Vehicle control method and device

Abstract

The invention discloses a vehicle control method and device. The method comprises the steps that it is determined that a vehicle conducts obstacle avoidance through steering; in a process of assisting a driver of a vehicle in obstacle avoidance, braking force is ensured to be applied to at least one of a front axle and a rear axle of the vehicle. By implementing the method, the driver can be assisted to realize quick obstacle avoidance by coordinating steering and braking, and the dynamic stability of the vehicle in the obstacle avoidance process can be improved.

Description

Vehicle control method and device Technical Field

[0001] The present application relates to driving assistance technology for smart cars, and in particular to a vehicle control method and device. Background Art

[0002] When the vehicle is traveling at high speed, the effect of emergency obstacle avoidance using a combination of braking and steering is better than emergency obstacle avoidance using only braking, for example, the obstacle avoidance distance is shorter.

[0003] However, when the vehicle is at high speed and the driver is turning to avoid an emergency obstacle, due to lack of experience and nervousness and panic when facing the emergency obstacle avoidance, the driver cannot accurately judge the steering wheel angle and vehicle posture status. When performing the corresponding operations, it is easy for the vehicle to become unstable or even fail to avoid the obstacle during the emergency obstacle avoidance process.

[0004] Summary of the Invention

[0005] The present application discloses a vehicle control method and device, which can assist the driver in achieving rapid obstacle avoidance by coordinating steering and braking, thereby improving the vehicle's dynamic stability and the success rate of obstacle avoidance during the obstacle avoidance process.

[0006] In a first aspect, the present application provides a vehicle control method, comprising: determining that the vehicle avoids an obstacle by turning; and ensuring that braking force is applied to at least one of the front axle and the rear axle of the vehicle in the process of assisting the driver of the vehicle in avoiding the obstacle.

[0007] The method can be applied to a control device, which can be, for example, a hardware and software integrated platform for supporting body control and chassis control, such as a vehicle domain controller (VDC), or a hardware and software integrated platform for supporting chassis control, such as a chassis domain controller, or a vehicle control unit (VCU), a brake controller, or a steering controller, etc. It can also be a component within a VDC, a component within a VCU, a component within a chassis domain controller, a component within a brake controller, or a component in a steering controller, and the component can be, for example, a chip, an integrated circuit, etc.

[0008] Here, the front axle of the vehicle refers to the two front wheels of the vehicle, and the rear axle of the vehicle refers to the two rear wheels of the vehicle.

[0009] The above method can improve the dynamic stability of the vehicle to a certain extent, and can coordinate and control the steering and braking of the vehicle based on the driver's operation during emergency obstacle avoidance to reduce the potential hidden dangers of vehicle instability.

[0010] In a possible implementation of the first aspect, the method further includes: obtaining the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle; and ensuring that a braking force is applied to at least one of the front axle and the rear axle of the vehicle includes: ensuring that the braking force is applied to at least one of the front axle and the rear axle of the vehicle based on the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle.

[0011] Implementing the above-mentioned implementation method ensures that braking force is applied to at least one of the front and rear axles of the vehicle based on the lateral acceleration or yaw angular velocity of the vehicle, which can better assist the driver of the vehicle to achieve rapid obstacle avoidance without causing instability.

[0012] In a possible implementation of the first aspect, it is characterized in that the method further includes: obtaining the rotational speed of the steering wheel of the vehicle; and ensuring that a braking force is applied to at least one of the front axle and the rear axle of the vehicle based on the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle, including: when the rotational speed of the steering wheel is greater than a first threshold, the lateral acceleration of the vehicle is less than a second threshold, and the yaw angular velocity of the vehicle is less than a third threshold, ensuring that the braking force is applied to the rear axle of the vehicle.

[0013] Here, a steering wheel speed greater than the first threshold indicates that the vehicle is currently making an emergency turn. A lateral acceleration less than the second threshold and a yaw rate less than the third threshold indicate that the vehicle is in the early stages of obstacle avoidance (or has just begun to avoid an obstacle), with both lateral acceleration and yaw rate being relatively low. In this case, actively applying braking force when the steering wheel speed is high can effectively shorten the vehicle's obstacle avoidance distance. Furthermore, applying this braking force to the rear axle not only makes the vehicle's steering more sensitive but also quickly reduces its speed, thereby increasing the driver's success rate in obstacle avoidance.

[0014] In a possible implementation of the first aspect, before ensuring that the braking force is applied to the rear axle of the vehicle, the method further includes: obtaining a pedaling rate of a brake pedal of the vehicle; and ensuring that the braking force is applied to the rear axle of the vehicle includes: ensuring that the braking force is applied to the rear axle of the vehicle according to the pedaling rate of the brake pedal.

[0015] By implementing the above-mentioned implementation method, at the initial stage of obstacle avoidance, the braking force applied by the driver can be determined by the braking rate of the brake pedal, thereby dynamically adjusting the magnitude of the braking force applied to the rear axle of the vehicle, so that the vehicle can achieve a better deceleration effect when turning.

[0016] In a possible implementation of the first aspect, ensuring that the braking force is applied to the rear axle of the vehicle based on the braking pedal's pedaling rate includes: applying the braking force to the rear axle of the vehicle when the braking pedal's pedaling rate is less than a fourth threshold.

[0017] Here, the brake pedal's depression rate is less than the fourth threshold value, which means that the driver is currently applying almost no braking force, that is, the vehicle is currently only avoiding obstacles by steering. In this case, actively applying braking force to the vehicle's rear axle can quickly reduce the vehicle's driving speed, and applying braking force to the rear wheels can also make the vehicle's steering more sensitive.

[0018] In a possible implementation manner of the first aspect, the braking force is obtained based on a lateral acceleration of the vehicle and a maximum adhesion coefficient of the vehicle.

[0019] By implementing the above implementation, the calculation of the braking force actively applied to the rear axle of the vehicle takes into account the maximum adhesion coefficient of the vehicle, which can ensure the dynamic stability of the vehicle during the obstacle avoidance process.

[0020] In a possible implementation of the first aspect, ensuring that the braking force is applied to the rear axle of the vehicle based on the braking pedal's pedaling rate includes: when the braking pedal's pedaling rate is not less than a fourth threshold value, ensuring that the magnitude of the braking force on the rear axle of the vehicle is greater than or equal to a lower limit value of the braking force.

[0021] Here, the brake pedal's depression rate is greater than the fourth threshold value, and it can be considered that the driver has currently applied a braking force by stepping on the brake pedal. In this case, ensure that the braking force on the vehicle's rear axle is not less than a lower limit value so that the vehicle can have a good deceleration effect.

[0022] In a possible implementation of the first aspect, ensuring that the braking force is applied to at least one of the front axle and the rear axle of the vehicle based on the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle includes: ensuring that the braking force is applied to the front axle and the rear axle of the vehicle when a preset condition is met, wherein the preset condition is one of the following conditions: the lateral acceleration of the vehicle is not less than a second threshold and the lateral acceleration of the vehicle is not greater than a fifth threshold; or, the yaw angular velocity of the vehicle is not less than a third threshold and the yaw angular velocity of the vehicle is not greater than a sixth threshold.

[0023] Here, as the obstacle avoidance is carried out, if the vehicle's yaw response is obvious, which is manifested as the vehicle meeting the above-mentioned preset conditions, then it is ensured that braking force is applied to the front and rear axles of the vehicle, which is conducive to improving the dynamic stability of the vehicle during steering and braking.

[0024] In a possible implementation manner of the first aspect, the method further includes: adjusting the proportion of braking force on the front axle and rear axle of the vehicle according to a steering response of the vehicle.

[0025] By implementing the above implementation method, by adjusting the proportion of braking force on the front and rear axles of the vehicle, the vehicle's steering response (or steering characteristics) can be dynamically adjusted, which is beneficial to improving the vehicle's dynamic stability during steering and braking.

[0026] In a possible implementation of the first aspect, adjusting the proportions of the braking forces on the front and rear axles of the vehicle based on a steering response of the vehicle includes: if the steering response of the vehicle is understeer, increasing the proportion of the braking force on the rear axle to the sum of the braking forces on the front and rear axles; or if the steering response of the vehicle is oversteer, increasing the proportion of the braking force on the front axle to the sum of the braking forces on the front and rear axles; wherein understeer refers to: an absolute value of the yaw angular velocity of the vehicle is less than an absolute value of an expected yaw angular velocity, and an absolute value of a difference between the absolute value of the yaw angular velocity of the vehicle and the absolute value of the expected yaw angular velocity is greater than a preset threshold; and oversteer refers to: an absolute value of the yaw angular velocity of the vehicle is greater than an absolute value of an expected yaw angular velocity, and an absolute value of a difference between the absolute value of the yaw angular velocity of the vehicle and the absolute value of the expected yaw angular velocity is greater than a preset threshold.

[0027] That is to say, when the vehicle understeers, the proportion of braking force on the rear axle increases compared with before adjustment, while the proportion of braking force on the front axle decreases compared with before adjustment; when the vehicle oversteers, the proportion of braking force on the front axle increases compared with before adjustment, while the proportion of braking force on the rear axle decreases compared with before adjustment.

[0028] It can be seen that dynamically adjusting the distribution of braking force between the front and rear axles of the vehicle according to the vehicle's steering response can effectively improve the vehicle's dynamic stability during steering and braking.

[0029] In a possible implementation manner of the first aspect, the method further includes: controlling a steering system of the vehicle when the lateral acceleration of the vehicle is greater than a fifth threshold or the yaw angular velocity of the vehicle is greater than a sixth threshold.

[0030] Here, if the vehicle's lateral acceleration is greater than the fifth threshold or the vehicle's yaw angular velocity is greater than the sixth threshold, it means that the vehicle's yaw response is severe. In this case, by controlling the vehicle's steering system, the vehicle's excessive steering degree can be suppressed, which is beneficial to improving the vehicle's dynamic stability during the obstacle avoidance process.

[0031] In a possible implementation of the first aspect, the steering system is an electric power steering (EPS) system, and controlling the steering system of the vehicle includes: reducing the steering assist torque of the vehicle, or applying a resistance torque to the steering wheel of the vehicle.

[0032] By implementing the above-mentioned implementation method and actively intervening in the EPS system, the driver will need to expend more effort to turn the steering wheel to the same angle, thereby reminding the driver not to continue to increase the steering operation, which is beneficial to improving the vehicle's dynamic stability during the obstacle avoidance process.

[0033] In a possible implementation of the first aspect, the steering system is a steer-by-wire system, and controlling the steering system of the vehicle includes: adjusting a steer-by-wire ratio and / or increasing a road feel feedback torque.

[0034] For example, adjusting the steer-by-wire ratio may be increasing the ratio of the steering wheel angle increment to the front wheel angle increment.

[0035] For example, assuming the steer-by-wire ratio is at the first steering ratio before adjustment, and assuming the vehicle is operating based on the first steering ratio, when the steering wheel angle changes from 0 to 60 degrees, the front wheel angle changes from 0 to 4 degrees. That is, when the steer-by-wire ratio is at the first steering ratio, the front wheel angle increment is 1 degree for every 15-degree steering wheel angle increment. Increasing the steer-by-wire ratio, i.e., adjusting the steer-by-wire ratio from the first steering ratio to a second steering ratio, where the second steering ratio is greater than the first steering ratio, will cause the vehicle to operate based on the second steering ratio. When the steering wheel angle continues to change from 60 to 100 degrees, the front wheel angle changes from 4 to 5 degrees. That is, when the steer-by-wire ratio is at the second steering ratio, the front wheel angle increment is 1 degree for every 40-degree steering wheel angle increment.

[0036] By implementing the above-mentioned implementation method and actively intervening in the steer-by-wire system, it is possible to suppress excessive steering of the vehicle, which is beneficial to improving the dynamic stability of the vehicle during the obstacle avoidance process.

[0037] In a possible implementation manner of the first aspect, the method further includes: providing a steering risk prompt to the driver to remind the driver not to continue to increase the steering degree.

[0038] By implementing the above implementation, when the vehicle's yaw response is severe, the driver can be prompted that it will be dangerous to continue to increase the steering angle, thereby preventing the vehicle from turning too much, which is beneficial to improving the vehicle's dynamic stability during obstacle avoidance.

[0039] In a possible implementation of the first aspect, providing the driver with a steering risk warning includes at least one of the following operations:

[0040] Output risk warning information;

[0041] Voice prompts; and

[0042] Controlling vibration of a steering wheel of the vehicle.

[0043] It can be seen that when the vehicle's yaw response is severe, the driver can be reminded by at least one of voice prompts, displaying risk warning information on a display device, and controlling steering wheel feedback vibration, so that the driver knows that continuing to increase the steering angle will easily lead to danger. This is conducive to faster and better adjustment of the vehicle's yaw response.

[0044] In a possible implementation of the first aspect, when at least one of the following functions of the vehicle is activated, assisting the driver in the obstacle avoidance is stopped:

[0045] Automobile electronic stability control system ESC;

[0046] Anti-lock brakes (ABS);

[0047] Traction Control TCS;

[0048] Autonomous Emergency Braking (AEB); and

[0049] Automatic Emergency Steering (AES).

[0050] In other words, the present application can adaptively control the vehicle based on the driver's obstacle avoidance operations when the vehicle's stability function and obstacle avoidance function are not enabled, thereby ensuring the stability of the vehicle during driving as much as possible and assisting the driver to avoid obstacles more steadily and quickly.

[0051] In a second aspect, the present application provides a device for vehicle control, comprising: a state acquisition unit for determining whether the vehicle avoids obstacles by turning; and an auxiliary obstacle avoidance unit for ensuring that braking force is applied to at least one of the front axle and the rear axle of the vehicle while assisting the driver of the vehicle in avoiding obstacles.

[0052] In a possible implementation of the second aspect, the state acquisition unit is also used to obtain the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle; the auxiliary obstacle avoidance unit is specifically used to: ensure that the braking force is applied to at least one of the front axle and the rear axle of the vehicle according to the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle.

[0053] In a possible implementation of the second aspect, the state acquisition unit is also used to: obtain the rotational speed of the steering wheel of the vehicle; the auxiliary obstacle avoidance unit is specifically used to: ensure that the braking force is applied to the rear axle of the vehicle when the rotational speed of the steering wheel is greater than a first threshold, the lateral acceleration of the vehicle is less than a second threshold, and the yaw angular velocity of the vehicle is less than a third threshold.

[0054] In a possible implementation of the second aspect, the state acquisition unit is also used to: obtain the braking rate of the vehicle's brake pedal; the auxiliary obstacle avoidance unit is specifically used to: ensure that the braking force is applied to the rear axle of the vehicle according to the braking rate of the brake pedal.

[0055] In a possible implementation of the second aspect, the auxiliary obstacle avoidance unit is specifically configured to apply the braking force to the rear axle of the vehicle when a pedaling rate of the brake pedal is less than a fourth threshold.

[0056] In a possible implementation manner of the second aspect, the braking force is obtained based on a lateral acceleration of the vehicle and a maximum adhesion coefficient of the vehicle.

[0057] In a possible implementation of the second aspect, the auxiliary obstacle avoidance unit is specifically used to ensure that the braking force on the rear axle of the vehicle is greater than or equal to a lower limit value of the braking force when the braking pedal's depression rate is not less than a fourth threshold value.

[0058] In a possible implementation of the second aspect, the auxiliary obstacle avoidance unit is specifically used to: ensure that the braking force is applied to the front and rear axles of the vehicle when a preset condition is met, wherein the preset condition is one of the following conditions: the lateral acceleration of the vehicle is not less than a second threshold and the lateral acceleration of the vehicle is not greater than a fifth threshold; or, the yaw angular velocity of the vehicle is not less than a third threshold and the yaw angular velocity of the vehicle is not greater than a sixth threshold.

[0059] In a possible implementation of the second aspect, the auxiliary obstacle avoidance unit is further used to: adjust the proportion of braking force on the front axle and rear axle of the vehicle according to the steering response of the vehicle.

[0060] In a possible implementation of the second aspect, the auxiliary obstacle avoidance unit is specifically used for: if the steering response of the vehicle is understeering, increasing the ratio of the braking force on the rear axle to the sum of the braking force on the front axle and the braking force on the rear axle; or if the steering response of the vehicle is oversteering, increasing the ratio of the braking force on the front axle to the sum of the braking force on the front axle and the braking force on the rear axle; wherein, understeering means: the absolute value of the yaw angular velocity of the vehicle is less than the absolute value of the expected yaw angular velocity, and the absolute value of the difference between the absolute value of the yaw angular velocity of the vehicle and the absolute value of the expected yaw angular velocity is greater than a preset threshold; oversteering means: the absolute value of the yaw angular velocity of the vehicle is greater than the absolute value of the expected yaw angular velocity, and the absolute value of the difference between the absolute value of the yaw angular velocity of the vehicle and the absolute value of the expected yaw angular velocity is greater than a preset threshold.

[0061] In a possible implementation of the second aspect, the auxiliary obstacle avoidance unit is further used to control the steering system of the vehicle when the lateral acceleration of the vehicle is greater than a fifth threshold or the yaw angular velocity of the vehicle is greater than a sixth threshold.

[0062] In a possible implementation of the second aspect, the steering system is an electric power steering (EPS) system, and the auxiliary obstacle avoidance unit is further used to: reduce the steering assist torque of the vehicle, or apply a resistance torque to the steering wheel of the vehicle.

[0063] In a possible implementation of the second aspect, the steering system is a steer-by-wire system, and the auxiliary obstacle avoidance unit is further used to: adjust the steer-by-wire ratio and / or increase the road feel feedback torque.

[0064] In a possible implementation of the second aspect, the auxiliary obstacle avoidance unit is further configured to provide the driver with a steering risk warning to remind the driver not to continue increasing the steering angle.

[0065] In a possible implementation manner of the second aspect, the auxiliary obstacle avoidance unit specifically performs at least one of the following operations:

[0066] Output risk warning information;

[0067] Voice prompts; and

[0068] Controlling vibration of a steering wheel of the vehicle.

[0069] In a possible implementation of the second aspect, when at least one of the following functions of the vehicle is activated, the obstacle avoidance assistance unit is further configured to stop assisting the driver in the obstacle avoidance:

[0070] Automobile electronic stability control system ESC;

[0071] Anti-lock brakes (ABS);

[0072] Traction Control TCS;

[0073] Automatic Emergency Braking (AEB); and

[0074] The car automatically turns to AES.

[0075] In a third aspect, the present application provides a chip comprising at least one processor and a communication interface, wherein the communication interface is configured to provide information input and / or output to the at least one processor. The chip is configured to implement the method of the first aspect or any possible embodiment of the first aspect.

[0076] In a fourth aspect, the present application provides a vehicle, which includes a device as described in the second aspect or any possible implementation of the second aspect, or includes a chip as described in the third aspect.

[0077] In a fifth aspect, the present application provides a computer-readable storage medium comprising computer instructions, which, when executed by a processor, implement the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0078] In a sixth aspect, the present application provides a computer program product that, when executed by a processor, implements the method described in the first aspect or any possible embodiment of the first aspect. The computer program product, for example, may be a software installation package. When the method provided in any possible design of the first aspect is required, the computer program product may be downloaded and executed on a processor to implement the method described in the first aspect or any possible embodiment of the first aspect.

[0079] The technical effects of the second to sixth aspects are the same as those of the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0080] FIG1 is an exemplary structural block diagram of a vehicle provided in an embodiment of the present application;

[0081] FIG2 is a schematic diagram of the architecture of a communication system provided in an embodiment of the present application;

[0082] FIG3 is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0083] FIG4 is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0084] FIG5 is a schematic structural diagram of a control device provided in an embodiment of the present application;

[0085] FIG6 is a schematic structural diagram of a control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0086] It should be noted that the prefixes such as "first" and "second" used in this application are only for distinguishing different description objects, and do not have any limiting effect on the position, order, priority, quantity or content of the described objects. For example, if the described object is a "field", then the ordinal number before the "field" in the "first field" and the "second field" does not limit the position or order between the "fields", and "first" and "second" do not limit whether the "fields" they modify are in the same message, nor do they limit the order of the "first field" and the "second field". For another example, if the described object is a "level", then the ordinal number before the "level" in the "first level" and the "second level" does not limit the priority between the "levels". For another example, the number of described objects is not limited by the prefix and can be one or more. Taking "first device" as an example, the number of "devices" can be one or more. In addition, the objects modified by different prefixes can be the same or different. For example, if the described object is a "device," then the "first device" and the "second device" can be the same device, the same type of device, or different types of devices. For another example, if the described object is "information," then the "first information" and the "second information" can be information of the same content or information of different contents. In short, the use of prefixes to distinguish the described objects in the embodiments of this application does not constitute a limitation on the described objects. For the description of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary limitation.

[0087] It should be noted that the descriptions used in the embodiments of the present application, such as "at least one of a1, a2, ..., and an" and the like, include any one of a1, a2, ..., and an existing alone, and any combination of any multiple of a1, a2, ..., and an, each of which can exist alone. For example, the description "at least one of a, b, and c" includes a alone, b alone, c alone, a combination of a and b, a combination of a and c, a combination of b and c, or a combination of ab and c.

[0088] It should be noted that in the embodiments of this application, descriptions such as "XX is less than a preset threshold" refer to the absolute value of XX being less than the preset threshold. For example, "the vehicle's lateral acceleration is less than a second threshold" refers to the absolute value of the vehicle's lateral acceleration being less than the second threshold; for another example, "the vehicle's yaw rate is less than a third threshold" refers to the absolute value of the vehicle's yaw rate being less than the third threshold. Accordingly, in the embodiments of this application, descriptions such as "XX is greater than a preset threshold" refer to the absolute value of XX being greater than the preset threshold; for example, "the steering wheel speed is greater than a first threshold" refers to the absolute value of the steering wheel speed being greater than the first threshold.

[0089] To facilitate understanding, the following first introduces relevant terms that may be involved in the embodiments of this application.

[0090] (1) Lateral acceleration

[0091] A vehicle's lateral acceleration can also be called transverse acceleration, where transverse refers to the direction perpendicular to the vehicle's direction of travel. For example, lateral acceleration can be understood as the acceleration caused by centrifugal force when a vehicle turns (or pivots).

[0092] (2) Yaw angular velocity

[0093] Yaw rate, also known as yaw rate, refers to the vehicle's deflection around its vertical axis. A greater deflection, meaning a higher yaw rate, increases the likelihood of vehicle instability. For example, vehicle instability can include skidding or tailspin.

[0094] (3) Adhesion coefficient

[0095] The adhesion coefficient is the ratio of the adhesion force to the pressure in the normal direction (perpendicular to the road surface) of the wheel. The adhesion coefficient can also be thought of as the static friction coefficient between the tire and the road surface. It also indicates the tire's ability to adhere to the road surface. Specifically, the greater the adhesion coefficient, the greater the available adhesion force, the less likely the vehicle is to slip, and thus, the better the vehicle's stability.

[0096] The adhesion coefficient is related to the type and dryness of the road surface, as well as the tire structure, tread pattern, and vehicle speed. It is understandable that dry, good asphalt or concrete roads have a higher adhesion coefficient, while ice has a lower adhesion coefficient.

[0097] (4) Anti-lock Braking System (ABS)

[0098] The anti-lock brake system (ABS) automatically controls the braking force during braking, preventing the wheels from locking and allowing them to roll and slide simultaneously, ensuring maximum adhesion between the wheels and the ground. In other words, ABS maintains control of the steering while maintaining braking.

[0099] (5) Traction Control (TCS)

[0100] A traction control system (TCS), also known as a drive anti-skid system, ensures optimal traction in all driving conditions, ensuring the vehicle's trajectory aligns with the driver's intended control and maintains directional stability.

[0101] (6) Electronic Stability Control (ESC)

[0102] The electronic stability control (ESC) system of an automobile can monitor the operating status of the vehicle through an electronic control unit, intervene and control the vehicle's engine and braking system, and ensure that the vehicle drives according to the driver's intention.

[0103] It should be noted that ESC is a further expansion of the functions of ABS and TCS. For example, a yaw rate sensor, lateral acceleration sensor and steering wheel angle sensor for monitoring steering are added on their basis. By controlling the driving force and braking force of the wheels, the lateral (or transverse) stability of the vehicle is ensured.

[0104] (7) Automatic Emergency Braking (AEB)

[0105] Autonomous emergency braking (AEB) is an obstacle avoidance feature within advanced driving assistance systems (ADAS) that uses braking to avoid collisions or mitigate damage. When a vehicle is driving normally without adaptive cruise control and encounters a sudden dangerous situation or the distance to the vehicle ahead or pedestrians falls below a safe distance, AEB proactively applies braking force to stop or slow the vehicle, even if the driver doesn't apply the brake pedal, thereby improving driving safety.

[0106] (8) Automatic Emergency Steering (AES)

[0107] Autonomous emergency steering (AES) is an obstacle avoidance feature within advanced driving assistance systems (ADAS) that uses steering to avoid collisions or mitigate damage. When a vehicle is driving normally without adaptive cruise control and detects an imminent collision with an object ahead, AES proactively controls the steering wheel to minimize the impact.

[0108] The technical solution in this application will be described below with reference to the accompanying drawings.

[0109] Referring to FIG1 , which is a block diagram illustrating an exemplary structure of a vehicle according to an embodiment of the present application, components coupled to or included in vehicle 10 may include a power system 102 , a sensor system 104 , a control system 106 , peripheral devices 108 , a power source 110 , a computing system 111 , a transceiver 115 , and a user interface 112 .

[0110] It will be appreciated that the vehicle shown in FIG1 is merely an example. Alternatively, in other examples, vehicle 10 may include more, fewer, or different systems, and each system may include more, fewer, or different components. Furthermore, the systems and components shown may be combined or partitioned in any manner, and this application is not intended to limit this. The components and systems of vehicle 10 may be communicatively linked together via a system bus, a network, and / or other connection mechanisms.

[0111] The components of vehicle 10 may be configured to operate in a manner interconnected with each other and / or with other components coupled to various systems. For example, power supply 110 may provide power to all components of vehicle 10. Computing system 111 may be configured to receive data from and control power system 102, sensor system 104, control system 106, and peripheral devices 108.

[0112] The powertrain 102, also referred to as a drive system, is used to power the vehicle 10 and includes components that provide powered motion to the vehicle 10. As shown in FIG1 , the powertrain 102 includes an engine / motor 118, an energy source 120, a transmission 122, and wheels / tires 124.

[0113] The engine / motor 118 can be any combination of an internal combustion engine, an electric motor, a Stirling engine, or other engines and motors, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compression engine.

[0114] Energy source 120 may fully or partially power engine / motor 118, i.e., energy source 120 may be converted into mechanical energy by engine / motor 118. Energy source 120 may be, for example, gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, or other electrical sources. In some examples, energy source 120 may also provide energy for other systems of vehicle 10.

[0115] The transmission 122 can be used to transmit mechanical power from the engine / motor 118 to the wheels / tires 124. To this end, the transmission 122 can include a gearbox, a differential, and a drive shaft. In some examples, the transmission 122 can also include a clutch. The drive shaft can include one or more shafts that can be coupled to one or more wheels / tires 124.

[0116] The sensor system 104 includes several sensors for sensing information about the environment in which the vehicle 10 is located. As shown in FIG1 , the sensor system 104 includes a positioning system 126 (for example, the positioning system may be a global positioning system (GPS), a BeiDou system, or another positioning system), an inertial measurement unit (IMU) 128, a radar 130, a laser rangefinder 132, and a camera 134. In one embodiment, the sensor system 104 may also include sensors for monitoring the steering of the vehicle 10, such as a yaw rate sensor, a lateral acceleration sensor, and a steering wheel angle sensor; sensors for monitoring the braking of the vehicle 10, such as a pedal displacement sensor; and sensors for monitoring the internal systems of the vehicle 10, such as a fuel gauge, an oil temperature gauge, and an in-vehicle air quality monitor.

[0117] The positioning system 126 is used to locate the geographic location of the vehicle 10 so as to obtain the position coordinates of the vehicle 10 in real time.

[0118] The inertial measurement unit 128 is used to sense changes in the position and orientation of the vehicle 10 based on information such as inertial acceleration. In one embodiment, the inertial measurement unit 128 may include an accelerometer, a gyroscope, or other sensors. For example, the inertial measurement unit 128 may be used to measure at least one of the vehicle 10's speed, lateral acceleration, and yaw rate.

[0119] The radar 130 can use radio signals to sense objects in the surrounding environment of the smart vehicle 10. In some embodiments, in addition to sensing objects, the radar 130 can also be used to sense the speed, direction, height, etc. of the objects.

[0120] The laser rangefinder 132 detects objects or measures other information such as the distance to an object based on laser light, and includes components such as a laser source, a laser scanner, and receiver electronics.

[0121] The camera 134 may be any camera for acquiring images of the environment in which the vehicle 10 is located, such as an infrared camera, a 3D camera, etc.

[0122] The control system 106 is used to control the motion of the vehicle 10. The control system 106 may include a steering unit 136, a throttle 138, and a brake unit 140. The steering unit 136 is used to adjust the left and right steering of the vehicle 10 to control the vehicle's forward direction. For example, the steering unit may be a steering wheel system. The throttle 138 is used to control the operating speed and acceleration of the engine / motor 118, thereby changing the driving speed of the vehicle 10. The brake unit 140 is used to decelerate the vehicle 10. In one example, the brake unit 140 may decelerate the vehicle by increasing friction between the wheels / tires 124 and the ground.

[0123] In some possible embodiments, the control system 106 may also implement some functions for maintaining the stability of the vehicle, such as anti-lock braking system ABS, traction control TCS, electronic stability control ESC, etc., as well as functions for automatic obstacle avoidance, such as automatic emergency braking AEB, automatic emergency steering AES, etc., which are not specifically limited here.

[0124] Here, the computing system 111 can analyze information about itself and objects in the environment based on data from each sensor in the sensor system 104, such as its own driving speed, steering wheel speed, brake pedal depression rate, lateral acceleration, yaw angular velocity, etc., and send corresponding instructions to the control system 106 based on the analysis results, such as applying braking force, steering, adjusting resistance torque, adjusting steering assist torque, adjusting wire-controlled steering ratio or adjusting road feel feedback torque, etc. The control system 106 controls the corresponding hardware to perform left and right steering and / or acceleration and deceleration according to the received instruction information to achieve obstacle avoidance operations such as turning and braking.

[0125] The peripheral devices 108 can be configured to allow the vehicle 10 to interact with external sensors, other vehicles, and / or users. To this end, the peripheral devices 108 may include, for example, a touch screen 142, a microphone 144, a speaker 146, and a status light 148. The touch screen 142 can be used by a user to input commands to the vehicle 10, the microphone 144 can be configured to receive audio from the user of the vehicle 10, the speaker 146 can be configured to output audio to the user of the vehicle 10, and the status light 148 can be used to indicate the status of the vehicle while driving and the functional status of various components within the vehicle. It will be appreciated that the peripheral devices 108 may additionally or alternatively include components other than those shown.

[0126] The transceiver 115 may include an antenna and a chipset for communicating with other vehicles, roadside units, sensors, or other entities, either directly or over an air interface. The transceiver 115 may be configured to receive and transmit information according to one or more other types of wireless communications (e.g., protocols), such as Bluetooth, IEEE 802.11 communication protocols, cellular technologies, worldwide interoperability for microwave access (WiMAX) or long term evolution (LTE), ZigBee protocols, dedicated short range communications (DSRC), and radio frequency identification (RFID) communications, among others.

[0127] Power source 110 is used to provide power to some or all components of vehicle 10 and may be a rechargeable lithium-ion or lead-acid battery. One or more battery packs of such batteries may be configured as a power source to provide power to the various components of vehicle 10. In some embodiments, power source 110 and energy source 120 may be implemented together, such as in some all-electric vehicles.

[0128] The user interface 112 is used for a user to input information into the vehicle 10 , thereby enabling interaction between the user and the vehicle.

[0129] Computing system 111 further includes a processor 113 and a memory 114 .

[0130] The processor 113 may include one or more general-purpose processors and / or one or more specialized processors (e.g., an image processor, a digital signal processor, etc.). The memory 114 may include one or more volatile storage components and / or one or more non-volatile storage components, such as optical, magnetic, and / or organic storage devices. In some possible embodiments, the memory 114 may exist independently, or the memory 114 may be fully or partially integrated with the processor 113.

[0131] The memory 114 can be used to store program code and data, wherein the program code can be executed by the processor 113 to implement various functions of the vehicle 10. The program code includes code for coordinating steering and braking to assist the driver in obstacle avoidance, as well as code for sending data to, receiving data from, interacting with, and / or controlling one or more of the power system 102, sensor system 104, control system 106, and peripheral device 108. The data stored in the memory 114 includes detection data from various sensors within the vehicle, such as yaw angular velocity output by a yaw rate sensor, directional acceleration output by a lateral acceleration sensor, and steering wheel rotation speed output by a steering wheel angle sensor. It also includes data analyzed and processed based on the detection data within the vehicle, such as vehicle speed obtained by an IMU, brake pedal depression rate and vehicle braking force obtained by a pedal displacement sensor, etc.

[0132] In the embodiment of the present application, the processor 113 is configured to call the program code and data in the memory 114 to execute the method described in the following embodiment.

[0133] See Figure 2, which is an architectural diagram of a communication system provided in an embodiment of the present application. This system can be used to assist the driver in avoiding obstacles while minimizing vehicle instability. The system includes at least a control device, a braking unit, and a steering unit. The control device can communicate with the braking unit and steering unit, respectively, either wirelessly or via wired communication.

[0134] The braking unit may refer to the description of the braking unit 140 in the embodiment of FIG. 1 , and the steering unit may refer to the description of the steering unit 136 in the embodiment of FIG. 1 , which will not be described in detail here. Accordingly, the control device may also be deployed in the computing system 111 shown in FIG. 1 .

[0135] The control device may be a hardware and software integrated platform for supporting body control and chassis control, such as a vehicle domain controller (VDC), or a hardware and software integrated platform for supporting chassis control, such as a chassis domain controller, or a vehicle control unit (VCU), a brake controller, or a steering controller, etc. It may also be a component within a VDC, a component within a VCU, a component within a chassis domain controller, a component within a brake controller, or a component within a steering controller, and the component may be, for example, a chip, an integrated circuit, etc. It is understood that when the control device is a brake controller, the control device is integrated with the brake unit shown in FIG. 2 ; when the control device is a steering controller, the control device is integrated with the steering unit shown in FIG. 2 .

[0136] For example, when a driver of a vehicle is performing obstacle avoidance while driving at high speed, the control device can obtain the steering wheel speed from the steering unit. When the steering wheel speed is detected to be greater than a first threshold, the control device can obtain the brake pedal depression rate from the braking unit. Based on the brake pedal depression rate, the control device coordinates the vehicle's steering and braking to assist the driver in avoiding the obstacle. The detailed process of coordinated control of the vehicle's steering and braking can be found in the description of the embodiment shown in FIG3 below and will not be repeated here.

[0137] It should be noted that Figure 2 is only an exemplary architecture diagram and does not limit the number of network elements included in the system shown in Figure 2. Although not shown in Figure 2, Figure 2 may also include other functional entities in addition to the functional entities shown in Figure 2. In addition, the method provided in the embodiment of the present application can be applied to the communication system shown in Figure 2. Of course, the method provided in the embodiment of the present application can also be applied to other communication systems, and the embodiment of the present application is not limited in this regard.

[0138] In an embodiment of the present application, when the driver performs an emergency turn to avoid an obstacle, the braking and steering of the vehicle can be coordinated and controlled based on the driver's actual operation (for example, the rotation of the steering wheel, the depression of the brake pedal, etc.) and the yaw response of the vehicle, so as to assist the driver in performing emergency turns to avoid obstacles quickly and safely while ensuring that the vehicle does not become unstable as much as possible.

[0139] As the driver's steering operation progresses, the vehicle's yaw response can be divided into the following three stages:

[0140] Phase 1: At the beginning of obstacle avoidance, the vehicle's yaw response is not obvious;

[0141] Stage 2: The driver continues to increase the steering angle, and the vehicle's yaw response is obvious;

[0142] Stage 3: When the steering degree is sufficient, the driver continues to increase the steering degree, and the vehicle's yaw response is violent.

[0143] It can be seen that from the above-mentioned stage one to stage three, the degree of the vehicle's yaw response gradually deepens. It can be understood that the more obvious the vehicle's yaw response is, the worse the vehicle's dynamic stability is, and the greater the possibility of the vehicle becoming unstable. The embodiment of the present application proposes corresponding control methods to coordinate the vehicle's braking and steering based on the driver's operating conditions for the above-mentioned different stages. For example, in the first two stages, the control device ensures that at least one of the front axle and the rear axle of the vehicle is applied with braking force. In this way, the combination of steering and braking operations can not only shorten the vehicle's obstacle avoidance distance, but also effectively improve the vehicle's dynamic stability during emergency steering to avoid obstacles. For another example, in stage three, when the vehicle's yaw response is severe, the control device can intervene in the steering system to suppress the vehicle's excessive steering degree, thereby avoiding vehicle instability.

[0144] Here, the vehicle control method in each of the above stages may be specifically referred to the relevant descriptions of the embodiments shown in FIG3 to FIG5 below, which will not be described in detail here.

[0145] See Figure 3, which is a flow chart of a vehicle control method provided by an embodiment of the present application. For example, the method can be applied to the control device in Figure 2 above. The method includes but is not limited to the following steps:

[0146] S301: Determine whether the vehicle avoids an obstacle by turning.

[0147] In an embodiment of the present application, when it is detected that the rotation speed of the steering wheel of the vehicle is greater than a first threshold, it is determined that the driver of the vehicle is currently avoiding obstacles by steering.

[0148] The rotation speed of the steering wheel may be obtained by the control device from a steering wheel angle sensor.

[0149] Here, the first threshold may be preset by a user based on experience, or may be set by a manufacturer (eg, a sensor manufacturer, a software provider, etc.), and is not specifically limited here.

[0150] S302: During the process of assisting the driver in avoiding an obstacle, ensure that braking force is applied to at least one of the front axle and the rear axle of the vehicle.

[0151] The front axle of a vehicle refers to the two front wheels of the vehicle, and the rear axle of a vehicle refers to the two rear wheels of the vehicle.

[0152] In an embodiment of the present application, when at least one of the following functions of the vehicle is detected to be activated, the driver's obstacle avoidance assistance is stopped:

[0153] Automobile electronic stability control system ESC;

[0154] Anti-lock brakes (ABS);

[0155] Traction Control TCS;

[0156] Autonomous Emergency Braking (AEB); and

[0157] Automatic Emergency Steering (AES).

[0158] Among them, ESC, ABS and TCS are functions related to the stability of the vehicle, and AEB and AES are functions related to the obstacle avoidance of the vehicle. That is to say, the embodiment of the present application will assist the driver of the vehicle in avoiding obstacles through the method described in the following embodiment only when the relevant stability function and obstacle avoidance function of the vehicle are not activated. Therefore, in the process of assisting the driver in avoiding obstacles, when at least one function of the vehicle's ESC, ABS, TCS, AEB and AES is activated, the control device can stop using the method described in the following embodiment to assist the driver in avoiding obstacles. It can be seen that the embodiment of the present application can adaptively control the vehicle based on the driver's obstacle avoidance operation of the vehicle before the stability function and obstacle avoidance function of the vehicle are enabled, so as to ensure the stability of the vehicle during driving as much as possible, and assist the driver in avoiding obstacles more steadily and quickly.

[0159] In an embodiment of the present application, it is necessary to first obtain the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle. The above-mentioned ensuring that a braking force is applied to at least one of the front axle and the rear axle of the vehicle includes: ensuring that a braking force is applied to at least one of the front axle and the rear axle of the vehicle according to the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle.

[0160] For example, the vehicle's lateral acceleration can be obtained by the control device from a lateral acceleration sensor of the vehicle, and the vehicle's yaw rate can be obtained by the control device from a yaw rate sensor of the vehicle. In some possible embodiments, the vehicle's lateral acceleration and yaw rate can also be obtained by the control unit from an inertial measurement unit of the vehicle.

[0161] Specifically, ensuring that at least one of the front axle and the rear axle of the vehicle is applied with a braking force includes: ensuring that the rear axle of the vehicle is applied with a braking force, or ensuring that the front axle and the rear axle of the vehicle are applied with a braking force.

[0162] For example, in the above-mentioned first stage, it is necessary to ensure that braking force is applied to the rear axle of the vehicle; in the above-mentioned second stage, it is necessary to ensure that braking force is applied to the front axle and the rear axle of the vehicle.

[0163] Regarding the above-mentioned stage 1:

[0164] The vehicle's yaw response is not obvious if: a steering wheel rotation speed is detected to be greater than a first threshold, a lateral acceleration of the vehicle is less than a second threshold, and a yaw angular velocity of the vehicle is less than a third threshold. Based on the lateral acceleration or the yaw angular velocity of the vehicle, ensuring that a braking force is applied to at least one of the front axle and the rear axle of the vehicle includes ensuring that a braking force is applied to the rear axle of the vehicle when the steering wheel rotation speed is greater than the first threshold, the lateral acceleration of the vehicle is less than the second threshold, and the yaw angular velocity of the vehicle is less than the third threshold.

[0165] Here, the second threshold and the third threshold may be preset by the user based on experience, or may be set by a manufacturer (eg, a sensor manufacturer, a software provider, etc.), and are not specifically limited here.

[0166] In some possible embodiments, when the vehicle is in stage 1, the vehicle's driving speed also satisfies that the vehicle's driving speed is greater than a preset speed threshold.

[0167] Furthermore, the speed of the vehicle's brake pedal may also be obtained. Ensuring that the vehicle's rear axle has braking force applied thereto includes ensuring that the vehicle's rear axle has braking force applied thereto based on the brake pedal's pedaling rate. For details, please refer to the description of S401-S404 in FIG. 4 .

[0168] The following describes the vehicle control method for stage 1 in conjunction with FIG4 . The method includes but is not limited to the following steps:

[0169] S401: Detecting that the rotation speed of the steering wheel of the vehicle is greater than a first threshold, the lateral acceleration is less than a second threshold, and the yaw angular velocity is less than a third threshold.

[0170] S402: Determine whether the braking rate of the vehicle's brake pedal is less than a fourth threshold.

[0171] Specifically, when the brake pedal depression rate is less than the fourth threshold, S403 is executed; when the brake pedal depression rate is not less than the fourth threshold, S404 is executed.

[0172] For example, the braking rate of the brake pedal may be obtained by the control device from a pedal displacement sensor.

[0173] Here, if the brake pedal depression rate is less than the fourth threshold, it can be understood (or considered) that although the driver has depressed the brake pedal, the braking force generated is too small to be ignored. If the brake pedal depression rate is not less than the fourth threshold, it can be understood (or considered) that the driver is currently generating a braking force by depressing the brake pedal.

[0174] S403: Apply a first braking force to the rear axle of the vehicle.

[0175] Specifically, when the brake pedal's depression rate is less than a fourth threshold, a first braking force is applied to the vehicle's rear axle. It can be understood that the first braking force is applied to the vehicle's rear wheels. Here, based on the conditions detected in S401, it can be determined that the vehicle is currently undergoing an emergency turn, and the brake pedal's depression rate is less than the fourth threshold. It can be assumed that the driver is currently applying almost no braking force, meaning that the vehicle is currently only avoiding obstacles by steering. In this case, actively applying braking force to the vehicle's rear axle can quickly reduce the vehicle's speed, and applying braking force to the rear wheels can also make the vehicle's steering more sensitive.

[0176] The first braking force is obtained based on the lateral acceleration of the vehicle and the maximum adhesion coefficient of the vehicle.

[0177] For example, the relationship between the first braking force, the vehicle lateral acceleration, and the vehicle's maximum adhesion coefficient may satisfy the following formula (1):

[0178]

[0179] Wherein, F1 represents the first braking force, m represents the mass of the vehicle, g represents the acceleration due to gravity, and a y1 Indicates the vehicle's directional acceleration at the current moment, μ max1 Indicates the maximum adhesion coefficient of the vehicle at the current moment, k1() represents the lateral acceleration a of the vehicle y1 The function of k1(a y1 ) represents a first coefficient obtained based on the directional acceleration of the vehicle at the current moment, and the first coefficient is a positive number less than 1.

[0180] S404: Ensure that the braking force on the rear axle of the vehicle is greater than or equal to the braking force lower limit.

[0181] Specifically, when the brake pedal depression rate is no less than a fourth threshold, the braking force on the vehicle's rear axle is ensured to be greater than or equal to the braking force lower limit. Here, based on the conditions detected in S401, it is known that the vehicle is currently making an emergency turn, and the brake pedal depression rate is greater than the fourth threshold. It can be assumed that the driver has currently applied a braking force. In this case, the braking force on the vehicle's rear axle is ensured to be no less than a lower limit to effectively decelerate the vehicle.

[0182] Here, the braking force lower limit value may be set by the control device and may be obtained based on the lateral acceleration of the vehicle and the maximum adhesion coefficient of the vehicle.

[0183] For example, the relationship between the lower limit of the braking force, the vehicle lateral acceleration, and the maximum adhesion coefficient of the vehicle may satisfy the following formula (2):

[0184]

[0185] Among them, F 2min represents the lower limit of the braking force, m represents the mass of the vehicle, g represents the acceleration of gravity, and a y1 Indicates the vehicle's directional acceleration at the current moment, μ max1 Indicates the maximum adhesion coefficient of the vehicle at the current moment, k2() represents the lateral acceleration a of the vehicle y1 The function of k2(a y1 ) represents a second coefficient obtained based on the directional acceleration of the vehicle at the current moment, and the second coefficient is a positive number less than 1. Exemplarily, the first coefficient is greater than or equal to the second coefficient.

[0186] In the embodiment of the present application, since the brake pedal depression rate is not less than the fourth threshold value, it means that the driver is currently avoiding the obstacle by steering and braking, and the driver has applied a braking force by stepping on the brake pedal. Assuming that the braking force on the rear axle of the vehicle is currently referred to as the initial braking force, based on the magnitude of the initial braking force, the specific operation to ensure that the magnitude of the braking force on the rear axle of the vehicle is greater than or equal to the braking force lower limit may be any of the following:

[0187] Method 1:

[0188] If the initial braking force is less than the lower braking force limit, the vehicle's rear axle braking force is deemed insufficient, so a secondary braking force is applied to the rear axle until the rear axle braking force exceeds the lower braking force limit. In other words, the sum of the initial braking force and the secondary braking force is no less than the lower braking force limit.

[0189] Method 2:

[0190] When the magnitude of the initial braking force is not less than the braking force lower limit, it is considered that the braking force on the rear axle of the vehicle is currently appropriate, so no action is taken, or the driver is prompted to maintain the current braking force.

[0191] As can be seen, actively applying braking force during the initial stages of obstacle avoidance, when the steering wheel is rotating rapidly, effectively shortens the vehicle's obstacle avoidance distance. Furthermore, applying this braking force to the rear axle not only effectively slows the vehicle but also brings the vehicle's steering response closer to neutral, improving the driver's success rate in obstacle avoidance.

[0192] Regarding the above-mentioned Phase 2:

[0193] The yaw response of the vehicle is clearly manifested as: the lateral acceleration of the vehicle is not less than a second threshold value and the lateral acceleration of the vehicle is less than a fifth threshold value, or the yaw angular velocity of the vehicle is not less than a third threshold value and the yaw angular velocity of the vehicle is less than a sixth threshold value. Ensuring that a braking force is applied to at least one of the front axle and the rear axle of the vehicle based on the lateral acceleration or the yaw angular velocity of the vehicle includes: ensuring that a braking force is applied to the front axle and the rear axle of the vehicle when a preset condition is met, wherein the preset condition is one of the following conditions:

[0194] (1) The lateral acceleration of the vehicle is not less than the second threshold and the lateral acceleration of the vehicle is not greater than the fifth threshold; or,

[0195] (2) The yaw rate of the vehicle is not less than the third threshold value and the yaw rate of the vehicle is not greater than the sixth threshold value.

[0196] Here, the fifth threshold is greater than the second threshold, and the sixth threshold is greater than the third threshold. It is understood that the fifth and sixth thresholds can be set based on experience or by a manufacturer (e.g., a sensor manufacturer, a software provider, etc.), and are not specifically limited here.

[0197] In the second stage, while ensuring that braking forces are applied to the front and rear axles of the vehicle, the proportion of braking forces on the front and rear axles of the vehicle can be adjusted based on the vehicle's steering response. The vehicle's steering response can be obtained based on the vehicle's yaw rate and the vehicle's desired yaw rate.

[0198] Here, the sum of the braking force ratio on the front axle of the vehicle and the braking force ratio on the rear axle of the vehicle is 1. The braking force ratio on the front axle of the vehicle refers to the ratio of the braking force on the front axle of the vehicle to the sum of the braking force on the front axle and the braking force on the rear axle of the vehicle, and the braking force ratio on the rear axle of the vehicle refers to the ratio of the braking force on the rear axle of the vehicle to the sum of the braking force on the front axle and the braking force on the rear axle of the vehicle.

[0199] Here, the vehicle's yaw rate refers to the vehicle's actual yaw rate, which can be directly obtained from the vehicle's inertial measurement unit, calculated based on the vehicle's acceleration and speed, or estimated using wheel speed difference. It can also be obtained through other methods, without specific limitation. The vehicle's desired yaw rate can also be referred to as the vehicle's reference yaw rate or a reference value of the yaw rate. The desired yaw rate is widely used in vehicle stability control, and the calculation of the desired yaw rate is not detailed here.

[0200] In one implementation, adjusting the proportion of braking force on the front and rear axles of the vehicle based on the vehicle's steering response includes increasing the proportion of the braking force on the vehicle's rear axle to the sum of the braking force on the rear axle and the braking force on the front axle when the vehicle's steering response is understeer. Understeer refers to the absolute value of the vehicle's yaw velocity being less than the absolute value of the desired yaw velocity, and the absolute value of the difference between the absolute value of the vehicle's yaw angle and the absolute value of the desired yaw velocity being greater than a preset threshold. It will be understood that in this case, the proportion of braking force on the rear axle increases compared to before the adjustment, while the proportion of braking force on the front axle decreases compared to before the adjustment.

[0201] For example, the control device may transfer part of the braking force on the front axle of the vehicle to the rear axle of the vehicle to increase the proportion of the braking force on the rear axle of the vehicle to the sum of the braking force on the rear axle and the braking force on the front axle of the vehicle. In some possible embodiments, the control device may also actively apply braking force to the rear axle of the vehicle to increase the proportion of the braking force on the rear axle of the vehicle, which is not specifically limited here.

[0202] In another implementation, adjusting the proportion of braking force on the front and rear axles of the vehicle based on the vehicle's steering response includes increasing the proportion of the braking force on the front axle to the sum of the braking force on the rear axle and the braking force on the front axle when the vehicle's steering response is oversteer. Oversteer refers to the absolute value of the vehicle's yaw velocity being greater than the absolute value of the desired yaw velocity, and the absolute value of the difference between the absolute value of the vehicle's yaw angle and the absolute value of the desired yaw velocity being greater than a preset threshold. It will be understood that in this case, the proportion of braking force on the front axle increases compared to before the adjustment, while the proportion of braking force on the rear axle decreases compared to before the adjustment.

[0203] For example, the control device may transfer part of the braking force on the rear axle of the vehicle to the front axle of the vehicle to increase the proportion of the braking force on the front axle of the vehicle to the sum of the braking force on the rear axle and the braking force on the front axle of the vehicle. In some possible embodiments, the control device may also actively apply braking force to the front axle of the vehicle to increase the proportion of the braking force on the front axle of the vehicle, which is not specifically limited here.

[0204] It is understood that the sum of the braking force on the rear axle of the vehicle and the braking force on the front axle of the vehicle can also be referred to as the total braking force. In some possible embodiments, in stage 2, the control device can set a lower limit for the total braking force of the vehicle. The lower limit of the total braking force can be obtained based on the current lateral acceleration of the vehicle and the maximum adhesion coefficient of the vehicle. The lower limit of the total braking force can be obtained by referring to the above formula (2).

[0205] In stage two, before and after dynamically adjusting the ratio of braking force on the front and rear axles of the vehicle, the sum of the braking force on the front axle and the braking force on the rear axle of the vehicle (or the total braking force) may remain unchanged or change. For example, after actively applying braking force to the vehicle, the ratio of braking force on the front and rear axles of the vehicle is adjusted. In this case, the total braking force of the vehicle after the ratio adjustment is greater than the total braking force of the vehicle before the ratio adjustment.

[0206] An example is used to illustrate that the total braking force of the vehicle remains unchanged before and after the ratio adjustment: assuming that the lateral acceleration or yaw angular velocity of the vehicle satisfies the condition that the yaw response of the vehicle is obviously corresponding (that is, the vehicle is currently in stage 2), the control device obtains the current total braking force of the vehicle as 2000 Newtons (N), of which the braking force on the front axle is, for example, 1200N and the braking force on the rear axle is 800N, that is, the ratio of the braking force on the front axle is The proportion of braking force on the rear axle is Assuming that the vehicle's current total braking force is greater than the preset lower limit of 1600N, the proportion of braking force on the front and rear axles can be adjusted based on the vehicle's current total braking force. For example, in the event of oversteering, the braking force on the rear axle can be transferred to the front axle to increase the proportion of the front axle's braking force to the total braking force. For example, after the adjustment operation is performed, the braking force on the front axle is updated to 1300N and the braking force on the rear axle is updated to 700N. That is, after the adjustment, the proportion of the braking force on the front axle is updated to The proportion of braking force on the rear axle is In the case of understeering, the braking force on the front axle can be transferred to the rear axle to increase the proportion of the braking force on the rear axle to the total braking force. For example, after the adjustment operation is performed, the braking force on the front axle is updated to 1100N and the braking force on the rear axle is updated to 900N. That is, after the adjustment, the proportion of the braking force on the front axle is updated to The proportion of braking force on the rear axle is It can be understood that this example is an example of adjusting the distribution of braking force between the front and rear axles, and does not limit the specific distribution method of the braking force on the front and rear axles.

[0207] Let's take an example to illustrate the change in the total braking force of the vehicle before and after the ratio adjustment: assuming that the lateral acceleration or yaw angular velocity of the vehicle meets the condition that the yaw response of the vehicle is obviously corresponding (that is, the vehicle is currently in stage two), the control device obtains the current total braking force of the vehicle, for example, 100N (negligible), which is less than the preset lower limit of the total braking force of 1600N. In this case, the control device can actively apply a third braking force to the vehicle so that the total braking force of the vehicle is greater than the preset limit of the total braking force. For example, if the third braking force is 1600N, the current total braking force of the vehicle changes from 100N to 1700N. Furthermore, the control device can adjust the ratio of the braking force on the front and rear axles of the vehicle according to the steering response of the vehicle, thereby changing the distribution of the total braking force of 1700N on the front and rear axles of the vehicle. The method of adjusting the ratio can refer to the relevant description of the above example and will not be repeated here.

[0208] It can be seen that when the vehicle's yaw response is obvious, the braking force acts on the front and rear axles of the vehicle at the same time, and the distribution of the braking force between the front and rear axles of the vehicle is dynamically adjusted according to the vehicle's steering response, which can effectively improve the vehicle's dynamic stability during steering and braking.

[0209] Regarding the above stage three:

[0210] A severe vehicle yaw response is manifested as: the vehicle's lateral acceleration exceeding a fifth threshold, or the vehicle's yaw angular velocity exceeding a sixth threshold. When the vehicle's lateral acceleration exceeds the fifth threshold, or the vehicle's yaw angular velocity exceeds the sixth threshold, the control device may control the vehicle's steering system to prevent the vehicle from turning excessively.

[0211] In one implementation, the vehicle's steering system is an electric power steering system, and controlling the vehicle's steering system includes reducing the vehicle's steering torque or applying a resistance torque to the vehicle's steering wheel. This intervention in the steering system causes the driver to expend greater effort to control the steering wheel to the same angle, thereby reminding the driver not to further increase steering effort, which helps improve the vehicle's dynamic stability during obstacle avoidance. The electric power steering (EPS) system is a power steering system in which steering assistance is provided by an electric power steering motor.

[0212] In another implementation, the vehicle's steering system is a steer-by-wire system that controls the vehicle's steering system, including adjusting the steer-by-wire ratio and / or increasing the road feel feedback torque. This can prevent the vehicle from turning excessively, which helps improve the vehicle's dynamic stability during obstacle avoidance. Here, the steering-by-wire system (SBW) eliminates the mechanical connection between the steering wheel and the steering wheel, and steering is achieved entirely by electrical energy.

[0213] For example, adjusting the steer-by-wire ratio may be increasing the ratio of the steering wheel angle increment to the front wheel angle increment.

[0214] For example, assuming the steer-by-wire ratio is at the first steering ratio before adjustment, and assuming the vehicle is operating based on the first steering ratio, when the steering wheel angle changes from 0 to 60 degrees, the front wheel angle changes from 0 to 4 degrees. That is, when the steer-by-wire ratio is at the first steering ratio, the front wheel angle increment is 1 degree for every 15-degree steering wheel angle increment. Increasing the steer-by-wire ratio, i.e., adjusting the steer-by-wire ratio from the first steering ratio to a second steering ratio, where the second steering ratio is greater than the first steering ratio, will cause the vehicle to operate based on the second steering ratio. When the steering wheel angle continues to change from 60 to 100 degrees, the front wheel angle changes from 4 to 5 degrees. That is, when the steer-by-wire ratio is at the second steering ratio, the front wheel angle increment is 1 degree for every 40-degree steering wheel angle increment.

[0215] In some possible embodiments, when the control device controls the steering system of the vehicle, the control device may also provide a steering risk warning to the driver of the vehicle to remind the driver not to continue to increase the degree of steering.

[0216] In some possible embodiments, providing a steering risk warning to the driver of the vehicle includes at least one of the following operations:

[0217] Output risk warning information;

[0218] Voice prompts; and

[0219] Controls your vehicle's steering wheel vibration.

[0220] For example, outputting the risk warning information may include displaying the risk warning information on a display device of the vehicle, where the display device may be, for example, a vehicle-mounted tablet, an onboard display, or a head-up display (HUD) system, etc., without specific limitation herein. The risk warning information may include, for example, "Do not increase the steering angle further," "It is not advisable to continue steering at this time," or similar textual information alerting the driver to steering risks.

[0221] For example, the voice prompt may be broadcast in a loop to remind the driver of the vehicle that it is not appropriate to continue to increase the steering angle.

[0222] For example, when the vehicle's steering system is an EPS system, the vehicle's steering wheel vibration can be controlled by controlling the road feel feedback module to make the steering wheel vibrate to remind the driver not to continue to increase the steering degree; when the vehicle's steering system is a wire-controlled steering system, the vehicle's steering wheel vibration can be controlled by controlling the road feel simulation module to make the steering wheel vibrate to remind the driver not to continue to increase the steering degree.

[0223] As can be seen, when the vehicle's yaw response is severe, active intervention in the vehicle's steering system can improve the vehicle's dynamic stability during steering and braking, helping to prevent vehicle instability. Furthermore, when intervening in the vehicle's steering system, the driver can be alerted through at least one of voice prompts, risk warning information displayed on a display device, and steering wheel feedback vibration. This alerts the driver to the danger of further increasing the steering angle, thus facilitating faster and more effective adjustments to the vehicle's yaw response.

[0224] In some possible embodiments, when the vehicle is in any of the three aforementioned stages, the control device stops assisting the driver in obstacle avoidance if the vehicle meets the following three conditions: the vehicle's yaw rate is less than a seventh threshold; the vehicle's lateral acceleration is less than an eighth threshold; and the vehicle's steering wheel speed is less than a ninth threshold. The seventh, eighth, and ninth thresholds are preset based on experience, with the seventh threshold being less than the third threshold, the eighth threshold being less than the second threshold, and the ninth threshold being less than the first threshold.

[0225] 5 , which is a schematic diagram of a control device according to an embodiment of the present application, the control device 30 includes a state acquisition unit 310 and an auxiliary obstacle avoidance unit 312. The control device 30 can be implemented by hardware, software, or a combination of hardware and software.

[0226] Among them, the state acquisition unit 310 is used to determine whether the vehicle avoids obstacles by turning; the auxiliary obstacle avoidance unit 312 is used to ensure that at least one of the front axle and the rear axle of the vehicle is applied with braking force in the process of assisting the driver of the vehicle to avoid obstacles.

[0227] The control device 30 may be used to implement the method described in the embodiment of Figure 3. In the embodiment of Figure 3, the state acquisition unit 310 may be used to execute S301, and the auxiliary obstacle avoidance unit 312 may be used to execute S302.

[0228] The control device 30 can also be used to implement the method described in the embodiment of Figure 4. In the embodiment of Figure 4, the state acquisition unit 310 can be used to execute S401, and the auxiliary obstacle avoidance unit 312 can be used to execute S402, S403 and S404.

[0229] It should be noted that, in other embodiments, the state acquisition unit 310 may also be used to execute any step in the method shown in FIG3 or FIG4 , and the auxiliary obstacle avoidance unit 312 may also be used to execute any step in the method shown in FIG3 or FIG4 . Alternatively, the steps that the state acquisition unit 310 and the auxiliary obstacle avoidance unit 312 are responsible for implementing may be specified as needed. It is understood that the full functionality of the control device 30 can be achieved by having the state acquisition unit 310 and the auxiliary obstacle avoidance unit 312 respectively execute different steps in the method shown in FIG3 or FIG4 .

[0230] It should be understood that the above division of the various units in the control device 30 is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or they may be physically separated. In addition, the units in the device may be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and the memory stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the various units of the device, where the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory within the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), which realizes the functions of some or all of the above units by designing the logical relationship of the components in the circuit. For another example, in another implementation, the hardware circuit can be implemented by a programmable logic device (PLD). Taking a field programmable gate array (FPGA) as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by configuring the configuration file, thereby realizing the functions of some or all of the above units. All units of the above devices can be implemented in the form of software called by the processor, or in the form of hardware circuits, or in part by software called by the processor, and the rest by hardware circuits.

[0231] In an embodiment of the present application, a processor is a circuit with a signal processing capability. In one implementation, the processor can be a circuit with instruction reading and execution capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationship of a hardware circuit. The logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by a processor as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the processor loads a configuration document to implement the process of hardware circuit configuration, which can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0232] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0233] In addition, the various units in the above devices can be fully or partially integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the device. The type of the at least one processor can be different, for example, including a CPU and FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0234] Referring to Figure 6 , which illustrates a control device according to an embodiment of the present application, the control device 40 includes a processor 401 , a communication interface 402 , a memory 403 , and a bus 404 . The processor 401 , the memory 403 , and the communication interface 402 communicate with each other via the bus 404 .

[0235] It should be understood that the present application does not limit the number of processors and memories in the control device 40 .

[0236] The control device 40 can be, for example, a hardware and software integrated platform for supporting body control and chassis control, such as a VDC, or a hardware and software integrated platform for supporting chassis control, such as a chassis domain controller, or a VCU, a brake controller or a steering controller, etc. It can also be a component in the VDC, a component in the VCU, a component in the chassis domain controller, a component in the brake controller or a component in the steering controller, and the component can be, for example, a chip, an integrated circuit, etc.

[0237] Bus 404 may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, among others. Buses may be categorized as address buses, data buses, control buses, and the like. For ease of illustration, FIG6 illustrates a single bus line, but this does not imply a single bus or type of bus. Bus 404 may include a pathway for transmitting information between various components of control device 40 (e.g., memory 403, processor 401, and communication interface 402).

[0238] The processor 401 can refer to the relevant description of the processor in the above embodiment, which will not be repeated here.

[0239] Memory 403 is used to provide storage space for storing data such as the operating system and computer programs. Memory 403 can be one or a combination of random access memory (RAM), erasable programmable read-only memory (EPROM), read-only memory (ROM), or compact disc read-only memory (CD-ROM). Memory 403 can exist independently or be integrated into processor 401.

[0240] The communication interface 402 can be used to provide information input or output for the processor 401. Alternatively, the communication interface 402 can be used to receive data transmitted externally and / or transmit data externally. It can be a wired link interface such as an Ethernet cable, or a wireless link interface (such as Wi-Fi, Bluetooth, general wireless transmission, etc.). Alternatively, the communication interface 402 can also include a transmitter (such as a radio frequency transmitter, antenna, etc.) or a receiver coupled to the interface.

[0241] The processor 401 in the control device 40 is used to read the computer program stored in the memory 403 to execute the aforementioned method, such as the method described in FIG. 3 or FIG. 4 .

[0242] In one possible design, the control device 40 may be one or more modules in an execution body for executing the method shown in FIG3 , and the processor 401 may be configured to read one or more computer programs stored in a memory to perform the following operations:

[0243] Determining, by the state acquisition unit 310, that the vehicle avoids an obstacle by turning;

[0244] In assisting the driver of the vehicle in avoiding an obstacle, a braking force is ensured to be applied to at least one of the front and rear axles of the vehicle.

[0245] In the embodiments described above, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a particular embodiment, please refer to the relevant descriptions of other embodiments. In addition, in the various embodiments of this application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other. The technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0246] It should be noted that, those skilled in the art can see that all or part of the steps in the various methods of the above embodiments can be completed by a program to instruct relevant hardware. The program can be stored in a computer-readable storage medium, and the storage medium includes a read-only memory (ROM), a random access memory (RAM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), a one-time programmable read-only memory (OTPROM), an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, magnetic disk storage, magnetic tape storage, or any other computer-readable medium that can be used to carry or store data.

[0247] The technical solution of the present application may essentially or contribute to the part or all or part of the technical solution in the form of a software product. The computer program product is stored in a storage medium and includes a number of instructions for enabling a device (which may be a personal computer, a server, or a network device, a robot, a single-chip microcomputer, a chip, a robot, etc.) to execute all or part of the steps of the method described in each embodiment of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: Determining that the vehicle avoids an obstacle by turning; In assisting the driver of the vehicle in the obstacle avoidance process, it is ensured that a braking force is applied to at least one of the front axle and the rear axle of the vehicle.

2. The method according to claim 1, characterized in that The method further comprises: Obtaining the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle; The step of ensuring that a braking force is applied to at least one of a front axle and a rear axle of the vehicle comprises: The braking force is ensured to be applied to at least one of the front and rear axles of the vehicle according to the lateral acceleration of the vehicle or the yaw rate of the vehicle.

3. The method according to claim 2, characterized in that The method further comprises: Obtaining a rotation speed of a steering wheel of the vehicle; The step of ensuring that a braking force is applied to at least one of a front axle and a rear axle of the vehicle according to a lateral acceleration of the vehicle or a yaw rate of the vehicle comprises: When the rotation speed of the steering wheel is greater than a first threshold, the lateral acceleration of the vehicle is less than a second threshold, and the yaw rate of the vehicle is less than a third threshold, it is ensured that the braking force is applied to the rear axle of the vehicle.

4. The method according to claim 3, characterized in that Before ensuring that the braking force is applied to the rear axle of the vehicle, the method further includes: Obtaining a braking rate of the vehicle's brake pedal; The step of ensuring that the braking force is applied to the rear axle of the vehicle includes: The braking force is ensured to be applied to the rear axle of the vehicle according to the depression rate of the brake pedal.

5. The method according to claim 4, characterized in that The step of ensuring that the braking force is applied to the rear axle of the vehicle according to the braking pedal stepping rate includes: When the depression rate of the brake pedal is less than a fourth threshold, the braking force is applied to the rear axle of the vehicle.

6. The method according to claim 5, characterized in that The braking force is obtained based on the lateral acceleration of the vehicle and the maximum adhesion coefficient of the vehicle.

7. The method according to claim 4, characterized in that The step of ensuring that the braking force is applied to the rear axle of the vehicle according to the braking pedal stepping rate includes: When the braking pedal depression rate is not less than a fourth threshold, it is ensured that the braking force on the rear axle of the vehicle is greater than or equal to a braking force lower limit value.

8. The method according to claim 2, characterized in that The step of ensuring that the braking force is applied to at least one of the front axle and the rear axle of the vehicle according to the lateral acceleration of the vehicle or the yaw rate of the vehicle comprises: When a preset condition is met, ensuring that the braking force is applied to the front and rear axles of the vehicle, wherein the preset condition is one of the following conditions: The lateral acceleration of the vehicle is not less than a second threshold and the lateral acceleration of the vehicle is not greater than a fifth threshold; or, The yaw rate of the vehicle is not less than a third threshold value and the yaw rate of the vehicle is not greater than a sixth threshold value.

9. The method according to claim 8, characterized in that The method further comprises: The proportion of braking force on the front axle and rear axle of the vehicle is adjusted according to the steering response of the vehicle.

10. The method according to claim 9, characterized in that The adjusting the proportion of the braking force on the front axle and the rear axle of the vehicle according to the steering response of the vehicle includes: The steering response of the vehicle is understeering, and the ratio of the braking force on the rear axle to the sum of the braking force on the front axle and the braking force on the rear axle is increased; or The steering response of the vehicle is oversteering, increasing the ratio of the braking force on the front axle to the sum of the braking force on the front axle and the braking force on the rear axle; The understeering condition refers to that: an absolute value of the yaw rate of the vehicle is less than an absolute value of an expected yaw rate, and an absolute value of a difference between the absolute value of the yaw rate of the vehicle and the absolute value of the expected yaw rate is greater than a preset threshold; The oversteering means that an absolute value of the yaw rate of the vehicle is greater than an absolute value of an expected yaw rate, and an absolute value of a difference between the absolute value of the yaw rate of the vehicle and the absolute value of the expected yaw rate is greater than a preset threshold.

11. The method according to any one of claims 2 to 10, characterized in that: The method further comprises: When the lateral acceleration of the vehicle is greater than a fifth threshold or the yaw rate of the vehicle is greater than a sixth threshold, the steering system of the vehicle is controlled.

12. The method according to claim 11, characterized in that The steering system is an electric power steering (EPS) system, and the control of the vehicle's steering system includes: The steering assist torque of the vehicle is reduced, or a resistance torque is applied to the steering wheel of the vehicle.

13. The method according to claim 11, characterized in that: The steering system is a steer-by-wire system, and controlling the steering system of the vehicle includes: Adjust the steer-by-wire ratio and / or increase the road feel feedback torque.

14. The method according to any one of claims 11 to 13, characterized in that: The method further comprises: The driver is given a steering risk warning to remind him not to continue to increase the steering angle.

15. The method according to claim 14, characterized in that Providing the driver with a steering risk warning includes at least one of the following operations: Output risk warning information; Voice prompts; and Controlling vibration of a steering wheel of the vehicle.

16. The method according to any one of claims 1 to 15, characterized in that When at least one of the following functions of the vehicle is activated, stopping assisting the driver in the obstacle avoidance: Automobile electronic stability control system ESC; Anti-lock brakes (ABS); Traction Control TCS; Autonomous Emergency Braking (AEB); and Automatic Emergency Steering (AES).

17. A device for vehicle control, characterized in that: The device comprises: A state acquisition unit, configured to determine whether the vehicle avoids an obstacle by turning; The auxiliary obstacle avoidance unit is used to ensure that a braking force is applied to at least one of the front axle and the rear axle of the vehicle in the process of assisting the driver of the vehicle in avoiding the obstacle.

18. The device according to claim 17, characterized in that The state acquisition unit is further configured to acquire the lateral acceleration of the vehicle or the yaw rate of the vehicle; The auxiliary obstacle avoidance unit is specifically configured to ensure that the braking force is applied to at least one of the front axle and the rear axle of the vehicle according to the lateral acceleration of the vehicle or the yaw angular velocity of the vehicle.

19. The device according to claim 18, characterized in that The state acquisition unit is further configured to: acquire a rotation speed of a steering wheel of the vehicle; The auxiliary obstacle avoidance unit is specifically used to ensure that the braking force is applied to the rear axle of the vehicle when the rotation speed of the steering wheel is greater than a first threshold, the lateral acceleration of the vehicle is less than a second threshold, and the yaw angular velocity of the vehicle is less than a third threshold.

20. The device according to claim 19, characterized in that The state acquisition unit is further configured to: acquire a braking rate of the vehicle's brake pedal; The auxiliary obstacle avoidance unit is specifically used to ensure that the braking force is applied to the rear axle of the vehicle according to the pedaling rate of the brake pedal.

21. The device according to claim 20, characterized in that The auxiliary obstacle avoidance unit is specifically used for: When the depression rate of the brake pedal is less than a fourth threshold, the braking force is applied to the rear axle of the vehicle.

22. The device according to claim 21, characterized in that The braking force is obtained based on the lateral acceleration of the vehicle and the maximum adhesion coefficient of the vehicle.

23. The device according to claim 20, characterized in that The auxiliary obstacle avoidance unit is specifically used for: When the braking pedal depression rate is not less than a fourth threshold, it is ensured that the braking force on the rear axle of the vehicle is greater than or equal to a braking force lower limit value.

24. The device according to claim 18, wherein The auxiliary obstacle avoidance unit is specifically used for: When a preset condition is met, ensuring that the braking force is applied to the front and rear axles of the vehicle, wherein the preset condition is one of the following conditions: The lateral acceleration of the vehicle is not less than a second threshold and the lateral acceleration of the vehicle is not greater than a fifth threshold; or, The yaw rate of the vehicle is not less than a third threshold value and the yaw rate of the vehicle is not greater than a sixth threshold value.

25. The device according to claim 24, characterized in that The auxiliary obstacle avoidance unit is also used for: The proportion of braking force on the front axle and rear axle of the vehicle is adjusted according to the steering response of the vehicle.

26. The device according to claim 25, characterized in that The auxiliary obstacle avoidance unit is specifically used for: The steering response of the vehicle is understeering, and the ratio of the braking force on the rear axle to the sum of the braking force on the front axle and the braking force on the rear axle is increased; or The steering response of the vehicle is oversteering, increasing the ratio of the braking force on the front axle to the sum of the braking force on the front axle and the braking force on the rear axle; The understeering condition refers to that: an absolute value of the yaw rate of the vehicle is less than an absolute value of an expected yaw rate, and an absolute value of a difference between the absolute value of the yaw rate of the vehicle and the absolute value of the expected yaw rate is greater than a preset threshold; The oversteering means that an absolute value of the yaw rate of the vehicle is greater than an absolute value of an expected yaw rate, and an absolute value of a difference between the absolute value of the yaw rate of the vehicle and the absolute value of the expected yaw rate is greater than a preset threshold.

27. The device according to any one of claims 18 to 26, characterized in that The auxiliary obstacle avoidance unit is also used for: When the lateral acceleration of the vehicle is greater than a fifth threshold or the yaw rate of the vehicle is greater than a sixth threshold, the steering system of the vehicle is controlled.

28. The device according to claim 27, characterized in that The steering system is an electric power steering (EPS) system, and the auxiliary obstacle avoidance unit is further used to reduce the steering assist torque of the vehicle, or apply a resistance torque to the steering wheel of the vehicle.

29. The device according to claim 27, characterized in that The steering system is a steer-by-wire system, and the auxiliary obstacle avoidance unit is further used to adjust the steer-by-wire ratio and / or increase the road feel feedback torque.

30. The device according to any one of claims 27 to 29, characterized in that The auxiliary obstacle avoidance unit is also used for: The driver is given a steering risk warning to remind him not to continue to increase the steering angle.

31. The device according to claim 30, characterized in that The auxiliary obstacle avoidance unit specifically performs at least one of the following operations: Output risk warning information; Voice prompts; and Controlling vibration of a steering wheel of the vehicle.

32. The device according to any one of claims 17 to 31, characterized in that When at least one of the following functions of the vehicle is activated, the obstacle avoidance assistance unit is further configured to stop assisting the driver in the obstacle avoidance: Automobile electronic stability control system ESC; Anti-lock brakes (ABS); Traction Control TCS; Autonomous Emergency Braking (AEB); and Automatic Emergency Steering (AES).

33. A chip, characterized in that: The chip includes at least one processor and a communication interface; The communication interface is used to receive and / or send data, and / or, the communication interface is used to provide input and / or output for the processor; and the at least one processor is used to implement the method according to any one of claims 1-16.

34. A vehicle, characterized in that: The vehicle comprises the device according to any one of claims 17 to 32, or comprises the chip according to claim 33.

35. A computer-readable storage medium, characterized in that The computer-readable storage medium stores instructions, and when the instructions are executed on at least one processor, the method according to any one of claims 1 to 16 is implemented.

36. A computer program product, characterized in that The method comprises computer instructions, which, when executed on a processor, implement the method according to any one of claims 1 to 16.

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