ESC activation method and device of intelligent driving vehicle

Abstract

The invention discloses an ESC activation method and device for an intelligent driving vehicle. According to the method, after an intelligent driving function of a vehicle is started, an ESC activation probability is obtained; when the ESC activation probability is greater than a preset latch interval, outputting a pre-exit signal and an early warning signal of the ADS; the pre-exit signal is used for indicating the ADS to maintain the stability of the vehicle driving state; the early-warning signal is used for prompting a driver to take over vehicles; obtaining a stability parameter of the vehicle, wherein the stability parameter is used for representing the stability characteristic of the driving state of the vehicle; and when the stable parameter meets the ESC activation condition, activating the ESC. When it is determined that the ESC activation probability is larger than the latch interval, the pre-exit signal and the early warning signal are output, early warning is given to a driver in advance, and the driver is prompted to take over the vehicle; and when the stability of the running state of the vehicle is maintained through the ADS and the stability parameter is determined to meet the ESC activation condition, the ESC is activated, so that a certain reaction time can be provided for the driver, and the safety risk that the driver takes over the vehicle subsequently is reduced.

Description

An ESC activation method and device for an intelligent driving vehicle Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to an ESC activation method and device for an intelligent driving vehicle. Background Art

[0002] The development of intelligent driving technology has made vehicles with intelligent driving capabilities increasingly popular. However, when a vehicle with intelligent driving functions is driving on slippery roads due to rain, snow, or other weather conditions, the driving torque requested by the autonomous driving system (ADS) during steering may not meet the road adhesion conditions, causing dangerous driving conditions such as vehicle nose-pushing or tailspin, and activating the electronic stability controller (ESC).

[0003] In the existing technology, the safe and stable boundaries of steering are calculated based on current information, and the steering / brake actuators are controlled within the actual stable boundaries. By default, ESC is not triggered or the probability of triggering is low. However, after ESC is activated, the intelligent driving function is directly exited. When the driver is faced with an emergency situation in which ADS is directly exited, he or she may not have time to react or take over the vehicle when the vehicle is unstable, which poses a safety risk.

[0004] Summary of the Invention

[0005] The present application provides a method and device for activating the ESC function of a chassis stability control (ESC) of an intelligent driving vehicle, which is used to control the vehicle's driving state before the vehicle activates ESC and reduce the safety risk of the driver taking over the vehicle.

[0006] In a first aspect, the present application provides an ESC activation method for an intelligent driving vehicle. A vehicle management module that performs activation management of the ESC of the intelligent driving vehicle is used as an execution subject. The method includes:

[0007] When the vehicle's intelligent driving function is activated, the vehicle management module obtains the ESC activation probability. When the ESC activation probability exceeds a preset latching interval, the vehicle management module outputs a pre-exit signal and a warning signal for the automated driving system (ADS). The pre-exit signal instructs the ADS to maintain a stable driving state, while the warning signal prompts the driver to take over the vehicle. The vehicle management module then obtains vehicle stability parameters, which characterize the stability characteristics of the vehicle's driving state. When these stability parameters meet the ESC activation conditions, the vehicle management module activates the ESC.

[0008] In this method, after the vehicle starts intelligent driving, the vehicle management module obtains the ESC activation probability and determines whether the ESC activation probability is greater than the latch interval; when the ESC activation probability is greater than the latch interval, the vehicle management module outputs a pre-exit signal, instructing the ADS to maintain the stability of the vehicle's driving state while outputting a warning signal to prompt the driver to take over the vehicle and give the driver time to react; and when it is determined that the obtained vehicle stability parameters meet the ESC activation conditions, the ESC is activated, so that the driver can safely take over the vehicle after the ESC is activated, reducing the safety risk of the driver taking over the vehicle when the vehicle mode is switched.

[0009] In one possible design, the vehicle management module obtains driving data of the vehicle and determines the ESC activation probability based on the driving data.

[0010] In this design, the vehicle management module can accurately determine the activation probability of ESC based on driving data.

[0011] In one possible design, the vehicle management module determines an activation factor based on driving data; wherein the activation factor includes at least one parameter among concentration, vehicle state parameters, and road adhesion coefficient, and the concentration is used to characterize the driver's ability to take over the vehicle after the ADS exits; then, the vehicle management module determines the ESC activation probability based on the activation factor.

[0012] In this design, the vehicle management module can accurately determine the ESC activation probability based on at least one parameter among concentration, vehicle state parameters and road adhesion coefficient.

[0013] In one possible design, the vehicle management module performs weight normalization on the activation factors to obtain the ESC activation probability.

[0014] In one possible design, the vehicle management module sends a pre-exit signal to the ADS to determine that the vehicle enters the ADS pre-exit stage, and adjusts the vehicle's steering, driving force and braking force through the ADS to control the vehicle's driving state to be in a stable deceleration state.

[0015] In this design, during the ADS pre-exit stage, the vehicle management module uses ADS to adjust the vehicle's steering, driving force, and braking force, controlling the vehicle's driving state to a stable deceleration state, thereby controlling vehicle stability and providing a safety guarantee for subsequent drivers to take over the vehicle.

[0016] In one possible design, after outputting the pre-exit signal and the warning signal, the vehicle management module determines whether the ESC activation probability is less than a latching interval. If the ESC activation probability is greater than the latching interval, or if the ESC activation probability is within the latching interval, the vehicle management module acquires the stability parameter. If it is determined that the ESC activation probability is less than the latching interval, the vehicle management module calculates the duration of the ESC activation probability being less than the latching interval. When the duration exceeds a time threshold, the vehicle management module stops outputting the pre-exit signal and the warning signal.

[0017] In this design, after the vehicle management module outputs the pre-exit signal and the warning signal, the vehicle enters the ADS pre-exit phase, during which the vehicle is controlled to maintain a stable deceleration state and to determine whether the ESC activation probability during the pre-exit phase is less than the latching interval. When the vehicle management module determines that the ESC activation probability is not less than the latching interval, it obtains a stability parameter to determine whether to activate ESC to maintain vehicle stability. When the vehicle management module determines that the ESC activation probability is less than the latching interval, it determines that the vehicle is gradually stabilizing under ADS control. At this time, the duration of the ESC activation probability being less than the latching interval is calculated. When it is determined that the duration is greater than a time threshold, it is determined that the ADS control of the vehicle has regained stability, stops outputting the pre-exit signal and the warning signal, and the vehicle returns to intelligent driving mode.

[0018] In one possible design, the vehicle management module activates ESC, determines that the vehicle enters the ESC activation stage, and exits ADS at the same time; during the ESC activation stage, the vehicle management module adjusts the vehicle's steering, driving force and braking force through ESC to control the vehicle's driving state to be in a stable deceleration state; at the same time, the vehicle management module obtains stability parameters and determines whether the stability parameters meet the stability conditions; when it is determined that the stability parameters meet the stability conditions, the vehicle management module exits ESC.

[0019] In this design, during the ESC activation phase, the vehicle management module adjusts the vehicle's steering, driving force, and braking force through ESC to control the vehicle's driving state to a stable deceleration state, so that the vehicle can regain stability and provide a safe driving environment for the driver to take over the vehicle.

[0020] In one possible design, after exiting ESC, the vehicle management module adjusts the vehicle's speed, driving force and braking force, controls the vehicle's driving state to be in a stable deceleration state, and determines whether the driver takes over the vehicle within the warning time period after the warning signal is output; and when it is determined that the driver has not taken over the vehicle within the warning time period, the vehicle management module controls the vehicle to stop.

[0021] In this design, after exiting ESC, the vehicle management module controls the vehicle to a stable deceleration state, providing safety protection for the driver to take over the vehicle. After determining that the driver has not taken over the vehicle within the warning time period, the vehicle is controlled to stop, which can ensure driving safety and avoid accidents.

[0022] In a second aspect, the present application provides an ESC activation device for an intelligent driving vehicle, the device comprising:

[0023] The first acquisition unit is used to obtain the ESC activation probability when the vehicle turns on the intelligent driving function;

[0024] an output unit, configured to output a pre-exit signal and a warning signal of the automatic driving system (ADS) when the ESC activation probability is greater than a preset latching interval; wherein the pre-exit signal is used to instruct the ADS to maintain a stable driving state of the vehicle; and the warning signal is used to prompt the driver to take over the vehicle;

[0025] a second acquiring unit, configured to acquire a stability parameter of the vehicle, wherein the stability parameter is used to characterize a stability characteristic of a driving state of the vehicle;

[0026] An activation unit is configured to activate the ESC when the stability parameter satisfies an ESC activation condition.

[0027] In one possible design, the first acquiring unit is specifically configured to:

[0028] Acquiring driving data of the vehicle;

[0029] The ESC activation probability is determined based on the driving data.

[0030] In one possible design, the first acquiring unit is specifically configured to:

[0031] determining an activation factor based on the driving data; the activation factor comprising at least one parameter selected from the group consisting of a concentration level, a vehicle state parameter, and a road adhesion coefficient; the concentration level being used to characterize the driver's ability to take over the vehicle after the ADS exits;

[0032] The ESC activation probability is determined according to the activation factor.

[0033] In one possible design, the first acquiring unit is specifically configured to:

[0034] The activation factors are weighted and normalized to obtain the ESC activation probability.

[0035] In one possible design, the output unit is specifically configured to:

[0036] Sending the pre-exit signal to the ADS to determine that the vehicle enters the ADS pre-exit stage;

[0037] The steering, driving force and braking force of the vehicle are adjusted by the ADS to control the driving state of the vehicle to be in a stable deceleration state.

[0038] In one possible design, after outputting the pre-exit signal and the warning signal of the automatic driving system ADS, the second acquisition unit is further configured to:

[0039] determining whether the ESC activation probability is less than the latch interval;

[0040] If the ESC activation probability is greater than the latch interval, or the ESC activation probability is within the latch interval, acquiring the stability parameter;

[0041] If the ESC activation probability is less than the latch interval, the duration of the ESC activation probability being less than the latch interval is counted; when the duration is greater than a time threshold, the output of the pre-exit signal and the warning signal is stopped.

[0042] In one possible design, the activation unit is specifically used to:

[0043] activating the ESC, determining that the vehicle enters an ESC activation phase, and exiting the ADS;

[0044] During the ESC activation phase, the steering, driving force, and braking force of the vehicle are adjusted by the ESC to control the vehicle's driving state to be in the stable deceleration state;

[0045] Acquire the stability parameter, and determine whether the stability parameter satisfies a stability condition; if the stability parameter satisfies the stability condition, exit the ESC.

[0046] In a possible design, after exiting the ESC, the activation unit is further configured to:

[0047] Adjusting the steering, driving force, and braking force of the vehicle to control the vehicle's driving state to be in the stable deceleration state;

[0048] determining whether the driver takes over the vehicle within a warning time period after outputting the warning signal;

[0049] If the driver fails to take over the vehicle within the warning time period, the vehicle is braked to a stop.

[0050] In a third aspect, the present application provides an electronic device for use in an intelligent driving vehicle, the electronic device comprising a processor and a memory, wherein the memory stores one or more computer programs, the one or more computer programs comprising instructions, and when the processor calls the instructions, the communication device executes the ESC activation method for the intelligent driving vehicle of the first aspect mentioned above.

[0051] In a fourth aspect, the present application provides an intelligent driving vehicle, which includes ESC, ADS and the ESC activation device described in the second aspect above. When the ADS is activated, the ESC activation device executes the method in the first aspect above or any possible implementation of the first aspect.

[0052] In a fifth aspect, the present application provides a computer-readable storage medium having a computer program or instruction stored thereon. When the computer program or instruction is executed, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0053] In a sixth aspect, the present application provides a computer program product. When a computer executes the computer program product, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0054] For the beneficial effects of the second to fourth aspects mentioned above, please refer to the description of the beneficial effects of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] FIG1 is a schematic flow chart of a possible ESC activation method for an intelligent driving vehicle according to a solution provided in an embodiment of the present application;

[0056] FIG2 is a schematic diagram of a possible vehicle driving state of the solution provided in an embodiment of the present application;

[0057] FIG3 is a schematic diagram of another possible vehicle driving state of the solution provided in an embodiment of the present application;

[0058] FIG4 is a schematic diagram of another possible vehicle driving state of the solution provided in an embodiment of the present application;

[0059] FIG5 is a schematic diagram of a complete flow chart of a possible ESC activation method for an intelligent driving vehicle according to an embodiment of the present application;

[0060] FIG6 is a schematic structural diagram of a possible ESC activation system of the solution provided in an embodiment of the present application;

[0061] FIG7 is a schematic structural diagram of an ESC activation device for an intelligent driving vehicle according to an embodiment of the present application;

[0062] FIG8 is a schematic structural diagram of an electronic device according to an embodiment of the present application;

[0063] FIG9 is a schematic structural diagram of an intelligent driving vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0064] The present application provides an ESC activation method and device for an intelligent driving vehicle. The method and device are based on the same concept. Since the method and device solve similar problems, the implementation of the device and method can refer to each other, and the repetitive parts will not be repeated.

[0065] In order to make the purpose, technical solutions and advantages of the embodiments of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings. In the description of the embodiments of the present application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features.

[0066] To facilitate understanding, exemplary descriptions of concepts related to this application are provided for reference.

[0067] 1) Chassis stability control (electronic stability controller, ESC) is a new type of active safety system for vehicles. It is a further expansion of the functions of the vehicle's antilock brake system (ABS) and traction control system (TCS). On this basis, it adds a yaw rate sensor, lateral acceleration sensor and steering wheel angle sensor when the vehicle is turning. The electronic control unit controls the driving force and braking force of the front and rear, left and right wheels to ensure the lateral stability of the vehicle.

[0068] 2) Road Adhesion Coefficient: This is the ratio of adhesion to wheel normal pressure (perpendicular to the road surface). In rough calculations, it can be thought of as the coefficient of static friction between the tire and the road surface. It is determined by both the road surface and the tire. The higher this coefficient, the greater the available adhesion, and the less likely the vehicle is to slip.

[0069] In the description of the embodiments of the present application, "and / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent three situations: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. At least one referred to in this application refers to one or more; multiple refers to two or more. In addition, it should be understood that in the description of this application, words such as "first" and "second" are only used for the purpose of distinguishing the description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order. The embodiments of the present application will be described in detail below in conjunction with the accompanying drawings.

[0070] In the existing technology, the safe and stable boundaries of steering are calculated based on current information, and the steering / brake actuators are controlled within the actual stable boundaries. By default, ESC is not triggered or the probability of triggering is low. However, after ESC is activated, the intelligent driving function is directly exited. When the driver is faced with an emergency situation in which ADS is directly exited, he or she may not have time to react or take over the vehicle when the vehicle is unstable, which poses a safety risk.

[0071] In order to reduce the safety risk of the driver taking over the vehicle after ESC is activated, an embodiment of the present application provides an ESC activation method for an intelligent driving vehicle. The following is an explanation of the method using a vehicle management module that performs activation management of the ESC of an intelligent driving vehicle as the execution body: In this method, after the vehicle turns on the intelligent driving function, the vehicle management module obtains the ESC activation probability; and when the ESC activation probability is greater than a preset latching interval, the vehicle management module outputs a pre-exit signal and a warning signal of the autonomous driving system (ADS); wherein the pre-exit signal is used to instruct the ADS to maintain the stability of the vehicle's driving state, and the warning signal is used to prompt the driver to take over the vehicle; then, the vehicle management module obtains the stability parameters of the vehicle, wherein the stability parameters are used to characterize the stability characteristics of the vehicle's driving state; when the stability parameters meet the ESC activation conditions, the vehicle management module activates the ESC.

[0072] The solution provided in this application is introduced below with reference to the accompanying drawings and specific embodiments.

[0073] FIG1 is a schematic diagram of an ESC activation method for an intelligent driving vehicle provided in an embodiment of the present application. The following description is based on a vehicle management module that performs activation management of the ESC of an intelligent driving vehicle. As shown in FIG1 , the method includes:

[0074] S101: When the vehicle turns on the intelligent driving function, the vehicle management module obtains the ESC activation probability.

[0075] During implementation, after determining that the vehicle has activated the intelligent driving function, the vehicle management module obtains the vehicle's driving data and determines the ESC activation probability based on the obtained driving data.

[0076] In some optional embodiments, driving data includes, but is not limited to, driver input information, vehicle status information captured by vehicle sensors, driver images captured by in-vehicle cameras, and road and environmental images captured by external cameras. Driver input information includes, but is not limited to, steering wheel angle, accelerator pedal travel, and brake pedal travel; and vehicle status information captured by sensors includes, but is not limited to, lateral and longitudinal acceleration, wheel speed, vehicle speed, yaw rate, sideslip angle, and wheel slip rate.

[0077] In one embodiment, the vehicle management module may execute S201 by the following steps:

[0078] A1: The vehicle management module determines the activation factor based on driving data.

[0079] Among them, the activation factor includes at least one parameter among concentration, vehicle state parameters, and road adhesion coefficient; the concentration is used to characterize the driver's ability to take over the vehicle after the ADS exits.

[0080] The vehicle management module can determine the activation factor in the following ways:

[0081] In some optional embodiments, the vehicle management module determines the driver's concentration based on the driver image in the driving data.

[0082] During implementation, the vehicle management module can input the acquired driver image into a trained image recognition model, extract features from the image based on the trained image recognition model, obtain facial feature parameters, and determine the concentration level based on the facial feature parameters.

[0083] Optionally, the vehicle management module can determine the driver's concentration level based on the correspondence between facial feature parameters and concentration levels. When there are multiple facial feature parameters, the sum of the concentration levels corresponding to the multiple facial feature parameters is used as the driver's current concentration level.

[0084] In some optional embodiments, the vehicle management module determines a vehicle state parameter based on the vehicle state information in the driving data, wherein the vehicle state parameter includes at least one of slip rate, sideslip angle deviation, yaw rate deviation, and lateral acceleration.

[0085] In implementation, the vehicle management module can determine the vehicle status parameters in the following ways:

[0086] In some optional embodiments, the vehicle management module may determine the slip rate of each wheel based on the wheel speed and vehicle speed in the vehicle status information, and use the maximum value of the slip rates of each wheel as the first slip rate; the vehicle management module uses the maximum value of the wheel slip rate in the vehicle status information as the second slip rate; the vehicle management module uses the slip rate obtained by fusing the first slip rate and the second slip rate through the Kalman filtering method as the vehicle status parameter.

[0087] In some optional implementations, the vehicle management module may use the lateral acceleration in the vehicle status information as a vehicle status parameter.

[0088] In some optional embodiments, the vehicle management module may determine the lateral and longitudinal speeds of the vehicle based on the vehicle state information, and determine the actual sideslip angle of the vehicle in the current state based on the determined longitudinal and lateral speeds. The vehicle management module may also input the vehicle state information into a linear 2-DOF vehicle model and, based on the linear 2-DOF vehicle model, obtain an ideal sideslip angle. The vehicle management module then uses the difference between the actual and ideal sideslip angles as the sideslip angle deviation.

[0089] Optionally, in the embodiment of the present application, the vehicle management module may select a linear 2-DOF vehicle model as a reference model, and use the center of mass slip angle β when the vehicle enters a stable state as a reference value; in order to ensure vehicle driving stability, the vehicle model limits the upper limit of the center of mass slip angle to |β max |=μg(b / u 2 +ma / k2L); β and |β max |min{β,|β max |}) as the ideal sideslip angle.

[0090] Among them, μ represents the road adhesion coefficient in the vehicle status information; a represents the distance from the front axle to the center of mass; b represents the distance from the rear axle to the center of mass; k2 represents the rear wheel lateral stiffness; g represents the acceleration of gravity; m represents the vehicle weight; and L represents the distance between the rear wheels.

[0091] In some optional embodiments, the vehicle management module uses the yaw rate in the vehicle status information as the actual yaw rate; the vehicle management module inputs the vehicle status information into a vehicle model, and determines the ideal yaw rate based on the vehicle model; and the vehicle management module uses the difference between the actual yaw rate and the ideal yaw rate as the yaw rate deviation.

[0092] Optionally, the vehicle management module can input the vehicle state information into a linear 2-DOF vehicle model, use the yaw rate ω when the vehicle enters a stable state as a reference value, and define the yaw rate upper limit value |ω according to the vehicle model. max |=0.85μg / Vx ; where μ represents the road adhesion coefficient in the vehicle status information, V x represents the longitudinal speed, and g represents the acceleration due to gravity. The vehicle model converts ω and |ω max |The minimum value min{ω,|ω max |} is output as the ideal yaw rate.

[0093] In some optional implementations, the vehicle management module determines the road adhesion parameter based on the road image and the vehicle status information.

[0094] During implementation, the vehicle management module can input a road image into a convolutional neural network, extract features from the road image based on the convolutional neural network, and determine a first road adhesion coefficient based on the road features. The convolutional neural network is pre-trained based on historical road images and historical road adhesion coefficients corresponding to the historical road images.

[0095] The vehicle management module can determine the second road adhesion coefficient based on the vehicle state information through the vehicle three-degree-of-freedom dynamic equation.

[0096] Optionally, the vehicle management module may normalize the tire force based on the Dugoff tire model according to the vehicle state information, and determine the second road adhesion coefficient based on the three-degree-of-freedom dynamic equation using an EKF method.

[0097] The vehicle management module determines a road adhesion coefficient as a vehicle state parameter according to the first road adhesion coefficient and the second road adhesion coefficient.

[0098] Optionally, the vehicle management module may adopt fuzzy theory to fuse the first road adhesion number and the second road adhesion coefficient into a road adhesion coefficient.

[0099] A2: The vehicle management module determines the ESC activation probability based on the activation factor.

[0100] In A2, the vehicle management module can normalize the activation factors to obtain the ESC activation probability.

[0101] In some optional implementations, the vehicle management module may determine the ESC activation probability using the following formula:

[0102]

[0103] Among them, P act (ESC) represents the ESC activation probability, P act (ESC)∈[0,1]; α0, α1, α2, α3, α4, α5 are weight parameters; f0(λ) is the normalized slip rate; f1(a y) represents the normalized lateral acceleration; f2(Δβ) represents the normalized sideslip angle deviation; f3(Δω) represents the normalized yaw rate deviation; f4(μ) represents the normalized road adhesion parameter; f5(x1, x2…) represents the normalized concentration; x1 and x2 represent the driver’s facial feature parameters.

[0104] S102: When the ESC activation probability is greater than the preset latching interval, the vehicle management module outputs a pre-exit signal and a warning signal for the ADS. The pre-exit signal is used to instruct the ADS to maintain the stability of the vehicle's driving state; the warning signal is used to prompt the driver to take over the vehicle.

[0105] After determining the ESC activation probability, the vehicle management module determines whether the ESC activation probability is greater than a preset latching interval.

[0106] In some optional implementations, if the ESC activation probability is less than the latching interval, the vehicle management module determines that the possibility of activating ESC in the current state of the vehicle is not high, and continues to obtain driving data to determine the ESC activation probability.

[0107] In other optional implementations, if the ESC activation probability is in the latching interval, the vehicle management module determines that the vehicle may activate ESC in the current state, keeps the output of the pre-exit signal enabled, and continues to acquire driving data to determine the ESC activation probability.

[0108] When the vehicle management module determines that the ESC activation probability is in the latching interval, it keeps the output of the pre-exit signal enabled, which can avoid the oscillation of the enable position of the pre-exit signal when the ESC activation probability fluctuates near the threshold of the latching interval. In addition, when the vehicle management module determines that the ESC activation probability is greater than the latching interval, it can output the pre-exit signal in a timely manner.

[0109] In other optional implementations, if the ESC activation probability is greater than the latching interval, the vehicle management module outputs a pre-exit signal and a warning signal.

[0110] In one embodiment, the warning signals output by the vehicle management module include, but are not limited to, seat vibration signals, voice prompts, and image prompts. For example, the vehicle management module may output a seat vibration signal to control the seat vibration to prompt the driver to take over the vehicle; the vehicle management module may output a voice prompt to prompt the driver to take over the vehicle; or the vehicle management module may output an image prompt on the vehicle's display interface to prompt the driver to take over the vehicle.

[0111] Optionally, the vehicle management module may increase the intensity and frequency of the warning signal as the warning signal output time increases, so as to achieve a better effect of prompting the driver to take over the vehicle.

[0112] For example, if the vehicle management module determines that the ESC activation probability is greater than the latching interval, it outputs a seat vibration signal to prompt the driver to take over the vehicle. If the driver does not take over the vehicle within 30 seconds of the seat vibration signal being output, the vehicle management module adjusts the seat vibration signal to increase the frequency of the seat vibration, prompting the driver to take over the vehicle as soon as possible.

[0113] In one embodiment, the vehicle management module may output the pre-exit signal in S202 by the following steps:

[0114] B1: The vehicle management module sends a pre-exit signal to the ADS to confirm that the vehicle enters the ADS pre-exit stage.

[0115] In some optional embodiments, the vehicle management module sends a pre-exit signal to the ADS to inform the ADS that the vehicle is about to activate ESC. After receiving the pre-exit signal, the ADS can maintain the stability of the vehicle's driving state to prevent the vehicle management module from activating ESC.

[0116] B2: The vehicle management module adjusts the steering, driving force and braking force of the vehicle through the ADS to control the driving state of the vehicle to be in a stable deceleration state.

[0117] Optionally, the vehicle management module may also send ESC activation information to the ADS when sending the pre-exit signal to the ADS. The ADS may adjust the vehicle's steering, driving force, and braking force based on the ESC activation information to control the vehicle's driving state to a stable deceleration state.

[0118] In some optional embodiments, the vehicle management mode can adjust the vehicle's steering, driving force and braking force through ADS to control the vehicle's driving state to be in a stable deceleration state, so as to maintain the stability of the vehicle's driving state, thereby preventing the vehicle management module from activating ESC to maintain vehicle stability.

[0119] In some optional implementations, after outputting the pre-exit signal and the warning signal, the vehicle management module may further determine whether the ESC activation probability is less than the latching interval.

[0120] The vehicle management module continues to determine the ESC activation probability during the ADS pre-exit phase and determines whether the ESC activation probability is less than the latching interval.

[0121] In some optional embodiments, if the ESC activation probability is less than the latching interval, the duration of the ESC activation probability being less than the latching interval is counted. When the duration is greater than a time threshold, the vehicle management module stops outputting the pre-exit signal and the warning signal.

[0122] When the ESC activation probability is less than the latching interval, the vehicle management module determines that the vehicle's driving state is gradually becoming stable; the vehicle management module continues to determine the ESC activation probability and counts the duration during which the ESC activation probability is less than the latching interval.

[0123] Optionally, when the vehicle management module determines that the ESC activation probability is less than the duration of the latching interval for longer than a time threshold, it determines that the vehicle's driving state has stabilized and stops outputting the pre-exit signal and the warning signal. At this point, the vehicle management module determines that the vehicle continues to use the intelligent driving function.

[0124] For example, as shown in FIG2 , an embodiment of the present application provides a schematic diagram of a vehicle driving state. Among them, at time t0, the vehicle is in the intelligent driving stage, and the ADS takes over the vehicle normally. The vehicle management module does not impose any restrictions on the ADS, and the vehicle management module does not output the enable flag of the pre-exit signal; and, under the control of the ADS in the intelligent driving stage, the vehicle is not applied with braking force, and the driving force and wheel angle of the vehicle show a gradual increasing trend. At time t1, after the vehicle management module determines that the ESC activation probability is greater than the latch interval, it outputs the enable flag of the pre-exit signal and determines that the vehicle enters the ADS pre-exit stage. In the ADS pre-exit stage, the vehicle management module restricts the ADS from taking over the vehicle, and the ADS executes restriction measures after receiving the pre-exit signal; wherein, the restriction measures include but are not limited to: limiting the further increase of the wheel angle, limiting the further increase of the driving force, gradually increasing the braking torque, and slowly decelerating. During the ADS pre-exit phase, ADS implements restrictive measures, causing the wheel angle and driving force to change from current values ​​greater than the target values ​​to current values ​​that are not much different from the target values, so that at time t2, the vehicle management module determines that the ESC activation probability is less than the latch interval. After time t2, ADS continues to implement restrictive measures, so that at time t3, the ESC activation probability determined by the vehicle management module is still less than the latch interval; that is, from time t2 to t3, the ESC activation probability is always less than the latch interval. When the time period between t2 and t3 reaches the duration of the ESC activation probability less than the latch interval, the vehicle management module stops outputting the pre-exit signal at time t3, and the vehicle re-enters the intelligent driving phase.

[0125] In other optional implementations, if the ESC activation probability is greater than the latching interval, or the ESC activation probability is within the latching interval, the vehicle management module obtains the stability parameter.

[0126] During the ADS pre-exit phase, the vehicle management module determines that the ESC activation probability is greater than the latching interval, or that the ESC activation probability is within the latching interval, and determines that the vehicle is still in an unstable state after the ADS maintains the vehicle's driving state stable; the vehicle management module obtains stability parameters and determines whether ESC needs to be activated to maintain the stability of the vehicle's driving state.

[0127] S103: The vehicle management module obtains stability parameters of the vehicle; wherein the stability parameters are used to characterize the stability characteristics of the vehicle's driving state.

[0128] In some optional embodiments, the stability parameters include, but are not limited to, yaw rate and sideslip angle. The vehicle management module may obtain the stability parameters using existing stability parameter acquisition methods or other methods, which are not limited in this embodiment of the present application.

[0129] S104: When the stability parameters meet the ESC activation conditions, the vehicle management module activates the ESC.

[0130] In some optional embodiments, the vehicle management module determines whether the acquired stability parameters meet an ESC activation condition. The ESC activation condition may be a condition where the vehicle is in an unstable state. For example, the ESC activation condition may be a vehicle trajectory that does not match an expected trajectory of the intelligent driving function, or the vehicle exhibits an understeer tendency, or an oversteer tendency.

[0131] Alternatively, if the stability parameter does not satisfy the ESC activation condition, the vehicle management module determines the ESC activation probability and determines whether it is less than the latching interval.

[0132] Optionally, if the stability parameters meet the ESC activation conditions, the vehicle management module activates ESC.

[0133] In some optional embodiments, when the vehicle management module determines that the stability parameters meet the ESC activation conditions, it activates the ESC, determines that the vehicle enters the ESC activation phase, and exits the ADS.

[0134] When the vehicle management module determines that the stability parameters meet the ESC activation conditions, it determines that the vehicle's driving state is in an unstable state and activates the ESC to control the vehicle's driving state to return to a stable state through the ESC.

[0135] In some optional embodiments, during the ESC activation phase, the vehicle management module adjusts the steering, driving force, and braking force of the vehicle through the ESC to control the vehicle's driving state to be in a stable deceleration state.

[0136] During the ESC activation phase, the vehicle management module obtains the stability parameters and determines whether the stability parameters meet the stability conditions. If the stability parameters meet the stability conditions, the vehicle management module exits the ESC.

[0137] In some optional embodiments, after exiting the ESC, the vehicle management module adjusts the steering, driving force, and braking force of the vehicle to control the vehicle's driving state to be in a stable deceleration state.

[0138] When the vehicle is in a stable deceleration state, the vehicle management module determines whether the driver takes over the vehicle within the warning time period after the warning signal is output.

[0139] In some optional implementations, if the driver does not take over the vehicle within the warning time period, the vehicle management module controls the vehicle to brake to a stop.

[0140] If the driver fails to take control of the vehicle within the warning period, the vehicle management module acquires driving data, determines the distance between the vehicle and the obstacle ahead, and, based on this distance, determines the brake pressure required to maintain a stable vehicle stop. The vehicle management module then sends this brake pressure value to the hydraulic unit, which adjusts the brake pressure to the specified value to bring the vehicle to a stop.

[0141] For example, as shown in FIG3 , an embodiment of the present application provides another schematic diagram of vehicle driving status. Among them, at time t0, the vehicle is in the intelligent driving stage, and the ADS takes over the vehicle normally. The vehicle management module does not impose any restrictions on the ADS, and the vehicle management module does not output the enable flag of the pre-exit signal; and, under the control of the ADS in the intelligent driving stage, the vehicle is not applied with braking force, and the driving force and wheel angle of the vehicle show a gradual increasing trend. At time t1, after the vehicle management module determines that the ESC activation probability is greater than the latch interval, it outputs the enable flag of the pre-exit signal and determines that the vehicle enters the ADS pre-exit stage. In the ADS pre-exit stage, the vehicle management module restricts the ADS from taking over the vehicle, and the ADS executes restriction measures after receiving the pre-exit signal; wherein, the restriction measures include but are not limited to: limiting the further increase of the wheel angle, limiting the further increase of the driving force, gradually increasing the braking torque, and slowly decelerating. Entering the ADS pre-exit phase at time t1 indicates that the series of ADS measures implemented during this phase have failed to restore vehicle stability in a timely manner. This causes the current wheel angle to remain above and continuously increase in the target value, the current driving force to remain above and continuously increase in the target value, and the current braking force to fall below the target value. As a result, at time t2, the vehicle's stability parameters meet the ESC activation conditions. The vehicle management module outputs an ESC trigger flag, activates ESC, and simultaneously exits ADS. Thus, from time t1 to t2, the vehicle is in the ADS pre-exit phase. After time t2, the vehicle enters the ESC activation phase, during which ADS has already exited. At time t2, ESC continuously reduces wheel angle and driving torque, and activates corresponding shift boost to restore vehicle stability. At time t3, when the current wheel angle, driving force, and braking force values ​​are within a reasonable range of the target values, the vehicle management module determines that the vehicle's stability parameters meet the stability conditions and exits ESC, ending the ESC activation phase. At t3, after ESC is disengaged, the vehicle management module determines that the vehicle has entered the ESC disengagement phase and continues to reduce wheel angle and drive torque while maintaining or reducing brake pressure until the driver takes over the vehicle at t4, at which point the ESC disengagement phase ends. At t4, the vehicle management module determines that the vehicle has entered the human driver takeover mode.

[0142] For another example, as shown in FIG4 , an embodiment of the present application provides another schematic diagram of a vehicle driving state. Among them, at the moment t0-t1 in FIG4 , the vehicle is in the intelligent driving stage. In the intelligent driving stage, the execution process of the ADS and the vehicle management module is the same as the execution process corresponding to the moment t0-t1 in FIG3 . At the moment t1-t2 in FIG4 , the vehicle is in the ADS pre-exit stage. In the ADS pre-exit stage, the execution process of the ADS and the vehicle management module is the same as the execution process corresponding to the moment t1-t2 in FIG3 . At the moment t2-t3 in FIG4 , the vehicle is in the ESC activation stage. In the ESC activation stage, the execution process of the ESC and the vehicle management module is the same as the execution process corresponding to the moment t2-t3 in FIG3 . At the moment t3 , when the current value of the wheel angle in FIG4 is less than the target value, the current value of the driving force is less than the target value, and the current value of the braking force is not much different from the target value, the vehicle management module determines that the stability parameters of the vehicle meet the stability conditions and exits the ESC, at which point the ESC activation stage ends. At t3, after ESC is disengaged, the vehicle management module determines that the vehicle has entered the ESC disengagement phase and continues to reduce wheel angle and driving torque while maintaining or reducing brake pressure. If the vehicle management module determines that the driver has not taken over the vehicle within the warning time corresponding to the warning signal, it maintains or reduces the braking force while reducing the wheel angle and driving force to zero. At t4, the vehicle management module controls the vehicle to a stop. After t4, the vehicle is in a braked state, and the vehicle management module controls the reduction of braking force.

[0143] In the above embodiment, after determining that the vehicle's intelligent driving function is enabled, the vehicle management module obtains the ESC activation probability and determines whether the vehicle's driving state is stable based on whether the ESC activation probability is greater than the latching interval. When the ESC activation probability is greater than the latching interval, the vehicle management module outputs an ADS pre-exit signal, maintaining the vehicle's driving state through ADS while outputting a warning signal to prompt the driver to take over the vehicle. Furthermore, when the vehicle management module determines that the vehicle's stability parameters meet the ESC activation conditions, it activates ESC, providing the driver with reaction time and reducing the safety risk of the driver taking over the vehicle after ADS exits.

[0144] Based on the ESC activation scheme for a smart driving vehicle shown in Figure 1, the following describes the scheme in detail, taking the vehicle management module executing the ESC activation process as an example. Figure 5 is a flow chart of an ESC activation method for a smart driving vehicle provided in an embodiment of the present application. The specific process of this method will be described below with reference to Figure 5.

[0145] S501: The vehicle management module determines that the vehicle has activated the intelligent driving function.

[0146] S502: The vehicle management module obtains the vehicle's driving data.

[0147] Driving data includes, but is not limited to, driver input, vehicle status information captured by vehicle sensors, driver images captured by in-vehicle cameras, and road and environmental images captured by exterior cameras. Driver input includes, but is not limited to, steering wheel angle, accelerator pedal travel, and brake pedal travel; vehicle status information captured by sensors includes, but is not limited to, lateral and longitudinal acceleration, wheel speed, vehicle speed, yaw rate, sideslip angle, and wheel slip rate.

[0148] S503: The vehicle management module determines an activation factor based on the driving data. The activation factor includes at least one parameter selected from the group consisting of concentration, vehicle state parameters, and road adhesion coefficient. The concentration is used to characterize the driver's ability to take over the vehicle after the ADS is exited.

[0149] Optionally, the process of the vehicle management module determining the activation factor based on the driving data is the same as the process described in the embodiment corresponding to A1 in S202 in FIG. 2 , and is not repeated here.

[0150] S504: The vehicle management module determines the ESC activation probability according to the activation factor.

[0151] During implementation, the vehicle management module can perform weight normalization on the activation factors to obtain the ESC activation probability.

[0152] S505: The vehicle management module determines whether the ESC activation probability is greater than the latching interval; if so, execute step S506; if not, execute step S502.

[0153] S506: The vehicle management module outputs a pre-exit signal and a warning signal of the ADS. The pre-exit signal is used to instruct the ADS to maintain the stability of the vehicle's driving state; the warning signal is used to prompt the driver to take over the vehicle.

[0154] In some optional implementations, the vehicle management module sends a pre-exit signal to the ADS to determine that the vehicle enters the ADS pre-exit stage.

[0155] S507: In the ADS pre-exit stage, the vehicle management module adjusts the steering, driving force and braking force of the vehicle through the ADS to control the driving state of the vehicle to be in a stable deceleration state.

[0156] S508: The vehicle management module determines whether the ESC activation probability is less than the latching interval; if so, execute step S509; if not, execute step S513.

[0157] S509: The vehicle management module counts the duration of the ESC activation probability being less than the latching interval.

[0158] S510: The vehicle management module determines whether the duration is greater than a time threshold; if so, execute step S511; if not, execute step S508.

[0159] S511: The vehicle management module stops outputting the pre-exit signal and the warning signal.

[0160] S512: The vehicle management module determines that the vehicle is traveling based on the intelligent driving function.

[0161] S513: The vehicle management module obtains stability parameters.

[0162] S514: The vehicle management module determines whether the stability parameters meet the ESC activation conditions; if so, execute step S515; if not, execute step S508.

[0163] S515: The vehicle management module activates ESC, determines that the vehicle enters the ESC activation phase, and exits ADS.

[0164] S516: During the ESC activation phase, the vehicle management module adjusts the vehicle's steering, driving force, and braking force through ESC to control the vehicle's driving state to be in a stable deceleration state.

[0165] S517: The vehicle management module obtains stability parameters.

[0166] S518: The vehicle management module determines whether the stability parameters meet the stability conditions; if so, execute step S517; if so, execute step S519.

[0167] S519: The vehicle management module exits ESC and enters the ESC exit phase.

[0168] S520: During the ESC exit phase, the vehicle management module adjusts the vehicle's steering, driving force, and braking force to maintain the vehicle's driving state in a stable deceleration state.

[0169] S521: The vehicle management module determines whether the driver takes over the vehicle within the warning time period after the warning signal is output; if not, execute step S522; if so, execute step S523.

[0170] S522: The vehicle management module controls the vehicle to stop.

[0171] S523: The vehicle management module determines that the vehicle is in human driving mode.

[0172] Based on the same inventive concept, embodiments of the present application also provide an ESC activation system. This system can be located in a vehicle management module or other processing modules, and is applicable to intelligent driving vehicles. As shown in Figure 6 , the ESC activation system includes a detection unit, a decision unit, a switching control unit, and an execution unit.

[0173] The detection unit can be used to sense the vehicle's surroundings, detect the vehicle's status, and monitor the driver's status.

[0174] In an optional embodiment, the detection unit may further include a signal acquisition unit, a data processing unit and an information storage unit, as shown in Figure 6. The information acquisition unit is used to acquire signals on the vehicle bus in real time. The data processing unit determines the current state parameters of the vehicle based on the acquired signals combined with the vehicle historical state information in the information storage unit. The detection unit can also determine and output the driver's concentration and road adhesion coefficient based on the sensor data through the data processing unit. For example, the detection unit can fuse sensor data collected by sensors such as visual cameras, millimeter wave radars, and lidars, and output parameters such as concentration and road adhesion coefficient through neural network algorithms and state estimation. The information storage unit is used to store the signals acquired by the signal acquisition unit and the parameters processed by the data processing unit.

[0175] The decision unit is used to determine the ESC activation probability and output an ADS pre-exit signal based on the ESC activation probability.

[0176] In one embodiment, the decision unit may further include a probability calculation unit and a judgment unit, as shown in FIG6 . The probability calculation unit is used to calculate the ESC activation probability in the current state based on the parameters output by the detection unit. The judgment unit is used to determine whether the ESC activation probability output by the ESC activation probability calculation unit is greater than a preset latching interval. When the judgment unit determines that the ESC activation probability is greater than the latching interval, the ADS pre-exit signal is output so that the ADS receives the pre-exit signal and maintains the stability of the vehicle's driving state. And a warning signal, at this time, the ESC activation system believes that the possibility of ESC activation is very high, and the output of the warning signal can warn the driver in advance before the ADS exits to take over, thereby reducing the safety risk of the driver taking over the vehicle.

[0177] The switching control unit is used to switch vehicle modes, maintain the stability of the vehicle's driving state, and control the vehicle's braking.

[0178] In one embodiment, the switching control unit may further include an early warning unit, as shown in FIG6 . After the early warning unit receives the pre-exit signal output by the judgment unit, it outputs an early warning signal for pre-warning the driver before the ADS exits, prompting the driver to take over the vehicle. In implementation, when the early warning unit is working, the forms of issuing early warning signals to the driver to prompt the driver to take over the vehicle include but are not limited to: seat shaking, voice prompts, image prompts, etc. In addition, the early warning unit can also increase the warning intensity as the warning time increases until the driver completely takes over the vehicle, or the warning signal is automatically canceled after the pre-exit signal is enabled, or the driver manually cancels the warning signal.

[0179] In one embodiment, the switching control unit may further include a coordination control unit, as shown in Figure 6. After the decision unit outputs a pre-exit signal to the coordination control unit, the coordination control unit uses the ADS to maintain the stability of the vehicle's driving state before the ADS exits. For example, the coordination control unit may send internal ESC trigger information to the ADS before the ADS exits, which serves as input for the ADS to plan and control the vehicle's driving state, enabling the ADS to maintain the stability of the vehicle's driving state by limiting the vehicle's steering, driving force, and braking force.

[0180] While the decision unit is outputting the pre-exit signal, the probability calculation unit calculates the ESC activation probability in real time, and the judgment unit determines in real time whether the ESC activation probability is greater than the latching interval. If the judgment unit determines that the ESC activation probability is still greater than the latching interval, the detection unit obtains the vehicle's stability parameters and determines whether the stability parameters meet the ESC activation conditions. If the stability parameters meet the ESC activation conditions, the judgment unit activates ESC and exits ADS.

[0181] In one embodiment, the coordination control unit within the switching control unit maintains the vehicle's driving state through ESC after ESC is activated and ADS is disengaged. For example, ESC can slowly brake to reduce vehicle speed by reducing wheel angle, longitudinal driving force, and increasing lateral force, thereby maintaining vehicle driving stability. Once the vehicle's driving state stabilizes and ESC is disengaged, the switching control unit can maintain the vehicle's driving state until the driver takes control, or the switching control unit can control the vehicle to a braking stop.

[0182] The execution unit adjusts the vehicle based on the restriction information output by the switching control unit. For example, the execution unit includes but is not limited to the ESP steering motor, the drive motor control unit, and the brake hydraulic control unit. The ESP steering motor adjusts the current vehicle steering angle based on the angle requirements specified in the restriction information; the drive motor control unit adjusts the current vehicle driving force based on the driving requirements specified in the restriction information; and the brake hydraulic control unit adjusts the current vehicle braking force based on the braking requirements specified in the restriction information. Furthermore, the execution unit may display restriction information on a display interface to inform the driver of current vehicle restrictions and other information.

[0183] In some optional embodiments, the signal acquisition unit acquires vehicle driving data and transmits the driving data to the data processing unit. The data processing unit determines an activation factor based on the received driving data. The probability calculation unit in the decision unit determines the ESC activation probability based on the received activation factor and transmits the determined ESC activation probability to the judgment unit. When the judgment unit determines that the ESC activation probability is greater than the latching interval, it issues a warning signal to the warning unit in the switching control unit and a pre-exit signal to the coordination control unit in the switching control unit. The warning unit warns the driver based on the received warning signal; and the coordination control unit maintains the stability of the vehicle's driving state through the ADS based on the received pre-exit signal. In this case, while the decision unit is outputting the pre-exit signal, the probability calculation unit calculates the ESC activation probability in real time. When the judgment unit determines that the ESC activation probability is still greater than the latching interval, the judgment unit receives the vehicle stability parameters acquired by the detection unit. When the stability parameters meet the ESC activation conditions, the judgment unit activates ESC and exits the ADS. When the judgment unit determines that the stability parameters meet the stability conditions, the judgment unit exits ESC. In addition, after determining that ESC has exited, the coordination control unit sends restriction information to the execution unit to maintain the stability of the vehicle's driving state until the driver takes over the vehicle, or controls the vehicle brakes when it is determined that the driver has not taken over the vehicle.

[0184] Based on the same technical concept, an embodiment of the present application further provides an ESC activation device for an intelligent driving vehicle. As shown in FIG7 , the ESC activation device 700 may include:

[0185] The first acquisition unit 701 is configured to acquire an ESC activation probability when the vehicle turns on the intelligent driving function;

[0186] an output unit 702 configured to output a pre-exit signal and a warning signal of the automatic driving system (ADS) when the ESC activation probability is greater than a preset latching interval; wherein the pre-exit signal is used to instruct the ADS to maintain a stable driving state of the vehicle; and the warning signal is used to prompt the driver to take over the vehicle;

[0187] A second acquiring unit 703 is configured to acquire a stability parameter of the vehicle, wherein the stability parameter is used to characterize a stability characteristic of a driving state of the vehicle;

[0188] The activation unit 704 is configured to activate the ESC when the stability parameter satisfies an ESC activation condition.

[0189] In one possible design, the first acquiring unit 701 is specifically configured to:

[0190] Acquiring driving data of the vehicle;

[0191] The ESC activation probability is determined based on the driving data.

[0192] In one possible design, the first acquiring unit 701 is specifically configured to:

[0193] determining an activation factor based on the driving data; the activation factor comprising at least one parameter selected from the group consisting of a concentration level, a vehicle state parameter, and a road adhesion coefficient; the concentration level being used to characterize the driver's ability to take over the vehicle after the ADS exits;

[0194] The ESC activation probability is determined according to the activation factor.

[0195] In one possible design, the first acquiring unit 701 is specifically configured to:

[0196] The activation factors are weighted and normalized to obtain the ESC activation probability.

[0197] In one possible design, the output unit 702 is specifically configured to:

[0198] Sending the pre-exit signal to the ADS to determine that the vehicle enters the ADS pre-exit stage;

[0199] The steering, driving force and braking force of the vehicle are adjusted by the ADS to control the driving state of the vehicle to be in a stable deceleration state.

[0200] In one possible design, after outputting the pre-exit signal and the warning signal of the automatic driving system ADS, the second acquiring unit 703 is further configured to:

[0201] determining whether the ESC activation probability is less than the latch interval;

[0202] If the ESC activation probability is greater than the latch interval, or the ESC activation probability is within the latch interval, acquiring the stability parameter;

[0203] If the ESC activation probability is less than the latch interval, the duration of the ESC activation probability being less than the latch interval is counted; when the duration is greater than a time threshold, the output of the pre-exit signal and the warning signal is stopped.

[0204] In one possible design, the activation unit 704 is specifically configured to:

[0205] activating the ESC, determining that the vehicle enters an ESC activation phase, and exiting the ADS;

[0206] During the ESC activation phase, the steering, driving force, and braking force of the vehicle are adjusted by the ESC to control the vehicle's driving state to be in the stable deceleration state;

[0207] Acquire the stability parameter, and determine whether the stability parameter satisfies a stability condition; if the stability parameter satisfies the stability condition, exit the ESC.

[0208] In one possible design, after exiting the ESC, the activating unit 704 is further configured to:

[0209] Adjusting the steering, driving force, and braking force of the vehicle to control the vehicle's driving state to be in the stable deceleration state;

[0210] determining whether the driver takes over the vehicle within a warning time period after outputting the warning signal;

[0211] If the driver fails to take over the vehicle within the warning time period, the vehicle is braked to a stop.

[0212] As shown in Figure 8, an embodiment of the present application provides a schematic diagram of the structure of a possible electronic device; wherein, the electronic device is applied to an intelligent driving vehicle. The structure of the electronic device is shown in Figure 8 and includes a processor 801 and a memory 802. The memory stores one or more computer programs, each of which includes instructions; when the processor calls these instructions, the electronic device executes the above embodiments and the ESC activation method for an intelligent driving vehicle provided in the embodiments.

[0213] As shown in Figure 9, an embodiment of the present application provides a schematic diagram of the structure of a possible intelligent driving vehicle. The intelligent driving vehicle includes an ESC 901, an ADS 902, and an ESC activation device 903. When the ADS 902 is activated, the ESC activation device 903 executes the ESC activation method of the intelligent driving vehicle provided in the above embodiments and embodiments.

[0214] Based on the above content and the same concept, the present application provides a computer-readable storage medium having a computer program or instructions stored thereon. When the computer program or instructions are executed, the computing device executes the method in the above method embodiment.

[0215] Based on the above content and the same concept, the present application provides a computer program product. When a computer executes the computer program product, the computing device executes the method in the above method embodiment.

[0216] It should be understood that the division of modules in the embodiments of the present application is illustrative and is merely a logical functional division. In actual implementation, other division methods may be used. Furthermore, the functional modules in the various embodiments of the present application may be integrated into a single processor, or may exist physically as separate modules, or two or more modules may be integrated into a single module. The aforementioned integrated modules may be implemented in the form of hardware or software functional modules.

[0217] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0218] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each flow and / or box in the flow chart and / or block diagram, as well as the combination of the flow chart and / or box in the flow chart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce a device for implementing the functions specified in one or more flow charts and / or one or more boxes in the block diagram.

[0219] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a product including an instruction device that implements the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0220] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0221] Obviously, those skilled in the art may make various modifications and variations to this application without departing from the scope of protection of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A method for activating the chassis stability control function ESC of an intelligent driving vehicle, characterized in that: include: When the vehicle turns on the intelligent driving function, obtain the ESC activation probability; When the ESC activation probability is greater than a preset latching interval, a pre-exit signal and a warning signal of the automatic driving system ADS are output; wherein the pre-exit signal is used to instruct the ADS to maintain the stability of the vehicle's driving state; the warning signal is used to prompt the driver to take over the vehicle; Acquiring a stability parameter of the vehicle, wherein the stability parameter is used to characterize a stability characteristic of a driving state of the vehicle; When the stable parameters meet the ESC activation condition, the ESC is activated.

2. The method according to claim 1, characterized in that Get the ESC activation probability, including: Acquiring driving data of the vehicle; The ESC activation probability is determined based on the driving data.

3. The method according to claim 2, characterized in that The determining, based on the driving data, the ESC activation probability includes: determining an activation factor based on the driving data; the activation factor comprising at least one parameter selected from the group consisting of a concentration level, a vehicle state parameter, and a road adhesion coefficient; the concentration level being used to characterize the driver's ability to take over the vehicle after the ADS exits; The ESC activation probability is determined according to the activation factor.

4. The method according to claim 2 or 3, characterized in that Determining the ESC activation probability according to the activation factor includes: The activation factors are weighted and normalized to obtain the ESC activation probability.

5. The method according to any one of claims 1 to 4, characterized in that The outputting of the pre-exit signal of the automatic driving system ADS includes: Sending the pre-exit signal to the ADS to determine that the vehicle enters the ADS pre-exit stage; The steering, driving force and braking force of the vehicle are adjusted by the ADS to control the driving state of the vehicle to be in a stable deceleration state.

6. The method according to any one of claims 1 to 5, characterized in that After outputting the pre-exit signal and the warning signal of the automatic driving system ADS, the method further includes: determining whether the ESC activation probability is less than the latch interval; If the ESC activation probability is greater than the latch interval, or the ESC activation probability is within the latch interval, acquiring the stability parameter; If the ESC activation probability is less than the latch interval, the duration of the ESC activation probability being less than the latch interval is counted; when the duration is greater than a time threshold, the output of the pre-exit signal and the warning signal is stopped.

7. The method according to any one of claims 1 to 6, characterized in that The activating the ESC includes: activating the ESC, determining that the vehicle enters an ESC activation phase, and exiting the ADS; During the ESC activation phase, the steering, driving force, and braking force of the vehicle are adjusted by the ESC to control the vehicle's driving state to be in the stable deceleration state; Acquire the stability parameter, determine whether the stability parameter satisfies a stability condition; if the stability parameter satisfies the stability condition, exit the ESC.

8. The method according to claim 7, characterized in that After exiting the ESC, the method further includes: Adjusting the steering, driving force, and braking force of the vehicle to control the vehicle's driving state to be in the stable deceleration state; determining whether the driver takes over the vehicle within a warning time period after outputting the warning signal; If the driver fails to take over the vehicle within the warning time period, the vehicle is braked to a stop.

9. An ESC activation device for a chassis stability control function of an intelligent driving vehicle, characterized in that: include: The first acquisition unit is used to obtain the ESC activation probability when the vehicle turns on the intelligent driving function; an output unit, configured to output a pre-exit signal and a warning signal of the automatic driving system (ADS) when the ESC activation probability is greater than a preset latching interval; wherein the pre-exit signal is used to instruct the ADS to maintain a stable driving state of the vehicle; and the warning signal is used to prompt the driver to take over the vehicle; a second acquiring unit, configured to acquire a stability parameter of the vehicle, wherein the stability parameter is used to characterize a stability characteristic of a driving state of the vehicle; An activation unit is configured to activate the ESC when the stability parameter satisfies an ESC activation condition.

10. The device according to claim 9, characterized in that The first acquiring unit is specifically configured to: Acquiring driving data of the vehicle; The ESC activation probability is determined based on the driving data.

11. The device according to claim 10, characterized in that The first acquiring unit is specifically configured to: determining an activation factor based on the driving data; the activation factor comprising at least one parameter selected from the group consisting of a concentration level, a vehicle state parameter, and a road adhesion coefficient; the concentration level being used to characterize the driver's ability to take over the vehicle after the ADS exits; The ESC activation probability is determined according to the activation factor.

12. The device according to claim 10 or 11, characterized in that The first acquiring unit is specifically configured to: The activation factors are weighted and normalized to obtain the ESC activation probability.

13. The device according to any one of claims 9 to 12, characterized in that The output unit is specifically used for: Sending the pre-exit signal to the ADS to determine that the vehicle enters the ADS pre-exit stage; The steering, driving force and braking force of the vehicle are adjusted by the ADS to control the driving state of the vehicle to be in a stable deceleration state.

14. The device according to any one of claims 9 to 13, characterized in that After outputting the pre-exit signal and the warning signal of the automatic driving system ADS, the second acquiring unit is further configured to: determining whether the ESC activation probability is less than the latch interval; If the ESC activation probability is greater than the latch interval, or the ESC activation probability is within the latch interval, acquiring the stability parameter; If the ESC activation probability is less than the latch interval, counting the duration of the ESC activation probability being less than the latch interval; When the duration is greater than the time threshold, the output of the pre-exit signal and the warning signal is stopped.

15. The device according to any one of claims 9 to 14, characterized in that The activation unit is specifically used for: activating the ESC, determining that the vehicle enters an ESC activation phase, and exiting the ADS; During the ESC activation phase, the steering, driving force, and braking force of the vehicle are adjusted by the ESC to control the vehicle's driving state to be in the stable deceleration state; Acquire the stability parameter, determine whether the stability parameter satisfies a stability condition; if the stability parameter satisfies the stability condition, exit the ESC.

16. The device according to claim 15, characterized in that After exiting the ESC, the activation unit is further configured to: Adjusting the steering, driving force, and braking force of the vehicle to control the vehicle's driving state to be in the stable deceleration state; determining whether the driver takes over the vehicle within a warning time period after outputting the warning signal; If the driver fails to take over the vehicle within the warning time period, the vehicle is braked to a stop.

17. An intelligent driving vehicle, characterized in that: The invention comprises a chassis stability control function ESC, an automatic driving system ADS and an ESC activation device according to any one of claims 9 to 16, wherein when the ADS is activated, the ESC activation device executes the method according to any one of claims 1 to 8.

18. A computer program product comprising instructions, characterized in that When the instructions are executed by a processor, the computer is caused to perform the method according to any one of claims 1 to 8.

19. A computer-readable storage medium, characterized in that The method comprises computer program instructions, and when the computer program instructions are executed by a computer, the processor performs the method according to any one of claims 1 to 8.

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