method according to any one of claims 1 to 6; Obtaining the vehicle inherent center of gravity coordinate information of the vehicle, and obtaining the vehicle parameters of the vehicle; The vehicle parameters, the real-time coordinate information of the driver's center of gravity and the inherent center of gravity coordinate information of the vehicle are integrated and calculated to obtain the front wheel torque arm, the center of gravity torque arm, the front wheel load force and the rear wheel load force; The vehicle is controlled based on the front wheel torsion arm, the center of gravity torsion arm, and the front wheel load force.

8. The vehicle control method according to claim 7, characterized in that: The vehicle parameters include the coordinates of the center of mass of the vehicle, the distance from the center of mass to the rear axle, the net weight of the vehicle, the wheelbase of the front and rear axles, the transmission ratio of the rear wheel motor to the wheel end speed, and the motor drive type data; The obtaining of the vehicle intrinsic center of gravity coordinate information of the vehicle includes: Calculate the center of gravity position by using the center of gravity coordinates and the distance from the center of gravity to the rear axle to obtain the inherent center of gravity coordinate information of the vehicle; The vehicle parameters, the real-time coordinate information of the driver's center of gravity and the inherent coordinate information of the vehicle's center of gravity are integrated and calculated to obtain the front wheel torque arm, the center of gravity torque arm, the front wheel load force and the rear wheel load force, including: The real-time coordinate information of the driver's center of gravity, the inherent coordinate information of the vehicle's center of gravity, the distance from the center of mass to the rear axle, the net weight of the vehicle, the wheelbase of the front and rear axles, the transmission ratio of the rear wheel motor to the wheel end speed and the motor drive type data are used for vehicle dynamics calculation to obtain the front wheel torsion arm, the center of gravity torsion arm, the front wheel load force and the rear wheel load force.

9. An electronic device, characterized in that: The electronic device comprises: A memory for storing executable program codes; A processor, used to call and run the executable program code from the memory, so that the electronic device executes the vehicle driver center of gravity detection method as described in any one of claims 1 to 6 or the vehicle control method as described in 7 or 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle driver center of gravity detection method as described in any one of claims 1 to 6 or the vehicle control method as described in 7 or 8 is implemented.

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