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

Abstract

The present application discloses a method, device, and storage medium for detecting the center of gravity of a vehicle driver and controlling the vehicle, including: receiving on-vehicle inertial unit data of the vehicle and body-sensing inertial unit data of the vehicle driver. Obtaining the original coordinates of the driver's center of gravity in the standard driving posture of the vehicle driver. Calculating the center of gravity position based on the on-vehicle inertial unit data, 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. By calculating the power data of the vehicle, the driving state data of the vehicle driver, and the original coordinates of the driver's center of gravity, the coordinate information of the driver's center of gravity of the vehicle driver is obtained, and then the coordinate information of the driver's center of gravity of the vehicle driver is applied to vehicle control, which can improve the safety and stability of vehicle driving.

Description

Technical Field

[0001] This application relates to the technical field of motorcycle system control, and particularly 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 and can only achieve dynamic balance between the rider and the vehicle during movement. During the driving process of a motorcycle, the body posture, waist strength, leg movements, and the positions of the head and shoulders of the vehicle driver will comprehensively affect the overall center of gravity position of the motorcycle. And the weight of an adult rider usually accounts for 40% to 60% of the total weight of the vehicle and the vehicle driver. Therefore, the change in the center of gravity of the vehicle driver has a significant impact on the current driving posture.

[0003] However, currently, whether it is a traditional gasoline motorcycle or an electric motorcycle, the dynamic operation of the vehicle completely depends on the driving experience and ability of the vehicle driver himself. This way of relying on the driver's experience has certain limitations and is difficult to ensure the safety and stability of driving. Summary of the Invention

[0004] This application provides a method, device, and storage medium for detecting the center of gravity of a vehicle driver and controlling the vehicle, which can effectively estimate the center of gravity position of a motorcycle driver and improve the safety and stability of vehicle driving.

[0005] One technical solution adopted by this application is: providing a method for detecting the center of gravity of a vehicle driver, the method for detecting the center of gravity of a vehicle driver includes: receiving on-vehicle inertial unit data of the vehicle and body-sensing inertial unit data of the vehicle driver. Obtaining the original coordinates of the driver's center of gravity in the standard driving posture of the vehicle driver. Calculating the center of gravity position based on the on-vehicle inertial unit data, 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.

[0006] In some embodiments, calculating the center of gravity position based on the on-vehicle inertial unit data, 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 the current driving posture of the vehicle driver relative to the vehicle based on the on-vehicle inertial unit data. According to the current driving posture, integrating or resetting the integral of the body-sensing inertial unit data to obtain the current body-sensing inertial unit data. Summing the current 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.

[0007] In some embodiments, the on-board inertial unit data includes the vehicle's roll angle. Based on the on-board inertial unit data, determining the current driving posture of the vehicle driver relative to the vehicle includes: obtaining a camera image containing the vehicle driver. 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 the current driving posture as a tilted state. In response to the vehicle roll angle satisfying the threshold range and the vehicle driver being in the middle area of the camera image, determining the current driving posture as an upright state.

[0008] In some embodiments, the body-sensing inertial unit data includes the lower body center-of-gravity offset coordinates and the upper body center-of-gravity offset coordinates, and the driver's original center-of-gravity coordinates include the lower body original center-of-gravity coordinates and the upper body original center-of-gravity coordinates. According to the current driving posture, performing integral calculation or integral reset on the body-sensing inertial unit data to obtain the current body-sensing inertial unit data, including: performing 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 a tilted state, performing integral calculation on the upper body center-of-gravity offset coordinates to obtain the current upper body center-of-gravity offset coordinates. In response to the current driving posture being an upright state, resetting the lower body center-of-gravity offset coordinates and the upper body center-of-gravity offset coordinates to zero, and determining the lower body original center-of-gravity coordinates as the current lower body center-of-gravity offset coordinates and the upper body original center-of-gravity coordinates as the current upper body center-of-gravity offset coordinates.

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

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

[0011] Another technical solution adopted by this application is: a vehicle control method, the vehicle control method includes: obtaining the driver's center-of-gravity coordinate information of the vehicle. Among them, the real-time driver's center-of-gravity coordinate information is obtained based on the vehicle driver's center-of-gravity detection method of any one of the above. Obtaining the vehicle's inherent center-of-gravity coordinate information of the vehicle, and obtaining the vehicle's overall vehicle parameters. Performing fusion calculation on the overall vehicle parameters, the real-time driver's center-of-gravity coordinate information, and the vehicle's inherent center-of-gravity coordinate information to obtain the front wheel torsional force arm, the center-of-gravity torsional force arm, the front wheel load force, and the rear wheel load force. Controlling the vehicle based on the front wheel torsional force arm, the center-of-gravity torsional force arm, and the front wheel load force.

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

[0013] In some embodiments, obtaining the vehicle's inherent center of gravity coordinate information of the vehicle includes: calculating the center of gravity position from 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, fusing and calculating 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 to obtain the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force includes: performing vehicle dynamics calculations on the real-time coordinate information of the driver's center of gravity, the vehicle's inherent center of gravity coordinate information, the distance from the center of mass to the rear axle, the net weight of the whole vehicle, the wheelbase between the front and rear axles, the transmission ratio of the rear-wheel motor to the wheel-end rotational speed, and the motor drive type data to obtain the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force.

[0015] Another technical solution adopted by this application is: providing an electronic device, the electronic device includes: 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 the vehicle driver center-of-gravity detection method or the vehicle control method of any one of the above.

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

[0017] The embodiments of this application provide a vehicle driver center-of-gravity detection method, the vehicle driver center-of-gravity detection method includes: receiving the on-vehicle inertial unit data of the vehicle and the body-sensing inertial unit data of the vehicle driver; obtaining the original coordinates of the driver's center of gravity of the vehicle driver in the standard driving posture; performing center-of-gravity position calculation based on the on-vehicle 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; calculating the center-of-gravity coordinate information of the vehicle driver by calculating the power data of the vehicle, the driving state data of the vehicle driver, and the original coordinates of the driver's center of gravity, and then applying the center-of-gravity coordinate information of the vehicle driver to vehicle control, which can improve the safety and stability of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic flowchart of the first embodiment of the vehicle driver center-of-gravity detection method of this application;

[0019] Figure 2It is a schematic flowchart of the second embodiment of the vehicle driver's center of gravity detection method of the present application;

[0020] Figure 3 It is a schematic logic diagram of the center of gravity position estimation software unit in an embodiment of the vehicle driver's center of gravity detection method of the present application;

[0021] Figure 4a It is a front view of the motorcycle's overall coordinate system definition in the vehicle driver's center of gravity detection method of the present application;

[0022] Figure 4b It is a side view of the motorcycle's overall coordinate system definition in the vehicle driver's center of gravity detection method of the present application;

[0023] Figure 4c It is a top view of the motorcycle's overall coordinate system definition in the vehicle driver's center of gravity detection method of the present application;

[0024] Figure 5 It is the vehicle driver's center of gravity detection method of the present application Figure 2 A detailed step schematic diagram of step S202 therein;

[0025] Figure 6 It is a schematic diagram of the vehicle driver wearing a somatosensory hardware and a front instrument camera in the vehicle driver's center of gravity detection method of the present application;

[0026] Figure 7 It is an exemplary calculation flowchart of the driver's center of gravity original coordinates in the vehicle driver's center of gravity detection method of the present application;

[0027] Figure 8 It is a schematic flowchart of an embodiment of the vehicle control method of the present application;

[0028] Figure 9 It is a schematic logic diagram of the center of gravity position estimation software unit in another embodiment of the vehicle control method of the present application;

[0029] Figure 10 It is an exemplary structural block diagram of the electronic device of the present application;

[0030] Figure 11 It is an exemplary structural block diagram of the computer-readable storage medium of the present application. Detailed implementation manners

[0031] The present application will be described in detail below with reference to the accompanying drawings and embodiments. Without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0032] In some embodiments, please refer to Figure 1 , Figure 1It is a schematic flowchart of the first embodiment of the method for detecting the center of gravity of a vehicle driver in this application. It should be noted that if there are substantially the same results, the method of this application is not limited to Figure 1 the process sequence shown. For example, Figure 1 as shown, the method for detecting the center of gravity of a vehicle driver includes:

[0033] Step S100, receiving the on-vehicle inertial unit data of the vehicle and the body-sensing inertial unit data of the vehicle driver.

[0034] In this embodiment, taking the execution of step S101 after step S100 as an exemplary illustration, in other embodiments, step S100 and step S101 may be executed simultaneously, or step S101 may be executed before step S100.

[0035] Among them, the vehicle may be an electric motorcycle.

[0036] The on-vehicle inertial unit data may be dynamic data, which is used to reflect the motion state of the vehicle, the vehicle roll angle, and the acceleration condition. The data on the vehicle motion can be collected through the inertial processing unit (IMU) hardware on-board the vehicle controller installed on the motorcycle. For example, the acceleration along different axes and the rotational speed of the vehicle in different axial directions.

[0037] The body-sensing inertial unit data may be dynamic data, which is used to reflect the changes in the driving posture of the motorcycle driver, the body tilt, the steering action, etc. The body-sensing inertial unit data can be collected through the wearable body IMU body-sensing hardware set on the vehicle driver.

[0038] Step S101, obtaining the original coordinates of the driver's center of gravity in the standard driving posture.

[0039] Among them, the driving posture of the driver can be understood as the riding triangle, that is, when riding, the three-point contact of the human body: the triangle relationship formed between the handlebar, the seat cushion, and the footrest. These three points can determine the driving posture and affect the comfort, controllability, and efficiency. Since the frame geometry, seat tube angle, handlebar shape, etc. of different vehicle models may affect the riding triangle of the driver, thus affecting the driving posture. Therefore, the riding triangle can be determined according to the actual specific vehicle model.

[0040] In an exemplary embodiment, the standard driving posture may be the riding triangle determined according to the specific vehicle model of the current vehicle, and this riding triangle can make the vehicle stand upright and the driver not tilt relative to the vehicle.

[0041] The original coordinates of the driver's center of gravity can be static data, that is, in a fixed reference coordinate system, as the reference position when the vehicle driver maintains balance and stability, which can be used to compare and judge the changes in the driving posture of the driver under different driving conditions, such as tilting, deviation, etc.

[0042] Step S102: Calculate the center of gravity position based on the on-board 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.

[0043] As an exemplary example, the stability of a motorcycle during driving is not only related to the overall vehicle parameters of the vehicle itself, but also related to the driver's posture and body characteristics. Therefore, in the real-time calculation of vehicle dynamic balance, the center of gravity coordinate information of the vehicle driver can be calculated by combining the motion data of the vehicle, the posture data of the vehicle driver, and the body type data parameters of the vehicle driver.

[0044] The obtained real-time coordinate information of the driver's center of gravity can not only be used to adjust the dynamic balance of the vehicle in real time under various road conditions and riding postures, improve the smoothness and comfort of riding, but also be used for vehicle wheelie control to reduce the wheelie phenomenon.

[0045] In this embodiment, by calculating the power data of the vehicle, the driving state data of the vehicle driver, and the original coordinates of the driver's center of gravity, the center of gravity coordinate information of the vehicle driver is obtained, and then the center of gravity coordinate information of the vehicle driver is applied to vehicle control, which can improve the safety and stability of vehicle driving.

[0046] Please refer to Figure 2 and Figure 3 , Figure 2 is the flowchart of the second embodiment of the method for detecting the center of gravity of a vehicle driver in this application. Figure 3 is the logical schematic diagram of the center of gravity position prediction software unit of the method for detecting the center of gravity of a vehicle driver in an embodiment of this application. The method includes the following steps:

[0047] Step S200: Receive the on-board inertial unit data of the vehicle and the body-sensing inertial unit data of the vehicle driver.

[0048] Among them, the on-board inertial unit data can be obtained in the implementation manner of the above first embodiment.

[0049] For the body-sensing inertial unit data, please refer to Figure 6 , in some embodiments, the body-sensing inertial unit data may include the lower body center of gravity offset coordinates and the upper body center of gravity offset coordinates. At least one arm of the vehicle driver wears an upper body sensing hardware, and the upper body sensing hardware is used to collect the upper body center of gravity offset coordinates. At least one thigh of the vehicle driver wears a lower body sensing hardware, and the lower body sensing hardware is used to collect the lower body center of gravity offset coordinates.

[0050] Step S201: Obtain the original coordinates of the driver's center of gravity when the vehicle driver is in the standard driving posture.

[0051] Among them, the implementation manner and beneficial effects of step S201 can be the same as those of step S101 above.

[0052] In this embodiment, it is taken as an exemplary example that step S201 is executed after step S200. In other embodiments, step S200 and step S201 can be executed simultaneously, or step S201 can be executed before step S200.

[0053] Step S202: Based on the on-board inertial unit data, determine the current driving posture of the vehicle driver relative to the vehicle.

[0054] Among them, the driving state can be the angle of the vehicle driver's body relative to the motorcycle, which affects the position of the vehicle's center of gravity and the dynamic stability of the vehicle. The current driving posture determined through the on-board inertial unit data can include, but is not limited to, driving postures such as upright, forward lean, backward lean, and left or right lean, inward lean, outward lean, etc.

[0055] In some embodiments, the motorcycle can be pre-defined with a coordinate reference system of XYZ coordinate information. Please refer to Figure 4a the front view of the vehicle shown. Taking the point where the front wheel of the motorcycle touches the ground as the coordinate origin, and taking the front of the vehicle as the X+ direction when observing from the side of the vehicle; please refer to Figure 4b the side view of the vehicle shown. Taking the direction perpendicular to the ground above the origin as the Z+ direction; please refer to Figure 4c the top view of the vehicle shown. When observing from the head direction, taking the left handlebar of the vehicle, that is, the right side of the vehicle in the front view, as the Y+ direction. The definition of Euler angles conforms to the right-hand screw rule in the flight control. When observing the vehicle from the front direction and the vehicle tilts to the right side, the vehicle roll angle is positive; when observing from the side of the vehicle, the vehicle rotates around the coordinate origin. This system is based on this coordinate system as the XYZ coordinate information reference system for center of gravity calculation and prediction. Thus, the on-board inertial unit data can include the vehicle roll angle of the vehicle.

[0056] In some embodiments, please refer to Figure 5 , step S202 may include:

[0057] Step S501: Obtain the camera image including the vehicle driver. Step S502: In response to the vehicle roll angle not satisfying the preset threshold range and the vehicle driver being in any area of the camera image, determine that the current driving posture is the tilted state. Step S503: In response to the vehicle roll angle satisfying the threshold range and the vehicle driver being in the middle area of the camera image, determine that the current driving posture is the upright state.

[0058] 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.

[0059] 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.

[0060] In some embodiments, see Figure 6 The 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.

[0061] 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:

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] ⑥ When the vehicle roll angle > 5°, it indicates that the vehicle is tilted to the right, and the camera captures that the human torso is on the right side of the camera screen (screen mirror image), then the vehicle driver is in the same state as the motorcycle leaning inward.

[0068] ⑦ When the vehicle roll angle -5° < Roll < 5°, it indicates that the vehicle is in an upright state, and the camera captures that the human torso is in the center of the camera screen, then the vehicle driver is in the same upright state as the motorcycle.

[0069] The driving postures of the vehicle driver can be obtained from the above-mentioned states ① to ⑦.

[0070] Step S203: Integrate or reset to zero the somatosensory inertial unit data according to the current driving posture to obtain the current somatosensory inertial unit data.

[0071] As an example, the vehicle driver may control the vehicle to turn or make other maneuvers, which may cause changes in the driver's posture and vehicle speed. For example, the driver needs to control the vehicle's front end to turn. Therefore, by integrating and accumulating the somatosensory inertial unit data for the changes in the driver's posture, the current somatosensory inertial unit data can be obtained, which can be used to reflect the dynamic changes in the driver's posture, represent the center of gravity movement of the driver at different turning angles and speeds, and thus optimize the dynamic balance control of the vehicle.

[0072] In some embodiments, referring to Figure 7 , before step S201 or step S101, it may include:

[0073] Step S701: Obtain the body size data of the vehicle driver.

[0074] In some embodiments, the body size data includes gender data, weight data, height data, leg length data, arm length data, and waist height data.

[0075] Step S702: Input the body size data into a preset human mathematical model for processing to obtain the original coordinates of the driver's center of gravity in the standard driving posture.

[0076] Among them, referring to Figure 3 , the body size data can be static data, which is used to reflect the basic body size of the vehicle driver, such as gender, weight, height, waist circumference, leg length, arm length, etc. data, and can be used to estimate the position of the driver's center of gravity and the impact of body size on vehicle balance. As an example, the vehicle driver can input or modify the body size data through the vehicle instrument or mobile application before riding.

[0077] 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. Step S203 may include:

[0078] Step A1, integrate the lower body center of gravity offset coordinates to obtain the current lower body center of gravity offset coordinates. Step A2, in response to the current driving posture being in an inclined state, integrate the upper body center of gravity offset coordinates to obtain the current upper body center of gravity offset coordinates. Step A3, in response to the current driving posture being in an upright state, zero the lower body center of gravity offset coordinates and the upper body center of gravity offset coordinates, and determine the original lower body center of gravity coordinates as the current lower body center of gravity offset coordinates, and determine the original upper body center of gravity coordinates as the current upper body center of gravity offset coordinates.

[0079] Among them, in Step A1, it is not necessary to judge the current driving posture, and the current lower body center of gravity offset coordinates can be integrated in real time; when it is judged that the current posture is an inclined posture, Step A2 can be executed; when it is judged that the current state is an upright state, Step A3 is executed.

[0080] 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 somatosensory hardware of the vehicle driver can be read to integrate the displacement distance of the human upper body trunk. That is, when the vehicle driver is in the same inclination, inward inclination or outward inclination of the above states ① to ⑥, the integral of the displacement distance of the upper body somatosensory hardware 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.

[0081] Among them, when the vehicle driver resumes from any one of states ① to ⑥ to the upright state of state ⑦, the current upper body center of gravity offset coordinate can be zeroed. That is, the real-time coordinate of the current upper body center of gravity in the upright state is equal to the original upper body center of gravity coordinate, so that the current upper body center of gravity offset coordinate does not deviate from the reasonable range.

[0082] For the calculation of the current lower body center of gravity offset coordinate position, it is not necessary to judge the vehicle driver's state from ① to ⑥, but to read the lower body somatosensory hardware of the vehicle driver to keep integrating at all times and record it as the current lower body center of gravity offset coordinate, and the current lower body center of gravity offset coordinate can include X, Y, and Z information.

[0083] Among them, when the vehicle driver is in state ⑦, the current lower body center of gravity offset coordinate can be zeroed. That is, the real-time coordinate of the current lower body center of gravity in the upright state is equal to the original lower body center of gravity coordinate, so that the current lower body center of gravity offset coordinate does not deviate from the reasonable range.

[0084] Step S204, perform a summation calculation on the current somatosensory inertial unit data and the original driver center of gravity coordinates to obtain the driver center of gravity real-time coordinate information.

[0085] Among them, 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.

[0086] In some embodiments, since the driver's posture and body shape will affect the vehicle balance, step S204 may include: performing a summation calculation on the current upper body center of gravity offset coordinates and the original upper body center of gravity coordinates to obtain the real-time coordinates of the upper body center of gravity. And, performing a summation calculation on the current lower body center of gravity offset coordinates and the original lower body center of gravity coordinates to obtain the real-time coordinates of the lower body center of gravity. Determine the real-time coordinate information of the driver's center of gravity according to the real-time coordinates of the upper body center of gravity and the real-time coordinates of the lower body center of gravity.

[0087] As an exemplary example, the current upper body center of gravity offset coordinates can be summed with the original upper body center of gravity coordinates to update the real-time coordinates X, Y, Z information of the upper body center of gravity of the vehicle driver. At the same time, the current lower body center of gravity offset coordinates can be summed with the original lower body center of gravity coordinates in real time to update the real-time coordinates X, Y, Z information of the lower body center of gravity of the vehicle driver.

[0088] In this embodiment, by using the on-board inertial unit data, the current driving posture of the driver relative to the vehicle can be judged, and the posture change of the driver can be obtained in real time; according to the current driving posture, the somatosensory inertial unit data is integrated or reset to obtain the current somatosensory inertial unit data, and the dynamic change of the driver's center of gravity can be tracked; adding the current somatosensory inertial unit data to the original coordinates of the driver's center of gravity to obtain the center of gravity coordinate information of the driver, and then applying the center of gravity coordinate information of the vehicle driver to vehicle control to improve the safety and stability of vehicle driving.

[0089] In some embodiments, considering that currently, whether it is a traditional gasoline motorcycle or an electric motorcycle, it is difficult to perform real-time detection and dynamic prediction on the center of gravity of the motorcycle itself and the center of gravity of the vehicle driver's body, and it is necessary to rely entirely on the driving experience and ability of the vehicle driver himself to dynamically operate the vehicle. And several riding dangerous scenarios caused by the vehicle driver's riding posture include but are not limited to:

[0090] When performing a side-inclined press-bending turn with a large inclination angle and high speed on a road surface with a low adhesion coefficient, such as gravel roads, roads with hidden defects, muddy roads, etc., it is extremely easy for the lateral centrifugal force to break through the grip between the tires and the road surface, resulting in a side-slip and crashing accident; the vehicle driver's incorrect matching and estimation of the vehicle speed and the radius of the curve, and the insufficient vehicle roll angle of their own active operation to complete the expected turning estimation of the vehicle, causing the vehicle to deviate from the driver's target trajectory outward and finally hitting the guardrail on the outer periphery of the road surface, resulting in a crashing accident; the vehicle driver's incorrect matching and estimation of the vehicle speed and the radius of the curve, and an excessive vehicle roll angle of their own active operation, making the body attitude angle much larger than the vehicle roll angle required by the cornering centrifugal force and the geometric cornering angle, resulting in an inward crashing accident; when the vehicle roll angle of the vehicle body is still at a large angle position during the acceleration phase when exiting the curve, the vehicle driver operates the acceleration throttle to request an excessive acceleration torque, resulting in the driving wheel instantly breaking through the grip and causing a side-slip and crashing accident.

[0091] For the above operations of the vehicle driver, the electronic control system (Electronic Control Unit, ECU) of the motorcycle cannot perceive anything. Therefore, the riding safety completely depends on external factors such as the vehicle driver, road surface, weather, traffic, etc., and the vehicle cannot perform more prioritized active safety power system interventions.

[0092] In response to the above riding dangerous scenarios, in this embodiment, on an electric motorcycle, by using the electrical architecture and system assembly, following the design concept of highly integrated software and hardware, the vehicle's own center of gravity and the rider's center of gravity are monitored in real time, and the vehicle's attitude balance and the boundary of the power control request can be calculated in real time, so as to calculate the front and rear wheel loads within the safe range, as well as the driving force arm and the center of gravity force arm, providing high-precision vehicle dynamics calculation data support for higher-order functions of the whole vehicle, such as the Electronic Traction Control System (E-TCS), wheel lift control, and the active intervention of the Anti-lock Braking System for curves (Corner Anti-lock Braking System, Corner ABS). In addition, active intervention power requests, active instrument warning displays, and alarm sounds can be taken at the edge of the upcoming dangerous control. Especially for high-power electric motorcycle products, the probability of accidents can be effectively reduced.

[0093] Please refer to Figure 8 , Figure 8 which is a schematic flowchart of an embodiment of the vehicle control method of this application. The method includes the following steps:

[0094] Step S801, obtain the real-time coordinate information of the driver's center of gravity of the vehicle.

[0095] Among them, please refer to Figure 9 ,the real-time coordinate information of the driver's center of gravity is obtained by the vehicle driver's center of gravity detection method as described above.

[0096] Step S802: Obtain the vehicle's inherent center-of-gravity coordinate information and the vehicle's overall parameters.

[0097] In this embodiment, taking the execution of step S802 after step S801 as an exemplary example, in other embodiments, step S802 may be executed simultaneously with step S801, or step S802 may be executed before step S801.

[0098] Among them, please continue to refer to Figure 9 , the vehicle's inherent center-of-gravity coordinate information is calculated based on the vehicle's overall parameters. The overall parameters may include at least one of the centroid coordinates, the distance from the centroid to the rear axle, the net weight of the whole vehicle, the wheelbase between the front and rear axles, the transmission ratio of the rear-wheel motor to the wheel-end rotational speed, and the motor drive type data.

[0099] As an exemplary example, since the center of gravity of a motorcycle is not affected by the driver but determined by the vehicle structure and mass distribution. Therefore, 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 overall parameters.

[0100] Among them, the vehicle's inherent center-of-gravity coordinate information is the fixed center-of-gravity position calculated based on the motorcycle's overall parameters, which is used to reflect the influence of the mass distribution of the motorcycle itself on the center of gravity. The vehicle's inherent center-of-gravity coordinate information can be static data.

[0101] In some embodiments, step S802 may include: performing a center-of-gravity position calculation on the centroid coordinates and the distance from the centroid to the rear axle to obtain the vehicle's inherent center-of-gravity coordinate information.

[0102] As an exemplary example, since an electric motorcycle does not need to add and consume gasoline, its curb weight and mass distribution have been determined in engineering at the time of factory. Therefore, the vehicle's inherent center-of-gravity coordinate information can be calculated based on the vehicle's centroid coordinates and the distance from the centroid to the rear axle, and the vehicle's inherent center-of-gravity coordinate information may include X, Y, and Z information.

[0103] Step S803: Perform a fusion calculation on the overall parameters, the real-time coordinate information of the driver's center of gravity, and the vehicle's inherent center-of-gravity coordinate information to obtain the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force.

[0104] Among them, the front-wheel torsional force arm can reflect the moment between the vehicle's front wheel and the center of gravity, which affects the stability and steering performance of the motorcycle and represents the effect of the front-wheel torque on the overall balance of the vehicle. The center-of-gravity torsional force arm can reflect the mutual relationship between the center of gravity of the vehicle driver and the motorcycle and the overall balance of the motorcycle, which affects how the vehicle driver controls the balance through posture. The front-wheel load force and the rear-wheel load force can reflect the front-rear distribution of the vehicle's center of gravity, which is used to affect the traction, stability, and controllability of the motorcycle.

[0105] In some embodiments, step S803 may include: performing vehicle dynamics calculations on the real-time coordinate information of the driver's center of gravity, the inherent center of gravity coordinate information of the vehicle, the distance from the center of mass to the rear axle, the net weight of the whole vehicle, the wheelbase between the front and rear axles, the transmission ratio of the rear-wheel motor to the wheel-end rotational speed, and the motor drive type data to obtain the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force.

[0106] As an exemplary example, please continue to refer to Figure 9 , it can be input into the vehicle dynamic wheel load calculation logic that combines the inherent center of gravity of the vehicle and the position of the driver's center of gravity through the vehicle controller hardware, in combination with the inherent center of gravity coordinate information of the vehicle, the real-time coordinate information of the driver's center of gravity, the distance from the center of mass to the rear axle, the net weight of the whole vehicle, the wheelbase between the front and rear axles, the transmission ratio of the rear-wheel motor to the wheel-end rotational speed, and the motor drive type data, and solved through vehicle dynamics operations to obtain the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force.

[0107] As an exemplary example, since different vehicle states can determine the calculation formulas for the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force. Therefore, please continue to refer to Figure 9 , before step S803, the vehicle's overall vehicle speed can be obtained through the vehicle controller hardware, and then the vehicle state can be judged through a preset vehicle motion state machine; then, through the vehicle controller hardware, in combination with the inherent center of gravity coordinate information of the vehicle, the real-time coordinate information of the driver's center of gravity, the distance from the center of mass to the rear axle, the net weight of the whole vehicle, the wheelbase between the front and rear axles, the transmission ratio of the rear-wheel motor to the wheel-end rotational speed, and the motor drive type data, it can be input into the vehicle dynamic wheel load calculation logic that combines the inherent center of gravity of the vehicle and the position of the driver's center of gravity, determine the calculation formulas for the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force based on the vehicle state, and solved through vehicle dynamics operations to obtain the front-wheel torsional force arm, the center-of-gravity torsional force arm, the front-wheel load force, and the rear-wheel load force.

[0108] Among them, the vehicle state can be one of stationary, accelerating, decelerating, and uniform motion.

[0109] Step S804, controlling the vehicle based on the front-wheel torsional force arm, the center-of-gravity torsional force arm, and the front-wheel load force.

[0110] As an exemplary example, the front-wheel torsional force arm, the center-of-gravity torsional force arm, and the front-wheel load force can be sent to the wheelie control software module in the vehicle master controller (MVCU). When the driver requests high-torque acceleration, by comparing the magnitude relationship between the front-wheel torsional force arm and the center-of-gravity torsional force arm in real time and recording the moment when the front-wheel load force value approaches 0 N, an early prediction can be made for the moment when the front wheel is about to lift. The wheelie control allows the maximum drive torque to limit the maximum torque allowed for the drive motor, ensuring that the vehicle's front wheels are always in contact with the ground while also ensuring that the motorcycle still has steering ability and front-wheel braking ability. At the same time, the rear-wheel load force can be sent to the road load coefficient estimation software module of the vehicle master controller (MVCU) for calculating the effective adhesion between the rear wheel and the road surface. This adhesion is used by another software module, the electronic traction control system E-TCS, to calculate the slip boundary torque of the rear-wheel drive motor.

[0111] Since the maximum torque allowed for the rear-wheel drive motor is limited in advance by both the wheelie control allowed maximum drive torque and the slip boundary torque of the rear-wheel drive motor, the probability of the occurrence of the above several dangerous riding scenarios can be reduced, namely, skidding, rolling over, wheelies, etc. caused by insufficient operating experience, unfamiliarity with the vehicle's power, sudden changes in the road surface adhesion coefficient, incorrect corner prediction, and excessive power acceleration requested immediately without the vehicle being straightened.

[0112] In this embodiment, by fusing and calculating the center-of-gravity coordinate information of the vehicle driver, the inherent center-of-gravity coordinate information of the vehicle, and the vehicle parameters, the vehicle dynamic wheel load and force arm data are obtained. Furthermore, the vehicle dynamic wheel load and force arm data are used for drive torque control and slip boundary torque control, which can reduce the probability of dangerous riding situations.

[0113] Please refer to Figure 10 , Figure 10 which is an exemplary structural block diagram of the electronic device of the present application. As shown in Figure 10 , the electronic device 1000 of the present application may include a processor 1001 and a memory 1002, where the processor 1001 and the memory 1002 communicate with each other through a bus. The memory 1002 stores program instructions for vehicle center-of-gravity detection. When the program instructions are executed by the processor 1001, the above-mentioned processor executes the above-mentioned relevant method steps to implement a vehicle driver center-of-gravity detection method or a vehicle control method in the above embodiment.

[0114] Please refer to Figure 11 , Figure 11 which is an exemplary structural block diagram of the computer-readable storage medium of the present application. As shown in Figure 11It is shown that a computer program 1101 is stored in the computer-readable storage medium 1100. When the computer program 1101 runs on a computer, the computer is caused to execute 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 embodiments.

[0115] In the above vehicle driver center-of-gravity detection method, by receiving the on-vehicle inertial unit data of the vehicle and the body-sensing inertial unit data of the vehicle driver, the original coordinates of the driver's center of gravity in the standard driving posture are obtained. Based on the on-vehicle inertial unit data, the body-sensing inertial unit data, and the original coordinates of the driver's center of gravity, the center-of-gravity position is calculated to obtain the real-time coordinate information of the driver's center of gravity of the vehicle driver. By calculating the power data of the vehicle, the driving state data of the vehicle driver, and the original coordinates of the driver's center of gravity, the center-of-gravity coordinate information of the vehicle driver is obtained, and then the center-of-gravity coordinate information of the vehicle driver is applied to vehicle control, which can improve the safety and stability of vehicle driving.

[0116] In the above vehicle control method, by fusing and calculating the center-of-gravity coordinate information of the vehicle driver, the inherent center-of-gravity coordinate information of the vehicle, and the vehicle parameters, the vehicle dynamic wheel load and arm data are obtained, and then the vehicle dynamic wheel load and arm data are used for drive torque control and slip boundary torque control, which can reduce the probability of occurrence of dangerous riding situations.

[0117] In 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 embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. 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 displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces, and the indirect coupling or communication connection of the device or unit may be in an electrical, mechanical, or other form.

[0118] The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0119] In addition, in each embodiment of the present application, each functional unit can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0120] 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 such an understanding, the technical solution of the present application, in essence, 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 and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to execute all or part of the steps of the vehicle driver's center of gravity detection method or the vehicle control method in each embodiment of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0121] The above are only the embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structural or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally 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 center-of-gravity detection method includes: Receiving on-vehicle inertial unit data of the vehicle and body-sensing inertial unit data of the vehicle driver; wherein, the on-vehicle inertial unit data includes the vehicle's roll angle, and the body-sensing inertial unit data includes lower-body center-of-gravity offset coordinates and upper-body center-of-gravity offset coordinates; Obtaining the original coordinates of the driver's center of gravity in the standard driving posture of the vehicle driver; Based on the on-vehicle inertial unit data, determining the current driving posture of the vehicle driver relative to the vehicle; According to the current driving posture, performing integral calculation or integral reset on the body-sensing inertial unit data to obtain the current body-sensing inertial unit data; Performing a summation calculation on the current 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 vehicle driver center of gravity detection method according to claim 1, wherein The determining the current driving posture of the vehicle driver relative to the vehicle based on the on-vehicle inertial unit data includes: Obtaining a camera image including the vehicle driver; In response to the vehicle's roll angle not satisfying a preset threshold range and the vehicle driver being in any area of the camera image, determining the current driving posture as an inclined state; In response to the vehicle's roll angle satisfying the threshold range and the vehicle driver being in the middle area of the camera image, determining the current driving posture as an upright state.

3. The vehicle driver center of gravity detection method according to claim 2, characterized in that, 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 performing integral calculation or integral reset on the body-sensing inertial unit data according to the current driving posture to obtain the current body-sensing inertial unit data includes: Performing 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 inclined state, performing the integral calculation on the upper-body center-of-gravity offset coordinates to obtain the current upper-body center-of-gravity offset coordinates; In response to the current driving posture being the upright state, resetting the lower-body center-of-gravity offset coordinates and the upper-body center-of-gravity offset coordinates to zero, and determining the original coordinates of the lower-body center of gravity as the current lower-body center-of-gravity offset coordinates, and determining the original coordinates of the upper-body center of gravity as the current upper-body center-of-gravity offset coordinates.

4. The vehicle driver center of gravity detection method according to claim 3, characterized in that, A camera is provided on the instrument panel at the front of the vehicle, and the camera is used to collect the camera image; At least one arm of the vehicle driver wears upper-body sensing hardware, and the upper-body sensing hardware is used to collect the upper-body center-of-gravity offset coordinates; at least one thigh of the vehicle driver wears lower-body sensing hardware, and the lower-body sensing hardware is used to collect the lower-body center-of-gravity offset coordinates.

5. The vehicle driver center-of-gravity detection method according to any one of claims 1 to 3, characterized in that Before obtaining the original coordinates of the driver's center of gravity in the standard driving posture of the vehicle driver, it includes: Obtaining the body size data of the vehicle driver; Inputting the body size data into a preset human mathematical model for processing to obtain the original coordinates of the driver's center of gravity in the standard driving posture of the vehicle driver.

6. A vehicle control method, characterized in that, The vehicle control method includes: Obtain the real-time coordinate information of the driver's center of gravity of the vehicle; wherein, the real-time coordinate information of the driver's center of gravity is obtained based on the vehicle driver center of gravity detection method described in any one of claims 1 to 5; Obtain the coordinate information of the vehicle's inherent center of gravity of the vehicle, and obtain the vehicle's overall vehicle parameters; Fuse and calculate the overall vehicle parameters, the real-time coordinate information of the driver's center of gravity, and the coordinate information of the vehicle's inherent center of gravity to obtain the front wheel torsional force arm, the center of gravity torsional force arm, the front wheel load force, and the rear wheel load force; Control the vehicle based on the front wheel torsional force arm, the center of gravity torsional force arm, and the front wheel load force.

7. The vehicle control method according to claim 6, characterized in that, The overall vehicle parameters include the vehicle's center of mass coordinates, the distance from the center of mass to the rear axle, the net weight of the whole vehicle, the wheelbase between 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 coordinate information of the vehicle's inherent center of gravity of the vehicle includes: Perform a center of gravity position calculation on the center of mass coordinates and the distance from the center of mass to the rear axle to obtain the coordinate information of the vehicle's inherent center of gravity; The fusing and calculating the overall vehicle parameters, the real-time coordinate information of the driver's center of gravity, and the coordinate information of the vehicle's inherent center of gravity to obtain the front wheel torsional force arm, the center of gravity torsional force arm, the front wheel load force, and the rear wheel load force includes: Perform vehicle dynamics calculations on the real-time coordinate information of the driver's center of gravity, the coordinate information of the vehicle's inherent center of gravity, the distance from the center of mass to the rear axle, the net weight of the whole vehicle, the wheelbase between the front and rear axles, the transmission ratio of the rear wheel motor to the wheel end speed, and the motor drive type data to obtain the front wheel torsional force arm, the center of gravity torsional force arm, the front wheel load force, and the rear wheel load force.

8. An electronic device, characterized in that, The electronic device includes: 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 the vehicle driver center of gravity detection method described in any one of claims 1 to 5 or the vehicle control method described in 6 or 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which when executed by a processor, implements the vehicle driver center of gravity detection method described in any one of claims 1 to 5 or the vehicle control method described in 6 or 7.

Images