Lateral acceleration determination method, device and equipment and computer readable storage medium

Abstract

The invention discloses a lateral acceleration determination method, device and equipment and a computer readable storage medium. According to the method, when the vehicle speed of a vehicle is larger than a first vehicle speed threshold value and the steering angle of a steering wheel is larger than a first angle threshold value, first lateral acceleration is calculated through a vehicle dynamics model; obtaining a second lateral acceleration based on a measured value acquired by an IMU (Inertial Measurement Unit); performing weighted summation on the first lateral acceleration and the second lateral acceleration to obtain a third lateral acceleration; wherein the third lateral acceleration is used for controlling the roll of the vehicle. According to the invention, the lateral acceleration for vehicle roll control is comprehensively determined based on the vehicle dynamics model and the measurement value acquired by the IMU inertial measurement unit, and the real-time performance and accuracy of lateral acceleration measurement are improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a method, device, equipment and computer-readable storage medium for determining lateral acceleration. Background Technique

[0002] When a vehicle turns, instability phenomena such as sideslip, fishtailing and rollover are likely to occur, which may cause serious traffic accidents. Therefore, it is particularly important to perform real-time and accurate roll control on the vehicle when it turns.

[0003] In the related art, the effect of vehicle roll control is not ideal. The common method is to calculate the vehicle lateral acceleration data from the data collected by the body acceleration sensor and the IMU inertial measurement element, and then obtain the magnitude of the lateral control current according to different vehicle speeds, road surface grades and lateral accelerations, and then adjust the damping coefficient of the air suspension to perform lateral control on the vehicle and suppress vehicle sideslip.

[0004] However, due to the existence of vehicle inertia, the lateral acceleration measured by the IMU inertial measurement element will lag behind the actual situation, resulting in a certain error in the lateral acceleration value obtained by this method, and it is impossible to perform real-time and accurate roll control on the vehicle. Summary of the Invention

[0005] The present application provides a method, device, equipment and computer-readable storage medium for determining lateral acceleration, which can solve the technical problems of poor real-time performance and accuracy of lateral acceleration measurement in the prior art.

[0006] In a first aspect, an embodiment of the present application provides a method for determining lateral acceleration, and the method for determining lateral acceleration includes:

[0007] When the vehicle speed is greater than the first vehicle speed threshold and the steering wheel angle is greater than the first angle threshold, calculate a first lateral acceleration using a vehicle dynamics model;

[0008] Obtain a second lateral acceleration based on the measurement value collected by the IMU inertial measurement unit;

[0009] Perform weighted summation on the first lateral acceleration and the second lateral acceleration to obtain a third lateral acceleration; wherein, the third lateral acceleration is used for vehicle roll control.

[0010] In combination with the first aspect, in an implementation manner, the calculating a first lateral acceleration using a vehicle dynamics model when the vehicle speed is less than the second vehicle speed threshold includes:

[0011] Substitute the vehicle speed, vehicle wheelbase and steering wheel angle into the first formula to obtain a first lateral acceleration, where the first formula is:

[0012]

[0013] Among them, the second vehicle speed threshold is greater than the first vehicle speed threshold, and a y is the first lateral acceleration, v is the vehicle speed, L is the vehicle wheelbase, θ is the steering wheel angle, and i is the steering system transmission ratio.

[0014] Combined with the first aspect, in one implementation, when the vehicle speed is greater than or equal to the second vehicle speed threshold, calculating the first lateral acceleration by using a vehicle dynamics model includes:

[0015] Substituting the vehicle speed, vehicle wheelbase, steering wheel angle, steering system transmission ratio, and stability factor into the second formula to obtain the first lateral acceleration, where the second formula is:

[0016]

[0017] Among them, a y is the first lateral acceleration, v is the vehicle speed, L is the vehicle wheelbase, θ is the steering wheel angle, i is the steering system transmission ratio, and K is the stability factor, which is determined by the vehicle total mass, center of mass position, and tire cornering stiffness.

[0018] Combined with the first aspect, in one implementation, determining K according to the vehicle total mass, center of mass position, and tire cornering stiffness includes:

[0019] Substituting the vehicle total mass, distance from the center of mass to the front axle, distance from the center of mass to the rear axle, cornering stiffness of the front wheels, and cornering stiffness of the rear wheels into the third formula to obtain K, where the third formula is:

[0020]

[0021] Among them, m is the vehicle total mass, L is the vehicle wheelbase, l f is the distance from the center of mass to the front axle, l r is the distance from the center of mass to the rear axle, k1 is the cornering stiffness of the front wheels, k2 is the cornering stiffness of the rear wheels, and K is the stability factor.

[0022] Combined with the first aspect, in one implementation, before performing weighted summation on the first lateral acceleration and the second lateral acceleration, it further includes:

[0023] Determining a first weighting coefficient for the first lateral acceleration and a second weighting coefficient for the second lateral acceleration according to the state of the measured value, and the sum of the first weighting coefficient and the second weighting coefficient is 1.

[0024] In combination with the first aspect, in one embodiment, determining the first weighting coefficient of the first lateral acceleration and the second weighting coefficient of the second lateral acceleration according to the state of the measured value includes:

[0025] When the measured value is in a fluctuating state, the first weighting coefficient is greater than the second weighting coefficient;

[0026] When the measured value is in a stable state, the first weighting coefficient is equal to the second weighting coefficient;

[0027] When the measured value is in an abnormal state, the first weighting coefficient is 1.

[0028] In a second aspect, an embodiment of the present application provides a lateral acceleration determination device, which includes:

[0029] A calculation module, configured to calculate a first lateral acceleration using a vehicle dynamics model when the vehicle speed is greater than a first vehicle speed threshold and the steering wheel angle is greater than a first angle threshold;

[0030] An acquisition module, configured to obtain a second lateral acceleration based on the measured value collected by the IMU inertial measurement unit;

[0031] A weighting module, configured to perform weighted summation on the first lateral acceleration and the second lateral acceleration to obtain a third lateral acceleration; wherein, the third lateral acceleration is used for vehicle roll control.

[0032] In a third aspect, an embodiment of the present application provides a vehicle, which includes the lateral acceleration determination device as described in the second aspect.

[0033] In a fourth aspect, an embodiment of the present application provides a lateral acceleration determination device, which includes a processor, a memory, and a lateral acceleration determination program stored on the memory and executable by the processor. When the lateral acceleration determination program is executed by the processor, the steps of the lateral acceleration determination method as described in the first aspect are implemented.

[0034] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a lateral acceleration determination program is stored. When the lateral acceleration determination program is executed by a processor, the steps of the lateral acceleration determination method as described in the first aspect are implemented.

[0035] The beneficial effects brought by the technical solutions provided by the embodiments of the present application include:

[0036] In an embodiment of the present application, when the vehicle speed is greater than the first vehicle speed threshold and the steering wheel angle is greater than the first angle threshold, a first lateral acceleration is calculated using a vehicle dynamics model; a second lateral acceleration is obtained based on the measurement values collected by an IMU (Inertial Measurement Unit); the first lateral acceleration and the second lateral acceleration are weighted and summed to obtain a third lateral acceleration; wherein, the third lateral acceleration is used for vehicle roll control. Through the embodiment of the present application, the lateral acceleration for vehicle roll control is comprehensively determined based on the vehicle dynamics model and the measurement values collected by the IMU, improving the real-time performance and accuracy of lateral acceleration measurement. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a schematic flowchart of an embodiment of the method for determining the lateral acceleration of the present application;

[0038] Figure 2 It is a schematic diagram of the functional modules of an embodiment of the device for determining the lateral acceleration of the present application;

[0039] Figure 3 It is a schematic hardware structure diagram of the fault location device involved in the solution of the embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0040] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0041] To make the purpose, technical solution and advantages of the present application clearer, the following will further describe the embodiments of the present application in detail with reference to the accompanying drawings.

[0042] In a first aspect, an embodiment of the present application provides a method for determining lateral acceleration.

[0043] In one embodiment, referring to Figure 1 , Figure 1 It is a schematic flowchart of an embodiment of the method for determining the lateral acceleration of the present application. As Figure 1 shown, the method for determining the lateral acceleration includes:

[0044] Step S10, when the vehicle speed is greater than the first vehicle speed threshold and the steering wheel angle is greater than the first angle threshold, calculate a first lateral acceleration using a vehicle dynamics model;

[0045] In this embodiment, when the vehicle speed is greater than the first vehicle speed threshold and the steering wheel angle is greater than the first angle threshold, it indicates that the vehicle has a roll risk. That is, following this rule, the magnitudes of the first vehicle speed threshold and the first angle threshold are set. For example, the first vehicle speed threshold is set to 5 km / h, and the first angle threshold is set to 5°. When the vehicle speed v > 5 km / h and the steering wheel angle θ > 5°, it is determined that the vehicle has a roll risk, and then the lateral acceleration calculation process is triggered.

[0046] First, the first lateral acceleration is calculated using the vehicle dynamics model, that is, the first lateral acceleration is calculated by substituting relevant parameters into the pre-constructed vehicle dynamics model calculation formula. Specifically, in the embodiments of the present application, vehicle dynamics model calculation formulas for calculating the first lateral acceleration are pre-constructed for high-speed and low-speed scenarios respectively. For example, the second vehicle speed threshold is set to 80 km / h. When 5 km / h < vehicle speed < 80 km / h, it is considered that the vehicle is making a low-speed turn, and the first lateral acceleration can be calculated according to the vehicle dynamics model calculation formula for the low-speed scenario; when the vehicle speed ≥ 80 km / h, it is considered that the vehicle is making a high-speed turn, and the first lateral acceleration can be calculated according to the vehicle dynamics model calculation formula for the high-speed scenario.

[0047] Further, in one embodiment, step S10 includes:

[0048] Step S101, when the vehicle speed is less than the second vehicle speed threshold, calculating the first lateral acceleration using the vehicle dynamics model includes:

[0049] Substitute the vehicle speed, vehicle wheelbase, and steering wheel angle into the first formula to obtain the first lateral acceleration, where the first formula is:

[0050]

[0051] where the second vehicle speed threshold is greater than the first vehicle speed threshold, a y is the first lateral acceleration, v is the vehicle speed, L is the vehicle wheelbase, θ is the steering wheel angle, and i is the steering system transmission ratio.

[0052] In this embodiment, if 5 km / h < vehicle speed < 80 km / h, for example, the vehicle speed v = 70 km / h, the vehicle wheelbase L = 2 m, the steering wheel angle θ = 45°, and the steering system transmission ratio i = 12, substituting these data into the first formula, the value of the first lateral acceleration can be obtained.

[0053] Step S102, when the vehicle speed is greater than or equal to the second vehicle speed threshold, calculating the first lateral acceleration using the vehicle dynamics model includes:

[0054] Substitute the vehicle speed, vehicle wheelbase, steering wheel angle, steering system transmission ratio, and stability factor into the second formula to obtain the first lateral acceleration, where the second formula is:

[0055]

[0056] where a y is the first lateral acceleration, v is the vehicle speed, L is the vehicle wheelbase, θ is the steering wheel angle, i is the steering system transmission ratio, and K is the stability factor, which is determined by the vehicle total mass, center of mass position, and tire cornering stiffness.

[0057] In this embodiment, if the vehicle speed ≥ 80 km / h, for example, the vehicle speed v = 100 km / h, the vehicle wheelbase L = 3 m, the steering wheel angle θ = 60°, and the steering system transmission ratio i = 12, substituting these data into the second formula, the value of the first lateral acceleration can be obtained.

[0058] Further, in one embodiment, determining K according to the vehicle total mass, center of mass position, and tire cornering stiffness includes:

[0059] Substitute the vehicle total mass, the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle, the cornering stiffness of the front wheels, and the cornering stiffness of the rear wheels into the third formula to obtain K, where the third formula is:

[0060]

[0061] where m is the vehicle total mass, L is the vehicle wheelbase, l f is the distance from the center of mass to the front axle, l r is the distance from the center of mass to the rear axle, k1 is the cornering stiffness of the front wheels, k2 is the cornering stiffness of the rear wheels, and K is the stability factor.

[0062] Step S20, obtain the second lateral acceleration based on the measurement values collected by the IMU inertial measurement unit;

[0063] In this embodiment, during the vehicle turning process, the measurement values collected by the IMU change in real time with the vehicle movement. The measurement values collected by the IMU can be used as the second lateral acceleration; or based on the measurement values collected by the IMU, it is corrected to obtain the second lateral acceleration.

[0064] Step S30, perform weighted summation on the first lateral acceleration and the second lateral acceleration to obtain the third lateral acceleration.

[0065] In this embodiment, through the steps S10 and S20, the first lateral acceleration and the second lateral acceleration can be obtained. Weighting coefficients are assigned to the two according to the state of the IMU measurement values, and the third lateral acceleration value is output through weighted calculation. When the third lateral acceleration reaches or exceeds the lateral acceleration threshold, the air suspension will actively intervene in the adjustment to ensure the vehicle is stable and does not roll over.

[0066] For example, set the vehicle lateral acceleration threshold to 9 m / s 2 , and the third lateral acceleration obtained by weighted calculation is 10 m / s 2 . At this time, it is considered that there is a risk of rollover, and the pressure of the outer air spring needs to be increased to improve the stiffness and support force to suppress the rollover of the vehicle during cornering; if the third lateral acceleration calculated by weighted calculation is 8 m / s 2 , at this time, the air spring damping force and stiffness remain unchanged, and the current state of the air suspension remains unchanged.

[0067] In the embodiment of the present application, when the vehicle speed is greater than the first vehicle speed threshold and the steering wheel angle is greater than the first angle threshold, the first lateral acceleration is calculated using the vehicle dynamics model; the second lateral acceleration is obtained based on the measurement values collected by the IMU inertial measurement unit; the first lateral acceleration and the second lateral acceleration are weighted and summed to obtain the third lateral acceleration; wherein, the third lateral acceleration is used for vehicle roll control. Through the embodiment of the present application, the lateral acceleration for vehicle roll control is comprehensively determined based on the vehicle dynamics model and the measurement values collected by the IMU inertial measurement unit, improving the real-time performance and accuracy of lateral acceleration measurement.

[0068] Further, in one embodiment, before step S30, it further includes:

[0069] Step S40, determining the first weighting coefficient of the first lateral acceleration and the second weighting coefficient of the second lateral acceleration according to the state of the measurement values, and the sum of the first weighting coefficient and the second weighting coefficient is 1.

[0070] In this embodiment, when just turning, the lateral acceleration value measured by the IMU fluctuates greatly. At this time, the first weighting coefficient is set to 0.8 and the second weighting coefficient is set to 0.2; when the change of the measurement value tends to be stable, at this time, both the first weighting coefficient and the second weighting coefficient are set to 0.5; when the IMU measurement value is abnormal, at this time, the first weighting coefficient is set to 1.

[0071] Further, in one embodiment, step S40 includes:

[0072] Step S401, when the measurement value is in a fluctuating state, the first weighting coefficient is greater than the second weighting coefficient;

[0073] In this embodiment, at the initial stage of turning, the measured value of the IMU increases from 0 m / s 2 gradually. Since it is in a fluctuating state, a preset change rate can be set. When the change rate of the measured value is greater than or equal to the preset change rate, it is considered to be in a fluctuating state.

[0074] For example, at the initial stage of turning, the change rate of the measured value is greater than or equal to the preset change rate, and the measured value increases from 0 m / s 2 gradually by 10 m / s 2 . Assuming that the calculated value of the first lateral acceleration is 8 m / s 2 , the weighted third lateral acceleration increases from a y = 0.8×8 + 0.2×0 = 6.4 m / s 2 to a y = 0.8×8 + 0.2×10 = 8.4 m / s 2 .

[0075] Step S402: When the measured value is in a stable state, the first weighting coefficient is equal to the second weighting coefficient;

[0076] In this embodiment, when the change rate of the measured value is less than the preset change rate, it is determined that the measured value is in a stable state, and the first weighting coefficient and the second weighting coefficient are equal. For example, both the first weighting coefficient and the second weighting coefficient are set to 0.5. Assuming that the calculated value of the first lateral acceleration is 9.5 m / s 2 , and the second lateral acceleration is 9 m / s 2 , then the third lateral acceleration a y = 0.5×9.5 + 0.5×9 = 9.25 m / s 2 . Of course, the first weighting coefficient and the second weighting coefficient can also tend to be equal, that is, the difference between the two is very small, for example, the difference is within 0.1.

[0077] Step S403: When the measured value is in an abnormal state, the first weighting coefficient is 1.

[0078] In this embodiment, when the measured value of the IMU exceeds the reasonable range or the IMU inertial measurement unit fails, it is determined that the measured value is in an abnormal state, and the first weighting coefficient is set to 1. For example, the calculated value of the first lateral acceleration is 8 m / s 2 , and the measured value of the IMU exceeds 15 m / s 2 , then at this time the third lateral acceleration a y = 1×8 = 8 m / s 2 .

[0079] In this embodiment, by flexibly allocating weights to the first lateral acceleration calculated by the vehicle dynamics model and the second lateral acceleration collected by the IMU according to the state of the IMU measurement values, and performing dynamic weighted summation, the adverse effects of the IMU measurement values on the final result are effectively avoided, so as to ensure that the finally determined third lateral acceleration is more consistent with the actual situation, and thus the vehicle roll control can be effectively performed.

[0080] In a second aspect, an embodiment of the present application further provides a lateral acceleration determination device.

[0081] In one embodiment, referring to Figure 2 , Figure 2 is a schematic diagram of the functional modules of an embodiment of the lateral acceleration determination device of the present application. As Figure 2 shown, the lateral acceleration determination device includes:

[0082] A calculation module 10, configured to calculate a first lateral acceleration using a vehicle dynamics model when the vehicle speed is greater than a first vehicle speed threshold and the steering wheel angle is greater than a first angle threshold;

[0083] An acquisition module 20, configured to obtain a second lateral acceleration based on the measurement values collected by an IMU inertial measurement unit;

[0084] A weighting module 30, configured to perform weighted summation on the first lateral acceleration and the second lateral acceleration to obtain a third lateral acceleration; wherein, the third lateral acceleration is used for vehicle roll control.

[0085] Further, in one embodiment, when the vehicle speed is less than a second vehicle speed threshold, the calculation module 10 is specifically configured to:

[0086] Substitute the vehicle speed, vehicle wheelbase, and steering wheel angle into a first formula to obtain a first lateral acceleration, where the first formula is:

[0087]

[0088] where the second vehicle speed threshold is greater than the first vehicle speed threshold, a y is the first lateral acceleration, v is the vehicle speed, L is the vehicle wheelbase, θ is the steering wheel angle, and i is the steering system transmission ratio.

[0089] Further, in one embodiment, when the vehicle speed is greater than or equal to the second vehicle speed threshold, the calculation module 10 is specifically configured to:

[0090] Substitute the vehicle speed, vehicle wheelbase, steering wheel angle, steering system transmission ratio, and stability factor into a second formula to obtain a first lateral acceleration, where the second formula is:

[0091]

[0092] Among them, a y is the first lateral acceleration, v is the vehicle speed, L is the wheelbase of the vehicle, θ is the steering wheel angle, i is the transmission ratio of the steering system, and K is the stability factor, which is determined by the total vehicle mass, the position of the center of mass, and the cornering stiffness of the tires.

[0093] Further, in one embodiment, determining K according to the total vehicle mass, the position of the center of mass, and the cornering stiffness of the tires includes:

[0094] Substitute the total vehicle mass, the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle, the cornering stiffness of the front wheels, and the cornering stiffness of the rear wheels into the third formula to obtain K, where the third formula is:

[0095]

[0096] Among them, m is the total vehicle mass, L is the wheelbase of the vehicle, l f is the distance from the center of mass to the front axle, l r is the distance from the center of mass to the rear axle, k1 is the cornering stiffness of the front wheels, k2 is the cornering stiffness of the rear wheels, and K is the stability factor.

[0097] Further, in one embodiment, the lateral acceleration determination device further includes a weighting coefficient determination module for:

[0098] Determine the first weighting coefficient of the first lateral acceleration and the second weighting coefficient of the second lateral acceleration according to the state of the measured value, and the sum of the first weighting coefficient and the second weighting coefficient is 1.

[0099] Further, in one embodiment, the weighting module is specifically used for:

[0100] When the measured value is in a fluctuating state, the first weighting coefficient is greater than the second weighting coefficient;

[0101] When the measured value is in a stable state, the first weighting coefficient is equal to the second weighting coefficient;

[0102] When the measured value is in an abnormal state, the first weighting coefficient is 1.

[0103] Among them, the function implementation of each module in the above lateral acceleration determination device corresponds to each step in the above lateral acceleration determination method embodiment, and its function and implementation process will not be elaborated here one by one.

[0104] In a third aspect, an embodiment of the present application provides a vehicle, which includes the lateral acceleration determination device as described in the second aspect.

[0105] Among them, it is easy to understand that the vehicle further includes other common components, which will not be elaborated here.

[0106] Fourthly, an embodiment of the present application provides a lateral acceleration determination device, which may be a device with data processing functions such as an electronic control unit (ECU).

[0107] Referring to Figure 3 , Figure 3 FIG. is a schematic diagram of the hardware structure of the lateral acceleration determination device involved in the embodiment solution of the present application. In the embodiment of the present application, the lateral acceleration determination device may include a processor, a memory, a communication interface, and a communication bus.

[0108] Among them, the communication bus can be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0109] The communication interface includes interfaces such as input / output (I / O) interfaces, physical interfaces, and logical interfaces for interconnecting the components inside the lateral acceleration determination device, as well as interfaces for interconnecting the lateral acceleration determination device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0110] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0111] The processor can be a general-purpose processor, and the general-purpose processor can call the lateral acceleration determination program stored in the memory and execute the lateral acceleration determination method provided by the embodiment of the present application. For example, the general-purpose processor can be a central processing unit (CPU). Among them, the method executed when the lateral acceleration determination program is called can refer to the various embodiments of the lateral acceleration determination method of the present application and will not be elaborated here.

[0112] Those skilled in the art can understand that Figure 3 the hardware structure shown in FIG. does not constitute a limitation to the present application, and may include more or fewer components than shown in the figure, or combine some components, or have different component arrangements.

[0113] In a fifth aspect, an embodiment of the present application further provides a computer-readable storage medium.

[0114] A lateral acceleration determination program is stored on the computer-readable storage medium of the present application. When the lateral acceleration determination program is executed by a processor, the steps of the lateral acceleration determination method as described above are implemented.

[0115] Wherein, for the method implemented when the lateral acceleration determination program is executed, reference may be made to various embodiments of the lateral acceleration determination method of the present application, which will not be elaborated herein.

[0116] It should be noted that the serial numbers of the embodiments of the present application above are only for description and do not represent the superiority or inferiority of the embodiments.

[0117] The terms "including" and "having" and any variations thereof in the specification, claims and drawings of the present application are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or units inherent to these processes, methods, products or devices. The descriptions of terms such as "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit that "first", "second" and "third" are different types.

[0118] In the description of the embodiments of the present application, terms such as "exemplary", "for example" or "for instance" are used to indicate examples, illustrations or explanations. Any embodiment or design solution described as "exemplary", "for example" or "for instance" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of terms such as "exemplary", "for example" or "for instance" is intended to present relevant concepts in a specific manner.

[0119] In the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B; "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality" means two or more than two.

[0120] In some processes described in the embodiments of the present application, there are multiple operations or steps that appear in a specific order. However, it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or may be executed in parallel. The serial numbers of the operations are only used to distinguish different operations, and the serial numbers themselves do not represent any execution order. Additionally, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0121] Through the description of the above embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases, the former is a better implementation method. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium as described above (such as ROM / RAM, magnetic disk, optical disc) and includes several instructions for causing a terminal device to execute the methods described in the various embodiments of the present application.

[0122] The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structural or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A method for determining lateral acceleration, characterized in that: The lateral acceleration determination method comprises: When the vehicle speed is greater than a first vehicle speed threshold and the steering wheel angle is greater than a first angle threshold, a first lateral acceleration is calculated using a vehicle dynamics model; Obtaining a second lateral acceleration based on a measurement value collected by an IMU inertial measurement unit; A third lateral acceleration is obtained by performing a weighted summation on the first lateral acceleration and the second lateral acceleration; wherein the third lateral acceleration is used for performing vehicle roll control.

2. The method for determining lateral acceleration according to claim 1, characterized in that: When the vehicle speed is less than the second vehicle speed threshold, the first lateral acceleration calculated by using the vehicle dynamics model includes: Substituting the vehicle speed, the vehicle wheelbase and the steering wheel angle into the first formula, a first lateral acceleration is obtained, wherein the first formula is: Among them, the second vehicle speed threshold is greater than the first vehicle speed threshold, a y is the first lateral acceleration, v is the vehicle speed, L is the vehicle wheelbase, θ is the steering wheel angle, and i is the steering system transmission ratio.

3. The method for determining lateral acceleration according to claim 1, characterized in that: When the vehicle speed is greater than or equal to the second vehicle speed threshold, the first lateral acceleration calculated by using the vehicle dynamics model includes: Substituting the vehicle speed, vehicle wheelbase, steering wheel angle, steering system transmission ratio, and stability factor into the second formula, the first lateral acceleration is obtained, wherein the second formula is: Among them, a y is the first lateral acceleration, v is the vehicle speed, L is the vehicle wheelbase, θ is the steering wheel angle, i is the steering system transmission ratio, and K is the stability factor, which is determined by the vehicle's total mass, center of mass position, and tire cornering stiffness.

4. The method for determining lateral acceleration according to claim 3, characterized in that: Determine K based on the vehicle's gross mass, center of mass position and tire cornering stiffness including: Substitute the total mass of the vehicle, the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle, the cornering stiffness of the front wheel, and the cornering stiffness of the rear wheel into the third formula to obtain K, where the third formula is: Where m is the total mass of the vehicle, L is the wheelbase of the vehicle, and l f is the distance from the center of mass to the front axle, l r is the distance from the center of mass to the rear axle, k1 is the cornering stiffness of the front wheel, k2 is the cornering stiffness of the rear wheel, and K is the stability factor.

5. The method for determining lateral acceleration according to claim 1, characterized in that: Before weighted summing the first lateral acceleration and the second lateral acceleration, the method further includes: A first weighting coefficient of the first lateral acceleration and a second weighting coefficient of the second lateral acceleration are determined according to the state of the measurement value, and the sum of the first weighting coefficient and the second weighting coefficient is 1.

6. The method for determining lateral acceleration according to claim 5, characterized in that: Determining a first weighting coefficient of the first lateral acceleration and a second weighting coefficient of the second lateral acceleration according to the state of the measurement value includes: When the measured value is in a fluctuating state, the first weighting coefficient is greater than the second weighting coefficient; When the measured value is in a stable state, the first weighting coefficient is equal to the second weighting coefficient; When the measured value is in an abnormal state, the first weighting coefficient is 1.

7. A lateral acceleration determination device, characterized in that: The lateral acceleration determination device comprises: A calculation module, configured to calculate a first lateral acceleration using a vehicle dynamics model when the vehicle speed is greater than a first vehicle speed threshold and the steering wheel angle is greater than a first angle threshold; An acquisition module, used for obtaining a second lateral acceleration based on a measurement value acquired by an IMU inertial measurement unit; The weighting module is used to perform weighted summation on the first lateral acceleration and the second lateral acceleration to obtain a third lateral acceleration; wherein the third lateral acceleration is used for vehicle roll control.

8. A vehicle, characterized in that: The vehicle comprises a lateral acceleration determination device as claimed in claim 7.

9. A lateral acceleration determination device, characterized in that The lateral acceleration determination device includes a processor, a memory, and a lateral acceleration determination program stored in the memory and executable by the processor, wherein when the lateral acceleration determination program is executed by the processor, the steps of the lateral acceleration determination method as described in any one of claims 1 to 6 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a lateral acceleration determination program, wherein when the lateral acceleration determination program is executed by a processor, the steps of the lateral acceleration determination method according to any one of claims 1 to 6 are implemented.

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