Vehicle control method and device, vehicle and storage medium

Abstract

The vehicle control method comprises the steps that in response to the situation that a vehicle enters an unstable state in an automatic driving mode, a second torque change rate is determined according to a first torque change rate when the vehicle enters the unstable state, and the second torque change rate is smaller than the first torque change rate; the torque of the vehicle is periodically calculated according to the second torque change rate by taking the torque when the vehicle enters the unstable state as an initial value, the vehicle is controlled by adopting the calculated torque of the vehicle until the vehicle exits the automatic driving mode, and the vehicle is controlled based on the torque when the vehicle exits the automatic driving mode; also disclosed are a computer-readable storage medium including the method, a program, a vehicle control device, and a vehicle and a storage medium including the control device.

Description

Vehicle control method, device, vehicle and storage medium Technical Field

[0001] The present application relates to the field of automotive technology, and in particular to a vehicle control method, device, vehicle, and storage medium. Background Art

[0002] In rainy, snowy, and foggy weather, a vehicle's sensors, such as radar and cameras, struggle to effectively identify changes in road conditions. If the driving torque or braking torque requested by the vehicle's automatic driving system (ADS) doesn't match the road conditions and the vehicle continues to move, the vehicle's antilock brake system (ABS) or traction control system (TCS) can be easily activated.

[0003] Activation of the ABS or TCS will cause the vehicle's ADS to exit and switch to manual driving mode. ADS exit will no longer provide driving torque or braking torque. If the driver fails to take over in time, it may easily lead to a traffic accident.

[0004] Summary of the Invention

[0005] The present application provides a vehicle control method, device, vehicle and storage medium, so that the control method of the present application is used to control the vehicle, which can increase the safety of vehicle driving.

[0006] In a first aspect, the present application provides a vehicle control method, comprising: when a vehicle enters an unstable state in an autonomous driving mode, determining a second torque change rate based on a first torque change rate when the vehicle enters the unstable state; periodically calculating the vehicle's torque according to the second torque change rate, using the torque when the vehicle enters the unstable state as an initial value, and controlling the vehicle using the calculated vehicle torque until the vehicle exits the autonomous driving mode. After exiting the autonomous driving mode, controlling the vehicle based on the torque when the vehicle exited the autonomous driving mode. The second torque change rate is less than the first torque change rate.

[0007] In the implementation of the present application, the unstable state is the state of the vehicle when the driving torque or braking torque of the vehicle does not match the road condition for a period of time.

[0008] In this implementation, when the vehicle enters an unstable state, the torque change rate is reduced, delaying the time it takes for the torque to reach the ABS or TCS activation threshold. This delays ABS or TCS activation and ADS disengagement, giving the driver more time to prepare to take over vehicle control. Furthermore, torque is still provided after ADS disengagement, preventing accidents even if the driver fails to take over in a timely manner. These two aspects enable the control method of this application to improve vehicle driving safety.

[0009] In a possible implementation of the present application, whether the vehicle enters an unstable state can be determined based on the vehicle state. Optionally, the method further includes: periodically acquiring vehicle state information; and determining whether the vehicle enters an unstable state based on the vehicle state information.

[0010] Exemplarily, the vehicle status information includes at least one of the following information: vehicle controller information, driver input information, speed information, vehicle environment information, ADS decision information, and feedback information.

[0011] In this implementation, whether the vehicle has entered an unstable state can be determined only through the vehicle's status information. The information required for the judgment is obtained through the vehicle's subsequent devices, without the need for additional hardware and at a low cost.

[0012] In a possible implementation of the present application, the status information includes the torque of the vehicle, and determining whether the vehicle enters an unstable state includes: determining the torque change rate of the vehicle in two adjacent cycles based on the periodically obtained torque of the vehicle; and determining whether the vehicle enters an unstable state based on the torque change rate of the vehicle in two adjacent cycles.

[0013] The vehicle's torque can be either the vehicle's driving torque or its braking torque. When the vehicle is in a braking scenario, the braking torque is obtained, and the corresponding rate of change of torque is the braking torque rate of change. When the vehicle is in a driving scenario, the driving torque is obtained, and the corresponding rate of change of torque is the driving torque rate of change. Because the principles of the control methods in the two scenarios are basically the same, the other steps of this application will not be described separately, but both scenarios are included.

[0014] In this implementation, by determining the rate of change of the vehicle's torque, it is determined whether the vehicle's torque matches the road condition, and further whether the vehicle enters an unstable state, and the judgment result is accurate.

[0015] Exemplarily, determining whether the vehicle has entered an unstable state is based on the torque change rate of the vehicle in two adjacent cycles, including: determining the minimum distance between the vehicle and an obstacle based on vehicle environmental information, the minimum distance between the vehicle and the obstacle being the minimum value of the distances between the vehicle and various obstacles around the vehicle; when the duration for which the second torque change rate is greater than the torque change rate threshold exceeds the first duration threshold, and the minimum distance is greater than the distance threshold, determining that the vehicle has entered an unstable state.

[0016] In this implementation, the minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too close, adjusting the torque change rate could easily result in a collision between the vehicle and the obstacle. In this case, the vehicle is deemed not to have entered an unstable state, and the control function of this application is not activated. However, if the minimum distance between the vehicle and the obstacle exceeds a threshold, and the duration of the torque change rate exceeding the torque change rate threshold exceeds a first duration threshold, the vehicle is deemed to have entered an unstable state. In this case, a safe distance between the vehicle and the obstacle is maintained, while premature ADS exit can be avoided by adjusting the torque change rate.

[0017] In another possible implementation of the present application, the status information includes the vehicle speed and wheel speed, and determining whether the vehicle has entered an unstable state includes: determining the wheel slip rate of the vehicle in each cycle based on the average vehicle speed and average wheel speed of the vehicle periodically obtained, where the wheel slip rate is the ratio of the difference between the average vehicle speed and the average wheel speed to the average vehicle speed; determining whether the vehicle has entered an unstable state based on the wheel slip rate of the vehicle in each cycle.

[0018] In this implementation, by determining the wheel slip rate of the vehicle, it is reflected whether the vehicle's torque matches the road condition, and then whether the vehicle enters an unstable state is determined, and the judgment result is accurate.

[0019] Exemplarily, determining whether the vehicle has entered an unstable state is based on the wheel slip rate of the vehicle in each cycle, including: determining a minimum distance between the vehicle and an obstacle based on vehicle environmental information, the minimum distance between the vehicle and the obstacle being the minimum value of the distances between the vehicle and various obstacles around the vehicle; determining that the vehicle has entered an unstable state when the duration for which the wheel slip rate is greater than a wheel slip rate threshold exceeds a second duration threshold, and the minimum distance is greater than a distance threshold.

[0020] In this implementation, the minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too close, adjusting the torque change rate could easily result in a collision between the vehicle and the obstacle. In this case, the vehicle is deemed not to have entered an unstable state, and the control function of this application is not activated. However, if the minimum distance between the vehicle and the obstacle exceeds a threshold, and the wheel slip rate exceeds the wheel slip rate threshold for a duration exceeding a second duration threshold, the vehicle is deemed to have entered an unstable state. In this case, a safe distance between the vehicle and the obstacle is maintained, while premature ADS exit can be avoided by adjusting the torque change rate.

[0021] In a possible implementation of the present application, the second torque change rate is determined based on the first torque change rate when the vehicle enters an unstable state, including: determining the torque change rate difference based on the first torque change rate when the vehicle enters an unstable state, the magnitude of the torque change rate difference being positively correlated with the magnitude of the first torque change rate; determining the second torque change rate based on the first torque change rate and the torque change rate difference.

[0022] In this implementation, since a larger first torque change rate may result in a faster time to reach the ABS or TCS activation threshold, a larger torque change rate difference needs to be used for adjustment to avoid this, thereby delaying the vehicle's ABS or TCS activation time as much as possible, providing the driver with sufficient reaction time. In addition, due to the small torque change rate, the vehicle runs more smoothly.

[0023] In another possible implementation of the present application, a second torque change rate is determined based on the first torque change rate when the vehicle enters an unstable state, including: determining a torque change rate difference based on a minimum distance between the vehicle and an obstacle, the minimum distance between the vehicle and the obstacle being the minimum value of the distances between the vehicle and each obstacle around the vehicle, in a braking scenario, the magnitude of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle, and in a driving scenario, the magnitude of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle; based on the first torque change rate and the torque change rate difference, the second torque change rate is determined.

[0024] In braking scenarios, to avoid collisions with obstacles, try to avoid adjusting the braking torque too much, which will result in a significant decrease in deceleration. In driving scenarios, to avoid collisions with obstacles, try to adjust the torque change rate as much as possible to reduce vehicle acceleration.

[0025] In this implementation, the smaller the minimum distance between the vehicle and the obstacle, the smaller the adjustment to the torque rate difference. Excessive adjustment to the torque rate difference can easily cause an accident. In other words, this solution minimizes the activation of the vehicle's ABS or TCS, while ensuring safety, giving the driver ample reaction time.

[0026] Exemplarily, the torque change rate difference remains unchanged. For example, only the torque change rate difference and the second torque change rate are calculated, and the second torque change rate is used subsequently.

[0027] For example, the torque change rate difference varies with the change of the minimum distance between the vehicle and the obstacle. For example, the torque change rate difference and the second torque change rate are calculated periodically, and each cycle uses the second torque change rate determined in the previous cycle.

[0028] Optionally, the method further includes: in response to the vehicle entering an unstable state in the automatic driving mode, outputting a prompt message, wherein the prompt message is used to prompt manual control of the vehicle.

[0029] In this implementation, prompt information is output to remind the driver to prepare for manual driving takeover, thereby avoiding traffic accidents caused by untimely takeover and improving driving safety.

[0030] Exemplarily, the prompt information can be output through the vehicle panel in the form of text prompt information, vibration information, picture prompt information, video prompt information, indicator light flashing prompt information, sound prompt information (voice or buzzer), etc.

[0031] Optionally, the method further includes: when a condition is met, stopping the control of the vehicle's torque and manually controlling the vehicle; the condition includes at least one of the following devices detecting input: a vehicle panel button, a brake pedal, an accelerator pedal, a steering wheel.

[0032] In this implementation, the vehicle detects a manual takeover instruction or instruction, stops the control function of this application, and hands over the control to manual control.

[0033] In a second aspect, the present application provides a vehicle control device, the device comprising:

[0034] a determining unit, configured to, in response to the vehicle in the automatic driving mode entering an unstable state, determine a second torque change rate based on the first torque change rate when the vehicle enters the unstable state, the second torque change rate being less than the first torque change rate;

[0035] A control unit is used to periodically calculate the vehicle's torque according to a second torque change rate, using the torque when the vehicle enters an unstable state as an initial value, and control the vehicle using the calculated vehicle torque until the vehicle exits the automatic driving mode, and control the vehicle based on the torque when the vehicle exits the automatic driving mode.

[0036] Optionally, the device further comprises:

[0037] An acquisition unit, used for periodically acquiring vehicle status information;

[0038] The determination unit is further configured to determine whether the vehicle has entered an unstable state based on the vehicle state information.

[0039] Optionally, the status information includes the torque of the vehicle, and the determination unit is used to determine the torque change rate of the vehicle in two adjacent cycles based on the periodically obtained torque of the vehicle; and determine whether the vehicle enters an unstable state based on the torque change rate of the vehicle in two adjacent cycles.

[0040] Optionally, a determination unit is used to determine a minimum distance between the vehicle and an obstacle based on vehicle environmental information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and each obstacle around the vehicle; when the duration of the second torque change rate being greater than the torque change rate threshold exceeds the first duration threshold, and the minimum distance is greater than the distance threshold, it is determined that the vehicle has entered an unstable state.

[0041] Optionally, the status information includes the vehicle speed and wheel speed, and the determination unit is used to determine the wheel slip rate of the vehicle in each cycle based on the average vehicle speed and average wheel speed of the vehicle periodically obtained, where the wheel slip rate is the ratio of the difference between the average vehicle speed and the average wheel speed to the average vehicle speed; based on the wheel slip rate of the vehicle in each cycle, determine whether the vehicle enters an unstable state.

[0042] Optionally, the determination unit is used to determine the minimum distance between the vehicle and the obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and the various obstacles around the vehicle; when the duration for which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold and the minimum distance is greater than the distance threshold, it is determined that the vehicle has entered an unstable state.

[0043] Optionally, the determination unit is used to determine the torque change rate difference based on the first torque change rate when the vehicle enters an unstable state, and the magnitude of the torque change rate difference is positively correlated with the magnitude of the first torque change rate; based on the first torque change rate and the torque change rate difference, the second torque change rate is determined.

[0044] Optionally, the determination unit is used to determine the torque change rate difference based on the minimum distance between the vehicle and the obstacle, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and the various obstacles around the vehicle. In a braking scenario, the magnitude of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle. In a driving scenario, the magnitude of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle. Based on the first torque change rate and the torque change rate difference, a second torque change rate is determined.

[0045] Optionally, the torque change rate difference remains constant, or the torque change rate difference changes as the minimum distance between the vehicle and the obstacle changes.

[0046] Optionally, the device further comprises:

[0047] The output unit is used to output prompt information in response to the vehicle entering an unstable state in the automatic driving mode, and the prompt information is used to prompt manual control of the vehicle.

[0048] Optionally, the control unit is further configured to stop controlling the torque of the vehicle and manually control the vehicle when a condition is met;

[0049] The conditions include input detected by at least one of the following devices: vehicle panel button, brake pedal, accelerator pedal, steering wheel.

[0050] In a third aspect, the present application provides a vehicle, comprising a vehicle control device and a vehicle controller as described in the second aspect, wherein the vehicle control device is connected to the vehicle controller.

[0051] In a fourth aspect, the present application provides a vehicle control device, which includes a processor and a memory; the memory is used to store software programs and modules, and the processor enables the vehicle control device to implement the method in any possible implementation of the above-mentioned first aspect by running or executing the software programs and / or modules stored in the memory.

[0052] Optionally, there are one or more processors and one or more memories.

[0053] Optionally, the memory may be integrated with the processor, or the memory may be provided separately from the processor.

[0054] In the specific implementation process, the memory can be a non-transitory memory, such as a read-only memory (ROM), which can be integrated with the processor on the same chip or can be set on different chips. The embodiments of the present application do not limit the type of memory and the setting method of the memory and the processor.

[0055] Optionally, the vehicle control device can be deployed on a public cloud to provide vehicle control services.

[0056] In a fifth aspect, the present application provides a computer program (product), which includes: computer program code, which, when executed by a computer, enables the computer to execute a method in any possible implementation of the first aspect.

[0057] In a sixth aspect, the present application provides a computer-readable storage medium, which is used to store program codes executed by a processor, wherein the program codes include a method for implementing any possible implementation of the first aspect.

[0058] In a seventh aspect, a chip is provided, comprising a processor, the processor being configured to call and execute instructions stored in a memory from the memory, so that a communication device equipped with the chip executes a method in any possible implementation of the first aspect above.

[0059] In the eighth aspect, another chip is provided, comprising: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected via an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method in any possible implementation of the above-mentioned first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] FIG1 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0061] FIG2 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0062] FIG3 is a structural block diagram of a braking system provided in an embodiment of the present application;

[0063] FIG4 is a schematic diagram of a control process provided by the related art;

[0064] FIG5 is a schematic diagram of a control process provided by an embodiment of the present application;

[0065] FIG6 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0066] FIG7 is a block diagram of a vehicle control device provided in an embodiment of the present application;

[0067] FIG8 shows a schematic structural diagram of a vehicle control device provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0068] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0069] To facilitate understanding of the technical solutions provided in the embodiments of this application, the system architecture of this application is first introduced. The technical solutions provided in the embodiments of this application can be applied in a variety of different system architectures. The following describes two system architectures in conjunction with Figures 1 and 2.

[0070] FIG1 is a flow chart of a vehicle control method provided in an embodiment of the present application. The method can be executed by a vehicle's braking system, such as an integrated brake system (IBS) or an electronic stability control system (ESC). As shown in FIG1 , the method includes the following steps:

[0071] 101: In response to a vehicle in an automatic driving mode entering an unstable state, determining a second torque change rate according to a first torque change rate when the vehicle enters the unstable state.

[0072] The second torque change rate is smaller than the first torque change rate.

[0073] In the embodiment of the present application, the autonomous driving mode refers to the way in which the vehicle's autonomous driving system controls the operation of the vehicle.

[0074] In the embodiment of the present application, the unstable state is the state of the vehicle when the driving torque or braking torque of the vehicle does not match the road condition for a period of time.

[0075] 102: Taking the torque when the vehicle enters the unstable state as the initial value, periodically calculate the vehicle torque according to the second torque change rate, and use the calculated vehicle torque to control the vehicle until the vehicle exits the automatic driving mode, and control the vehicle based on the torque when the vehicle exits the automatic driving mode.

[0076] For example, the torque when the vehicle enters an unstable state is A, and the second torque change rate is B. In the first cycle, torque C is calculated based on A and B, and in the second cycle, torque D is calculated based on C and B. In the third cycle, torque D is calculated based on D and B, and so on.

[0077] Since the torque of the vehicle is always changing according to the second torque change rate, when the torque of the vehicle reaches the torque threshold for ABS or TCS activation, the ABS or TCS is activated, and the ABS of the vehicle is deactivated when the ABS or TCS is activated.

[0078] In an embodiment of the present application, when the vehicle enters an unstable state, the torque change rate is reduced, delaying the time it takes for the torque to reach the ABS or TCS activation threshold. This delays ABS or TCS activation and ADS disengagement, giving the driver more time to prepare to take over vehicle control. Furthermore, torque is still provided after ADS disengagement, preventing accidents even if the driver fails to take over in a timely manner. These two aspects enable the control method of the present application to enhance vehicle driving safety.

[0079] FIG2 is a flow chart of a vehicle control method provided by an embodiment of the present application. The method can be executed by the vehicle's braking system. As shown in FIG2 , the method includes the following steps:

[0080] 201: Periodically obtain vehicle status information.

[0081] Exemplarily, vehicle status information includes at least one of the following: vehicle controller information, driver input information, speed information, vehicle environment information, ADS decision information, and feedback information. This status information is provided by different devices. To better apply it to vehicle control methods, data fusion can be performed after receiving this information, which is not detailed here.

[0082] The vehicle controller information refers to information stored in devices such as the ADS, the electronic control unit (ECU), and the vehicle control unit (VCU), such as the status of the previous ignition cycle. The purpose of the vehicle controller information is to determine whether the relevant functions of the vehicle are faulty, thereby determining whether the steps provided in this application can be executed. If a fault is found according to the vehicle controller information, the steps provided in this application are stopped. If no fault is found according to the vehicle controller information, the steps provided in this application are executed.

[0083] Driver input information includes input information from devices such as vehicle panel buttons, brake pedals, accelerator pedals, and steering wheels. Vehicle panel buttons may include buttons for enabling the control functions of this application, as well as buttons for switching to manual driving. The control functions of this application are also the control functions implemented by the vehicle control method provided herein.

[0084] Speed ​​information includes wheel speed, vehicle speed, acceleration, etc., which is provided by the sensor module.

[0085] Vehicle environment information includes obstacle information, traffic light information, lane line information, zebra crossing information, etc., among which obstacle information includes obstacle distance information. Obstacles may include other vehicles around the vehicle and other types of obstacles. Relevant information of other vehicles around the vehicle can be obtained through the network connection module, and other information is obtained through the environmental perception module (such as radar, camera lights).

[0086] ADS decision information includes target acceleration / deceleration, target driving / braking torque, etc., which is provided by ADS.

[0087] Feedback information includes the required driving torque fed back by the VCU, motor control unit (MCU), etc., the feedback status of the vehicle actuator, etc., and is provided by the associated ECU.

[0088] FIG3 is a block diagram of a braking system according to an embodiment of the present application. Referring to FIG3 , the braking system 3 includes a detection module 31, a judgment module 32, a control module 33, and an execution module 34. The detection module is used to execute step 201, the judgment module is used to execute step 202, the control module is used to execute steps 203 to 207 (only the control portion of steps 206 and 207 is implemented), and the execution module is used to execute steps 206 to 208 (only the execution portion of steps 206 and 207 is implemented). For example, the above modules can be implemented in the form of software.

[0089] Among them, the control module includes two parts: braking torque control and driving torque control, which can be controlled according to the vehicle's driving status.

[0090] The execution module includes a control unit and a pressure unit (such as a hydraulic unit). The control unit generates control instructions based on the torque indicated by the control module, and the pressure unit operates under the control of the control unit. The control unit here includes but is not limited to the brake ECU, VCU, MCU, etc.

[0091] For example, if the braking system is decoupled (such as IBS100), the motor pressure closed-loop control or solenoid valve control is directly used to make the pressure unit work according to the desired pressure. Taking the IBS100 system as an example, the system includes 8 solenoid valves. When the control function provided by this application is working, the motor and the pipeline pressure sensor are closed-loop controlled to respond to the target braking force and perform vehicle braking control. In addition, according to the working conditions, the torque change rate can be adjusted in conjunction with the 8 solenoid valve controls to suppress excessive torque changes. If the braking system is not decoupled, it is necessary to use motor pressure closed-loop control or solenoid valve control to extract brake fluid from the wheel cylinder to achieve the target pressure.

[0092] That is, whether it is a decoupled braking system or a non-decoupled braking system, the control function provided by this application can be achieved by combining motor pressure closed-loop control and solenoid valve control.

[0093] In addition, Figure 3 also shows the relationship between the braking system 3, the ADS 2, and the VCU 1. The three interact with each other through information, such as the requested driving torque, braking torque, and feedback status, to jointly achieve vehicle control.

[0094] 202: Determine whether the vehicle has entered an unstable state based on the vehicle state information.

[0095] When the vehicle enters an unstable state, steps 203, 204 and subsequent steps are executed, that is, the control function of this application is turned on; otherwise, steps 203, 204 and subsequent steps are not executed, that is, the control function of this application is not turned on.

[0096] In one possible implementation of the present application, the state information includes the torque of the vehicle, and determining whether the vehicle enters an unstable state includes:

[0097] Determining a rate of change of the vehicle torque in two adjacent periods based on the periodically acquired vehicle torque;

[0098] Based on the torque change rate of the vehicle in two adjacent cycles, it is determined whether the vehicle enters an unstable state.

[0099] The vehicle's torque can be either the vehicle's driving torque or its braking torque. When the vehicle is in a braking scenario, the braking torque is obtained, and the corresponding rate of change of torque is the braking torque rate of change. When the vehicle is in a driving scenario, the driving torque is obtained, and the corresponding rate of change of torque is the driving torque rate of change. Because the principles of the control methods in the two scenarios are basically the same, the other steps of this application will not be described separately, but both scenarios are included.

[0100] In this implementation, by determining the rate of change of the vehicle's torque, it is determined whether the vehicle's torque matches the road condition, and further whether the vehicle enters an unstable state.

[0101] Exemplarily, determining whether the vehicle enters an unstable state based on a torque change rate of the vehicle in two adjacent cycles includes:

[0102] Determining a minimum distance between the vehicle and an obstacle based on vehicle environment information, where the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and various obstacles surrounding the vehicle;

[0103] When the duration that the second torque change rate is greater than the torque change rate threshold exceeds the first time threshold, and the minimum distance is greater than the distance threshold, it is determined that the vehicle enters an unstable state.

[0104] In this implementation, the minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too close, adjusting the torque change rate could easily result in a collision between the vehicle and the obstacle. In this case, the vehicle is deemed not to have entered an unstable state, and the control function of this application is not activated. However, if the minimum distance between the vehicle and the obstacle exceeds a threshold, and the duration of the torque change rate exceeding the torque change rate threshold exceeds a first duration threshold, the vehicle is deemed to have entered an unstable state. In this case, a safe distance between the vehicle and the obstacle is maintained, while premature ADS exit can be avoided by adjusting the torque change rate.

[0105] In the embodiment of the present application, the torque change rate threshold, the first duration threshold, and the distance threshold can be selected differently based on different vehicles, and the values ​​of these thresholds can be selected through multiple experiments. Taking the first duration threshold as an example, its order of magnitude is seconds, for example, 3 seconds.

[0106] In another possible implementation of the present application, the state information includes the vehicle speed and wheel speed, and determining whether the vehicle enters an unstable state includes:

[0107] Determining a wheel slip ratio of the vehicle in each cycle based on the periodically acquired average vehicle speed and average wheel speed, where the wheel slip ratio is a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed;

[0108] Based on the wheel slip rate of the vehicle in each cycle, it is determined whether the vehicle enters an unstable state.

[0109] In this implementation, by determining the wheel slip rate of the vehicle, it is determined whether the vehicle's torque matches the road condition, and further whether the vehicle enters an unstable state.

[0110] Exemplarily, determining whether the vehicle enters an unstable state based on the wheel slip rate of the vehicle in each cycle includes:

[0111] Determining a minimum distance between the vehicle and an obstacle based on vehicle environment information, where the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and various obstacles surrounding the vehicle;

[0112] When the duration in which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second time threshold and the minimum distance is greater than a distance threshold, it is determined that the vehicle enters an unstable state.

[0113] In this implementation, the minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too close, adjusting the torque change rate could easily result in a collision between the vehicle and the obstacle. In this case, the vehicle is deemed not to have entered an unstable state, and the control function of this application is not activated. However, if the minimum distance between the vehicle and the obstacle exceeds a threshold, and the wheel slip rate exceeds the wheel slip rate threshold for a duration exceeding a second duration threshold, the vehicle is deemed to have entered an unstable state. In this case, a safe distance between the vehicle and the obstacle is maintained, while premature ADS exit can be avoided by adjusting the torque change rate.

[0114] In the embodiment of the present application, the wheel slip rate threshold and the second duration threshold can be selected differently based on different vehicles, and the values ​​of these thresholds can be selected through multiple tests. Among them, the second duration threshold can be the same as or different from the first duration threshold.

[0115] In the embodiment of the present application, in addition to simultaneously satisfying the two conditions of torque change rate / wheel slip rate and minimum distance to the obstacle, it is determined that the vehicle enters an unstable state, and then subsequent steps are executed.

[0116] In addition, the vehicle can also be judged to have entered an unstable state based on driver input information, such as when the button to turn on the control function is input and the torque change rate / wheel slip rate conditions are met; for another example, when the button to turn on the control function is input and the minimum distance condition to the obstacle is met, the vehicle can be judged to have entered an unstable state.

[0117] In other words, the vehicle is considered to be in an unstable state as long as any two of the following three conditions are met:

[0118] Torque change rate / wheel slip rate, minimum distance to obstacles, and button input to activate control functions.

[0119] 203: Outputting prompt information, the prompt information is used to prompt manual control of the vehicle.

[0120] In this implementation, prompt information is output to remind the driver to prepare for manual driving takeover, thereby avoiding traffic accidents caused by untimely takeover and improving driving safety.

[0121] Exemplarily, the prompt information can be output through the vehicle panel in the form of text prompt information, vibration information, picture prompt information, video prompt information, indicator light flashing prompt information, sound prompt information (voice or buzzer), etc.

[0122] Step 203 is an optional step, and the order of step 203 and step 204 is not limited.

[0123] 204 : Determine a torque change rate difference according to the first torque change rate when the vehicle enters the unstable state.

[0124] The magnitude of the torque change rate difference is positively correlated with the magnitude of the first torque change rate.

[0125] In this implementation, since a larger first torque change rate may result in a faster time to reach the ABS or TCS activation threshold, a larger torque change rate difference needs to be used for adjustment to avoid this, thereby delaying the vehicle's ABS or TCS activation time as much as possible, providing the driver with sufficient reaction time. In addition, due to the small torque change rate, the vehicle runs more smoothly.

[0126] In a possible implementation of the present application, the correspondence between the torque change rate difference and the first torque change rate can be determined in advance through experiments, and the correspondence can be stored in the vehicle. When executing step 204, the stored correspondence can be searched.

[0127] In another possible implementation of the present application, the correspondence between the torque change rate difference and the first torque change rate can also be fitted into a curve or formula. When executing step 204, the torque change rate difference corresponding to the first torque change rate can be determined by the curve or formula.

[0128] 205: Determine a second torque change rate based on the first torque change rate and the torque change rate difference.

[0129] 206: Taking the torque when the vehicle enters the unstable state as an initial value, periodically calculate the vehicle torque according to the second torque change rate, and control the vehicle using the calculated vehicle torque.

[0130] The period for calculating the vehicle torque in step 206 and the period for obtaining the vehicle status information in step 201 may be the same or different; the sizes of the two periods may be designed based on requirements.

[0131] For example, the torque when the vehicle enters an unstable state is A, and the second torque change rate is B. In the first cycle, torque C is calculated based on A and B, and in the second cycle, torque D is calculated based on C and B. In the third cycle, torque D is calculated based on D and B, and so on.

[0132] In a possible implementation of the present application, the torque change rate difference remains unchanged, that is, the torque is adjusted according to a straight line with a fixed slope.

[0133] In another possible implementation of the present application, the torque change rate difference changes as the minimum distance between the vehicle and the obstacle changes, that is, the torque is adjusted according to a curve.

[0134] In the braking scenario, the braking system instructs the brake ECU to control the brake pressure provided by the hydraulic unit through the calculated torque.

[0135] In the driving scenario, the braking system uses the calculated torque to instruct the brake ECU / VCU to request the MCU to control the wheel driving torque.

[0136] 207 : In response to the vehicle exiting the automatic driving mode, controlling the vehicle based on the torque when the vehicle exits the automatic driving mode.

[0137] Because the vehicle's torque constantly changes according to the second torque change rate, when the vehicle's torque reaches the torque threshold for ABS or TCS activation, ABS or TCS activates, and the vehicle's ABS disengages while ABS or TCS is activated. Torque is still provided after ADS disengages, preventing accidents even if the driver fails to take over in time.

[0138] In one possible implementation of the present application, the vehicle is controlled using the torque when the vehicle exits the automatic driving mode.

[0139] In another possible implementation of the present application, the torque at the time the vehicle exits the autonomous driving mode is appropriately increased or decreased, and the increased or decreased torque is used to control the vehicle. Here, the amount of increase or decrease can be within a set range.

[0140] 208: When the conditions are met, stop controlling the vehicle's torque and manually control the vehicle.

[0141] The condition includes that at least one of the following devices detects input: a vehicle panel button, a brake pedal, an accelerator pedal, and a steering wheel.

[0142] Here, "input detected by a vehicle panel button" means the driver inputs a manual takeover command via a vehicle panel button. "Input detected by the brake pedal" means the rate of change of the brake pedal travel exceeds a threshold and the duration exceeds a threshold. "Input detected by the accelerator pedal" means the rate of change of the accelerator pedal travel exceeds a threshold and the duration exceeds a threshold. "Input detected by the steering wheel" means the steering angle exceeds a threshold and the duration exceeds a threshold.

[0143] The threshold values ​​in the above-mentioned various implementations may be selected differently based on different vehicles, and the values ​​of these threshold values ​​may be selected through multiple tests.

[0144] In this step, the vehicle detects a manual takeover instruction or instruction, stops the control function of this application, and hands over to manual control.

[0145] If the condition is not met, then in the braking scenario, the vehicle executes step 207 until the vehicle stops. If the condition is not met, then in the driving scenario, the vehicle executes step 207 for a period of time and then stops control, exiting the control function provided by the embodiment of the present application.

[0146] In addition, when the conditions are not met all the time, the vehicle can also periodically output prompt information to repeatedly prompt the driver.

[0147] FIG4 is a schematic diagram of a control process provided by the related art. Referring to FIG4 , when the driving torque or braking torque requested by the vehicle's ADS does not conform to the road conditions and the vehicle continues to travel, the vehicle's ABS or TCS is easily activated. At this time, the ADS exits, and the torque or acceleration / deceleration requested by the ADS is 0, that is, the ADS request is 0 at this time, and the request pressure acting on the braking system is also 0. The driving mode is the automatic driving mode before the ADS exits, and the manual driving mode after the ADS exits. In the manual driving mode, when the manual takes over, the driver slows down or accelerates by the brake pedal or the accelerator pedal. However, it can be seen from FIG4 that after the ADS exits and the driver has not yet taken over, the movement of the vehicle is completely unpredictable, and the risk of accidents is high.

[0148] FIG5 is a schematic diagram of a control process provided by an embodiment of the present application. Referring to FIG5 , the braking system of the present application is provided with three operating points, corresponding to entering an unstable state, exiting the ADS, and manual takeover. Between the first two operating points, the braking system adjusts the rate of change of torque. Between the second two operating points, the braking system continues to provide braking or driving torque after exiting the ADS. This ensures that the ABS / TCS state does not jump from the time of exiting the ADS to the time of manual takeover, and that the vehicle's acceleration / deceleration does not experience a step change. Through these two aspects, the control method of the present application can be used to control the vehicle, thereby increasing the safety of vehicle driving.

[0149] FIG6 is a flow chart of a vehicle control method provided by an embodiment of the present application. The method can be executed by the vehicle's braking system. As shown in FIG6 , the method includes the following steps:

[0150] 301: Periodically obtain vehicle status information.

[0151] For details of this step, please refer to step 201.

[0152] 302: Determine whether the vehicle has entered an unstable state based on the vehicle state information.

[0153] When the vehicle enters an unstable state, step 203 is executed, otherwise the subsequent steps are not executed.

[0154] For details of this step, please refer to step 202.

[0155] 303: Outputting prompt information, which is used to prompt manual control of the vehicle.

[0156] Step 303 is an optional step, and the order of step 303 and step 304 is not limited.

[0157] For details of this step, please refer to step 203.

[0158] 304: Determine a torque change rate difference based on a minimum distance between the vehicle and the obstacle.

[0159] Among them, in the braking scenario, the size of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle, and in the driving scenario, the size of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle.

[0160] Exemplarily, the torque change rate difference remains unchanged. For example, step 304 and step 305 are performed only once, and the second torque change rate determined in step 305 is used all the time.

[0161] Exemplarily, the torque change rate difference varies with the change in the minimum distance between the vehicle and the obstacle. For example, steps 304 and 305 are performed periodically, and each cycle uses the second torque change rate determined in step 305 of the previous cycle.

[0162] The difference between the embodiment provided in FIG. 6 and the embodiment provided in FIG. 2 mainly lies in the difference between step 304 and step 204 .

[0163] In this implementation, the smaller the minimum distance between the vehicle and the obstacle, the smaller the adjustment to the torque rate difference. Excessive adjustment to the torque rate difference can easily cause an accident. In other words, this solution minimizes the activation of the vehicle's ABS or TCS, while ensuring safety, giving the driver ample reaction time.

[0164] In one possible implementation of the present application, the correspondence between the torque change rate difference and the minimum distance between the vehicle and the obstacle can be determined in advance through experiments, and the correspondence can be stored in the vehicle. When executing step 304, the stored correspondence can be searched.

[0165] In another possible implementation of the present application, the correspondence between the torque change rate difference and the minimum distance between the vehicle and the obstacle can also be fitted into a curve or formula. When executing step 204, the torque change rate difference corresponding to the minimum distance between the vehicle and the obstacle can be determined by the curve or formula.

[0166] 305 : Determine a second torque change rate based on the first torque change rate and the torque change rate difference.

[0167] 306 : Taking the torque when the vehicle enters the unstable state as an initial value, periodically calculate the vehicle torque according to the second torque change rate, and control the vehicle using the calculated vehicle torque.

[0168] For details of this step, please refer to step 206.

[0169] 307 : In response to the vehicle exiting the automatic driving mode, controlling the vehicle based on the torque when the vehicle exits the automatic driving mode.

[0170] For details of this step, please refer to step 207.

[0171] 308: When the conditions are met, stop controlling the vehicle's torque and manually control the vehicle.

[0172] The condition includes that at least one of the following devices detects input: a vehicle panel button, a brake pedal, an accelerator pedal, and a steering wheel.

[0173] For details of this step, please refer to step 208.

[0174] FIG7 is a block diagram of a vehicle control device provided by an embodiment of the present application. The vehicle control device can be implemented as all or part of a motor control module or motor controller through software, hardware, or a combination of both. The vehicle control device may include: a determination unit 401 and a control unit 402.

[0175] The determining unit 401 is configured to determine, in response to the vehicle in the automatic driving mode entering an unstable state, a second torque change rate based on the first torque change rate when the vehicle enters the unstable state, wherein the second torque change rate is less than the first torque change rate;

[0176] The control unit 402 is used to periodically calculate the vehicle's torque according to a second torque change rate, using the torque when the vehicle enters an unstable state as an initial value, and control the vehicle using the calculated vehicle torque until the vehicle exits the automatic driving mode, and control the vehicle based on the torque when the vehicle exits the automatic driving mode.

[0177] Optionally, the device further comprises:

[0178] An acquisition unit 403 is used to periodically acquire vehicle status information;

[0179] The determining unit 401 is further configured to determine whether the vehicle has entered an unstable state according to the vehicle state information.

[0180] Optionally, the state information includes the torque of the vehicle, and the determination unit 401 is used to determine the torque change rate of the vehicle in two adjacent cycles based on the periodically obtained vehicle torque; and determine whether the vehicle enters an unstable state based on the torque change rate of the vehicle in two adjacent cycles.

[0181] Optionally, the determination unit 401 is used to determine the minimum distance between the vehicle and the obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and the various obstacles around the vehicle; when the duration of the second torque change rate being greater than the torque change rate threshold exceeds the first duration threshold, and the minimum distance is greater than the distance threshold, it is determined that the vehicle has entered an unstable state.

[0182] Optionally, the status information includes the vehicle speed and wheel speed, and the determination unit 401 is used to determine the wheel slip rate of the vehicle in each cycle based on the average vehicle speed and average wheel speed of the vehicle periodically obtained, where the wheel slip rate is the ratio of the difference between the average vehicle speed and the average wheel speed to the average vehicle speed; based on the wheel slip rate of the vehicle in each cycle, determine whether the vehicle enters an unstable state.

[0183] Optionally, the determination unit 401 is used to determine the minimum distance between the vehicle and the obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and the various obstacles around the vehicle; when the duration for which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold, and the minimum distance is greater than the distance threshold, it is determined that the vehicle has entered an unstable state.

[0184] Optionally, the determination unit 401 is used to determine the torque change rate difference based on the first torque change rate when the vehicle enters an unstable state, and the magnitude of the torque change rate difference is positively correlated with the magnitude of the first torque change rate; based on the first torque change rate and the torque change rate difference, the second torque change rate is determined.

[0185] Optionally, the determination unit 401 is used to determine the torque change rate difference based on the minimum distance between the vehicle and the obstacle, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and the various obstacles around the vehicle. In a braking scenario, the magnitude of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle. In a driving scenario, the magnitude of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle. Based on the first torque change rate and the torque change rate difference, a second torque change rate is determined.

[0186] Optionally, the torque change rate difference remains constant, or the torque change rate difference changes as the minimum distance between the vehicle and the obstacle changes.

[0187] Optionally, the device further comprises:

[0188] The output unit 404 is configured to output a prompt message in response to the vehicle entering an unstable state in the automatic driving mode, where the prompt message is used to prompt manual control of the vehicle.

[0189] Optionally, the control unit 402 is further configured to stop controlling the torque of the vehicle and manually control the vehicle when a condition is met;

[0190] The conditions include input detected by at least one of the following devices: vehicle panel button, brake pedal, accelerator pedal, steering wheel.

[0191] The vehicle control device provided in the above embodiment is illustrated by the division of the aforementioned functional units during operation. In actual applications, the aforementioned functions can be assigned to different functional units as needed, i.e., the internal structure of the device can be divided into different functional units to perform all or part of the functions described above. Furthermore, the vehicle control device provided in the above embodiment and the vehicle control method embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0192] The descriptions of the processes corresponding to the above figures have different focuses. For parts that are not described in detail in a certain process, please refer to the relevant descriptions of other processes.

[0193] The embodiment of the present application further provides a vehicle, which includes a vehicle control device and a vehicle controller as shown in FIG6 , wherein the vehicle control device is connected to the vehicle controller.

[0194] FIG8 illustrates a schematic structural diagram of a vehicle control device 900 provided by an exemplary embodiment of the present application. The vehicle control device 900 shown in FIG8 is configured to execute the operations involved in the vehicle control methods shown in FIG1 , FIG2 , or FIG6 . The vehicle control device 900 may include the aforementioned vehicle's braking system. The vehicle control device 900 may be implemented using a general bus architecture.

[0195] As shown in FIG. 8 , the vehicle control device 900 includes at least one processor 901 , a memory 903 , and at least one communication interface 904 .

[0196] The processor 901 is, for example, a general-purpose central processing unit (CPU), a digital signal processor (DSP), a network processor (NP), a graphics processing unit (GPU), a neural-network processing unit (NPU), a data processing unit (DPU), a microprocessor, or one or more integrated circuits for implementing the solution of the present application. For example, the processor 901 includes an application-specific integrated circuit (ASIC), a programmable logic device (PLD) or other programmable logic devices, a transistor logic device, a hardware component, or any combination thereof. The PLD is, for example, a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. It can implement or execute the various logic blocks, modules, and circuits described in conjunction with the disclosure of the embodiments of the present invention. The processor can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0197] Optionally, the vehicle control device 900 further includes a bus. The bus is used to transmit information between the various components of the vehicle control device 900. The bus may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, for example. Buses can be categorized as address buses, data buses, control buses, and the like. For ease of illustration, FIG8 shows only one thick line, but this does not imply that there is only one bus or only one type of bus.

[0198] The memory 903 is, for example, a read-only memory (ROM) or other type of static storage device that can store static information and instructions, or a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compact disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory 903 is, for example, independent and connected to the processor 901 via a bus. The memory 903 can also be integrated with the processor 901.

[0199] The communication interface 904 uses any transceiver-like device for communicating with other devices or a communication network, such as Ethernet, a radio access network (RAN), or a Bluetooth network. The communication interface 904 may include a wired communication interface or a wireless communication interface. In the embodiment of the present application, the communication interface 904 may be used for the vehicle control device 900 to communicate with other devices.

[0200] In a specific implementation, as an embodiment, the processor 901 may include one or more CPUs, such as CPU0 and CPU1 shown in FIG8 . Each of these processors may be a single-core (single-CPU) processor or a multi-core (multi-CPU) processor. The processor herein may refer to one or more devices, circuits, and / or processing cores for processing data (e.g., computer program instructions).

[0201] In a specific implementation, as an embodiment, the vehicle control device 900 may include multiple processors, such as processor 901 and processor 905 shown in FIG8 . Each of these processors may be a single-core processor (single-CPU) or a multi-core processor (multi-CPU). The processor herein may refer to one or more devices, circuits, and / or processing cores for processing data (such as computer program instructions).

[0202] In a specific implementation, as an embodiment, the vehicle control device 900 may further include an output device and an input device. The output device communicates with the processor 901 and can display information in a variety of ways. For example, the output device can be a liquid crystal display (LCD), a light emitting diode (LED) display device, a cathode ray tube (CRT) display device, or a projector. The input device communicates with the processor 901 and can receive user input in a variety of ways. For example, the input device can be a touch screen device or a sensor device.

[0203] In some embodiments, the memory 903 is used to store program code 910 for executing the solution of the present application, and the processor 901 can execute the program code 910 stored in the memory 903. That is, the vehicle control device 900 can implement the vehicle control method provided by the method embodiment through the processor 901 and the program code 910 in the memory 903. The program code 910 may include one or more software modules. Optionally, the processor 901 itself may also store program code or instructions for executing the solution of the present application.

[0204] In a specific embodiment, the vehicle control device 900 of the embodiment of the present application may correspond to the motor control module or motor controller in the above-mentioned method embodiments. The processor 901 in the vehicle control device 900 reads the instructions in the memory 903, so that the vehicle control device 900 shown in Figure 8 can execute all or part of the operations performed by the motor control module or motor controller.

[0205] Specifically, the processor 901 is used to respond to the vehicle in the automatic driving mode entering an unstable state, determine a second torque change rate based on the first torque change rate when the vehicle enters the unstable state, and the second torque change rate is less than the first torque change rate; using the torque when the vehicle enters the unstable state as an initial value, periodically calculate the torque of the vehicle according to the second torque change rate, and control the vehicle using the calculated torque of the vehicle until the vehicle exits the automatic driving mode, and control the vehicle based on the torque when the vehicle exits the automatic driving mode.

[0206] For the sake of brevity, other optional implementations will not be described here in detail.

[0207] The vehicle control device 900 may also correspond to the vehicle control apparatus shown in FIG. 7 , wherein each functional module in the vehicle control apparatus is implemented using software of the vehicle control device 900. In other words, the functional modules included in the vehicle control apparatus are generated by the processor 901 of the vehicle control device 900 after reading the program code 910 stored in the memory 903.

[0208] Among them, each step of the vehicle control method shown in Figure 1, Figure 2 or Figure 6 is completed by the hardware integrated logic circuit or software instructions in the processor of the vehicle control device 900. The steps of the method disclosed in conjunction with the embodiment of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a mature storage medium in the art such as random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0209] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected through an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute any of the above-mentioned vehicle control methods.

[0210] It should be understood that the processor may be a CPU, or other general-purpose processor, DSP, ASIC, FPGA or other programmable logic device, discrete gate or transistor logic device, discrete hardware component, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. It is worth noting that the processor may be a processor supporting the ARM architecture.

[0211] Furthermore, in an optional embodiment, there are one or more processors and one or more memories. Alternatively, the memories may be integrated with the processors, or provided separately from the processors. The memories may include read-only memory and random access memory, and provide instructions and data to the processors. The memories may also include non-volatile random access memory. For example, the memories may also store reference blocks and target blocks.

[0212] The memory may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory may be ROM, PROM, EPROM, EEPROM, or flash memory. The volatile memory may be RAM, which serves as an external cache. By way of example and not limitation, many forms of RAM are available, including, for example, SRAM, DRAM, SDRAM, DDR SDRAM, ESDRAM, SLDRAM, and DR RAM.

[0213] In an embodiment of the present application, a computer-readable storage medium is also provided, which stores computer instructions. When the computer instructions stored in the computer-readable storage medium are executed by a computer device, the computer device executes the vehicle control method provided above.

[0214] In an embodiment of the present application, a computer program product containing instructions is also provided, which, when executed on a computer device, enables the computer device to execute the vehicle control method provided above.

[0215] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described herein are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated therein. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive).

[0216] Those skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware, or by a program to instruct the relevant hardware, and the program may be stored in a computer-readable storage medium, which may be a read-only memory, a disk, or an optical disk, etc.

[0217] The above are merely optional embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: In response to a vehicle in the automatic driving mode entering an unstable state, determining a second torque change rate based on the first torque change rate when the vehicle enters the unstable state, the second torque change rate being less than the first torque change rate; Taking the torque when the vehicle enters the unstable state as the initial value, the torque of the vehicle is periodically calculated according to the second torque change rate, and the calculated torque of the vehicle is used to control the vehicle until the vehicle exits the automatic driving mode, and the vehicle is controlled based on the torque when the vehicle exits the automatic driving mode.

2. The method according to claim 1, characterized in that The method further comprises: Periodically acquiring status information of the vehicle; It is determined whether the vehicle enters an unstable state according to the state information of the vehicle.

3. The method according to claim 2, characterized in that The state information includes the torque of the vehicle, and determining whether the vehicle enters an unstable state includes: determining a rate of change of the vehicle torque in two adjacent periods based on the periodically acquired vehicle torque; Whether the vehicle enters an unstable state is determined based on a torque change rate of the vehicle in two adjacent cycles.

4. The method according to claim 3, characterized in that The determining whether the vehicle enters an unstable state based on the torque change rate of the vehicle in two adjacent cycles includes: determining a minimum distance between the vehicle and an obstacle based on the vehicle environment information, wherein the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and various obstacles surrounding the vehicle; When the duration that the second torque change rate is greater than the torque change rate threshold exceeds a first duration threshold, and the minimum distance is greater than a distance threshold, it is determined that the vehicle enters an unstable state.

5. The method according to claim 2, characterized in that The state information includes the vehicle speed and wheel speed of the vehicle, and determining whether the vehicle enters an unstable state includes: determining a wheel slip ratio of the vehicle in each cycle based on an average vehicle speed and an average wheel speed periodically acquired, the wheel slip ratio being a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed; Whether the vehicle enters an unstable state is determined based on a wheel slip ratio of the vehicle in each cycle.

6. The method according to claim 5, characterized in that The determining whether the vehicle enters an unstable state based on the wheel slip rate of the vehicle in each cycle includes: determining a minimum distance between the vehicle and an obstacle based on the vehicle environment information, wherein the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and various obstacles surrounding the vehicle; When the duration during which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second time threshold, and the minimum distance is greater than a distance threshold, it is determined that the vehicle enters an unstable state.

7. The method according to any one of claims 1 to 6, characterized in that The determining the second torque change rate according to the first torque change rate when the vehicle enters the unstable state includes: determining a torque change rate difference according to a first torque change rate when the vehicle enters an unstable state, wherein a magnitude of the torque change rate difference is positively correlated with a magnitude of the first torque change rate; The second torque change rate is determined based on the first torque change rate and the torque change rate difference.

8. The method according to any one of claims 1 to 6, characterized in that The determining the second torque change rate according to the first torque change rate when the vehicle enters the unstable state includes: determining a torque change rate difference based on a minimum distance between the vehicle and the obstacle, wherein the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and obstacles surrounding the vehicle; in a braking scenario, the magnitude of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle, and in a driving scenario, the magnitude of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle; The second torque change rate is determined based on the first torque change rate and the torque change rate difference.

9. The method according to claim 8, characterized in that The torque change rate difference remains constant, or the torque change rate difference changes as the minimum distance between the vehicle and the obstacle changes.

10. The method according to any one of claims 1 to 9, characterized in that The method further comprises: In response to the vehicle entering an unstable state in the automatic driving mode, a prompt message is output, wherein the prompt message is used to prompt manual control of the vehicle.

11. The method according to any one of claims 1 to 10, characterized in that The method further comprises: When a condition is met, stopping the control of the torque of the vehicle and manually controlling the vehicle; The condition includes at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, an accelerator pedal, and a steering wheel.

12. A vehicle control device, characterized in that: The device comprises: a determining unit configured to, in response to a vehicle in an automatic driving mode entering an unstable state, determine a second torque change rate based on a first torque change rate when the vehicle enters the unstable state, wherein the second torque change rate is less than the first torque change rate; A control unit is configured to periodically calculate the torque of the vehicle according to the second torque change rate, using the torque when the vehicle enters an unstable state as an initial value, and control the vehicle using the calculated torque of the vehicle until the vehicle exits the automatic driving mode, and control the vehicle based on the torque when the vehicle exits the automatic driving mode.

13. The device according to claim 12, characterized in that The device further comprises: an acquiring unit, configured to periodically acquire status information of the vehicle; The determining unit is further configured to determine whether the vehicle enters an unstable state based on the state information of the vehicle.

14. The device according to claim 13, characterized in that The state information includes the torque of the vehicle, and the determining unit is configured to determine a torque change rate of the vehicle in two adjacent periods based on the periodically acquired torque of the vehicle; Whether the vehicle enters an unstable state is determined based on a torque change rate of the vehicle in two adjacent cycles.

15. The device according to claim 14, characterized in that The determination unit is configured to determine a minimum distance between the vehicle and an obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and the obstacles surrounding the vehicle; and determine that the vehicle has entered an unstable state when a duration during which the second torque change rate is greater than a torque change rate threshold exceeds a first duration threshold and the minimum distance is greater than a distance threshold.

16. The device according to claim 13, characterized in that The state information includes the vehicle speed and wheel speed of the vehicle, and the determining unit is configured to determine a wheel slip ratio of the vehicle in each cycle based on the periodically acquired average vehicle speed and average wheel speed of the vehicle, wherein the wheel slip ratio is a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed; Whether the vehicle enters an unstable state is determined based on a wheel slip ratio of the vehicle in each cycle.

17. The device according to claim 16, characterized in that The determination unit is used to determine the minimum distance between the vehicle and the obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and the various obstacles around the vehicle; when the duration for which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold and the minimum distance is greater than a distance threshold, it is determined that the vehicle has entered an unstable state.

18. The device according to any one of claims 12 to 17, characterized in that The determination unit is used to determine the torque change rate difference based on the first torque change rate when the vehicle enters an unstable state, and the magnitude of the torque change rate difference is positively correlated with the magnitude of the first torque change rate; based on the first torque change rate and the torque change rate difference, determine the second torque change rate.

19. The device according to any one of claims 12 to 17, characterized in that The determination unit is configured to determine a torque change rate difference based on a minimum distance between the vehicle and the obstacle, where the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and the obstacles surrounding the vehicle; in a braking scenario, the magnitude of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle; and in a driving scenario, the magnitude of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle; and determine the second torque change rate based on the first torque change rate and the torque change rate difference.

20. The device according to claim 19, characterized in that The torque change rate difference remains constant, or the torque change rate difference changes as the minimum distance between the vehicle and the obstacle changes.

21. The device according to any one of claims 12 to 20, characterized in that The device further comprises: An output unit is used to output prompt information in response to the vehicle entering an unstable state in the automatic driving mode, wherein the prompt information is used to prompt manual control of the vehicle.

22. The device according to any one of claims 12 to 21, characterized in that The control unit is further configured to stop controlling the torque of the vehicle and manually control the vehicle when a condition is met; The condition includes at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, an accelerator pedal, and a steering wheel.

23. A vehicle, characterized in that: The vehicle comprises the vehicle control device according to any one of claims 12 to 22 and a vehicle controller, and the vehicle control device is connected to the vehicle controller.

24. A computer-readable storage medium, characterized in that The computer-readable storage medium is used to store program codes executed by a processor, wherein the program codes include instructions for implementing the method according to any one of claims 1 to 11.

25. A computer program, characterized in that The computer program comprises: computer program codes, and when the computer program codes are executed by a computer, the computer is caused to execute instructions of the method according to any one of claims 1 to 11.

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