Method, unit and system for assisting rail driving of vehicle

Abstract

The embodiment of the invention provides a method, a unit and a system for assisting in track driving of a vehicle. The method comprises the steps that a predicted vehicle speed is calculated based on the preset maximum deceleration of a vehicle, a limit allowable vehicle speed for a target driving mode selected by a driver is calculated, a plurality of detection points are preset on a racing track where the vehicle runs currently, the predicted vehicle speed refers to that the vehicle slows down at the preset maximum deceleration from the current position, and the limit allowable vehicle speed refers to the target driving mode selected by the driver. The vehicle speed at which the vehicle travels to the next detection point along the recommended driving path; when the target driving mode is a racing mode, if the predicted vehicle speed is greater than a limit allowable vehicle speed for the racing mode, forbidding the racing mode; and when the target driving mode is a drift mode, if the predicted vehicle speed is greater than a limit allowable vehicle speed for the drift mode, disabling the drift mode.

Description

Technical Field

[0001] The present invention generally relates to the technical field of vehicle track driving assistance, and in particular, to a method, unit, and system for assisting vehicle track driving. Background Art

[0002] In the prior art, the vehicle track mode supports extreme driving by adjusting stability control, braking strategies, and cooling systems, but lacks a targeted control scheme that combines track characteristics. In addition, the existing related technical solutions have not achieved targeted control based on the driver's driving intention (e.g., racing or drifting), resulting in insufficient matching between the track driving mode and personalized needs. Summary of the Invention

[0003] In this context, according to an embodiment of one aspect of the present invention, there is provided a method for assisting vehicle track driving, which includes: calculating a predicted vehicle speed based on a predetermined maximum deceleration of the vehicle, and calculating a limit allowable vehicle speed for a target driving mode selected by the driver, wherein a plurality of detection points are preset on the track where the vehicle is currently traveling, and the predicted vehicle speed refers to the vehicle speed when the vehicle decelerates from the current position at the predetermined maximum deceleration and travels along the recommended driving path to reach the next detection point; when the target driving mode is the racing mode, if the predicted vehicle speed is greater than the limit allowable vehicle speed for the racing mode, then disable the racing mode; and when the target driving mode is the drifting mode, if the predicted vehicle speed is greater than the limit allowable vehicle speed for the drifting mode, then disable the drifting mode.

[0004] According to an embodiment of another aspect of the present invention, there is provided a track driving assistance unit for a vehicle, including one or more processors configured to execute the method as described above.

[0005] According to an embodiment of yet another aspect of the present invention, there is provided a machine-readable storage medium storing executable instructions that, when executed by one or more processors, cause the one or more processors to execute the method as described above.

[0006] According to an embodiment of still another aspect of the present invention, there is provided a computer program product including instructions that, when executed by one or more processors, cause the one or more processors to execute the method as described above.

[0007] The above gives an overview of the main aspects of the present invention, so as to have a basic understanding of these aspects and serve as a preface to the detailed description to be given later. Brief Description of the Drawings

[0008] The technical solution of the present invention will become clearer from the following detailed description in conjunction with the accompanying drawings. It can be understood that these drawings are only for illustrative purposes and are not intended to limit the protection scope of the present invention.

[0009] Figure 1 is a schematic block diagram of a system for assisting vehicle track driving according to an embodiment of the present invention.

[0010] Figure 2 Schematically shows a race track according to an embodiment of the present invention.

[0011] Figure 3 is a flowchart of a method for assisting vehicle track driving according to an embodiment of the present invention.

[0012] Figure 4A and 4B Schematically shows the recommended driving paths in two scenarios according to an embodiment of the present invention. Detailed Embodiments

[0013] Next, the detailed embodiments of the present invention will be introduced in conjunction with the accompanying drawings.

[0014] Figure 1 is a schematic block diagram of a system 100 for assisting track driving of a vehicle V (hereinafter sometimes simply referred to as system 100) according to an embodiment of the present invention. The system 100 is provided on the vehicle V and is an in-vehicle system. The system 100 includes a human-machine interface 10 and a track driving assistance unit 20.

[0015] The human-machine interface (HMI) 10 is used to implement the interaction between the driver and the system 100. The interaction includes multi-modal interaction methods, for example, including: 1) Touch interaction, for example, the driver inputs instructions to the interface 10 by touching virtual buttons or sliding operations on the touch interface 10; 2) Voice interaction, for example, parsing the driver's voice commands through an in-vehicle voice recognition module; 3) Visual interaction, for example, presenting track-related information to the driver through a graphical user interface (GUI). This multi-modal interaction method can provide redundant interaction channels to ensure the operation reliability and real-time interaction response in various driving environments.

[0016] According to an embodiment of the present invention, a Human Machine Interface (HMI) 10 displays track information of the current driving track of a vehicle. The track includes one or more corner sections. The track information may include: 1) the track profile of the current driving track of the vehicle, which can present the geometric topology of the track in a two-dimensional or three-dimensional manner on the HMI 10; 2) the reference driving path of the track, which is generated along the center line of the track, and its trajectory follows the geometric topology of the track and is visually superimposed and displayed on the track profile, for example, superimposed and displayed on the track profile in a high-contrast color; 3) a plurality of detection points on the reference driving path. Three detection points are set on each corner section, that is, a detection point at the entry of the corner (the position point where the vehicle enters the corner), a detection point at the center of the corner (the middle position point of the corner or the position point with the maximum curvature of the corner), and an exit detection point at the exit of the corner (the position point where the vehicle exits the corner). Additionally, one or more additional detection points may be set between the entry detection point and the center detection point, or between the center detection point and the exit detection point, according to the corner radius. The number of additional detection points is proportional to the length of the corner section, that is, the longer the corner section, the more additional detection points are set.

[0017] For clarity, Figure 2 exemplarily shows the application of an embodiment of the present invention. P0 is the current position of the vehicle V. The track TRK includes a plurality of corner sections. For example, on the first corner section that the vehicle V is about to pass through, a detection point CP1 at the entry of the corner, a detection point CP2 at the center of the corner, and a detection point CP3 at the exit of the corner are set, where CP1 is the next detection point that the vehicle V is about to pass through. In Figure 2 , CP5 - CP12 are detection points on other corner sections of the track TRK. It should be noted that for the clarity of the illustration, not all detection points on the track TRK are shown in Figure 2 . To avoid overcrowding of the detection point markings, the detection points at the entry / exit or the center of some corner sections are not shown.

[0018] Track information may also include the best driving record of the track (also known as "ghost information" or "ghost driving record") to assist the driver in improving track driving performance and increasing track driving fun. The best driving record may include: 1) The fastest lap time, which is the best single-lap time set by a professional driver on the track and can be used as a challenge goal for the driver; and / or 2) The checkpoint vehicle speed, which provides a reference vehicle speed when the vehicle passes each checkpoint based on the fastest lap time record, serving as the pilot reference vehicle speed to assist the driver in optimizing cornering performance. It should be noted that the reference vehicle speed here is only used for the driver to know the difference between the current vehicle speed and the vehicle speed in the ghost driving record (i.e., the reference vehicle speed), and its function is independent of the vehicle speed judgment and control logic involved in the track driving assistance method according to the embodiments of the present invention. In other words, the reference vehicle speed has no association with the limit allowable vehicle speed or predicted vehicle speed involved in the track driving assistance method according to the embodiments of the present invention.

[0019] According to an embodiment of the present invention, the HMI 10 may receive a target driving mode selected by the driver. The target driving mode is one of the drift mode and the racing mode. If the driver selects the drift mode, it means that the driver expects to take corners in a drifting manner. If the driver selects the racing mode, it means that the driver expects to aim for the fastest lap time (i.e., maximize the track lap time). The selection of the target driving mode may include two implementation manners. One implementation manner is the direct selection manner. In this manner, the driver selects the target driving mode through a voice command (such as "activate the drift mode" or "switch to the racing mode"); or through a touch operation (such as clicking the mode selection button on the central control screen / steering wheel). Another implementation manner is the guided selection manner. In this manner, the HMI 10 first initiates a mode selection query, for example, by using a voice prompt (such as "Please select the target driving mode: drift or racing"); or a visual interface interaction (such as popping up a mode selection dialog box); then the driver confirms the target driving mode by voice or touch.

[0020] The track driving assistance unit 20 is used to execute the track driving assistance method according to an embodiment of the present invention, and it includes: executing corresponding control logic according to the target driving mode selected by the driver (such as the drift mode or the racing mode). For example, determining whether to disable the racing mode by comparing the predicted vehicle speed with the limit allowable vehicle speed for the racing mode; determining whether to disable the drift mode by comparing the predicted vehicle speed with the limit allowable vehicle speed for the drift mode. For example, during a cornering process in the racing mode, based on the relative position between the calculated recommended driving path and the reference driving path and the deviation between their tangent directions at the current vehicle position, a target vehicle speed and a target acceleration are provided.

[0021] The track driving assistance unit 20 can be implemented in the form of hardware, software, or a combination of software and hardware.

[0022] The track driving assistance unit 20 can be provided in an electronic control unit (ECU) related to the chassis or power system of the vehicle V. For example, the track driving assistance unit 20 can be provided in the steering system ECU, the braking system ECU, or the power system ECU. Additionally, the drift control unit 20 can also be provided in the vehicle body controller (VCU) or the domain controller.

[0023] In one embodiment, the track driving assistance unit 20 includes a memory and one or more processors. The memory contains executable instructions that, when executed by the one or more processors, cause the one or more processors to execute the track assistance method according to an embodiment of the present invention.

[0024] Figure 3 is a flowchart of a track driving assistance method 300 according to an embodiment of the present invention. This method 300 can be executed by the above system 100. Below, taking the system 100 executing the method 300 as an example, the specific implementation of the method 300 will be introduced.

[0025] See Figure 3 , at block 302, the HMI 10 presents the track information of the current track on which the vehicle is traveling. The track information includes: 1) the track profile of the current track on which the vehicle is traveling; 2) the reference driving path of this track; and 3) multiple detection points on the reference driving path. Specific examples of these three items of track information can be seen in the above related descriptions. Optionally, for example, the HMI 10 can also present the best driving record (ghost information) in response to the driver's request. Specific examples of the best driving record can be seen in the above related descriptions.

[0026] At block 304, the HMI 10 receives the target driving mode selected by the driver. The target driving mode is one of the drift mode and the racing mode. For specific examples of the target driving mode and the specific implementation of the driver selecting the target driving mode, please refer to the above related descriptions.

[0027] At block 306, the track driving assistance unit 20 calculates a recommended driving path based on the current vehicle speed, the current vehicle body yaw rate, and the current lateral acceleration. The recommended driving path refers to: a path calculated based on the above real-time parameters (i.e., the current vehicle speed, vehicle body yaw rate, and lateral acceleration) that can enable the vehicle to reach the next detection point (e.g., Figure 2 the position P0 therein) from the current position (e.g., Figure 2 the detection point CP1 therein) in the shortest time. For example, the track driving assistance unit 20 fits the recommended driving path according to the current vehicle speed, the current vehicle body yaw rate, and the current lateral acceleration and in accordance with a predetermined functional relationship. Figure 4Aand 4B Two exemplary embodiments of the reference driving path L and the recommended driving path L1 are shown. After the recommended driving path L1 is calculated, the path L1 will also be presented on the HMI 10.

[0028] Next, a specific implementation of the box 306 will be introduced.

[0029] In box 3061, the track driving assistance unit 20 dynamically determines the first radius of curvature (R1) according to the current vehicle speed, and there is a positive correlation between the two, that is, the lower the current vehicle speed, the smaller the first radius of curvature (the greater the path curvature and the sharper the bend); conversely, the higher the current vehicle speed, the greater the first radius of curvature (the smaller the path curvature and the gentler the bend). This positive correlation is preset, for example, expressed by a curve, a look-up table or a parametric model preset and stored in the track driving assistance unit 20.

[0030] In box 3062, the track driving assistance unit 20 dynamically determines the second radius of curvature (R2) according to the current vehicle body yaw rate, and there is a negative correlation between the two, that is, the greater the current vehicle body yaw rate, the smaller the second radius of curvature (the greater the path curvature and the sharper the bend); conversely, the smaller the current vehicle body yaw rate, the greater the second radius of curvature (the smaller the path curvature and the gentler the bend). This negative correlation is preset, for example, expressed by a curve, a look-up table or a parametric model preset and stored in the track driving assistance unit 20.

[0031] In box 3063, the track driving assistance unit 20 dynamically determines the third radius of curvature (R3) according to the current lateral acceleration of the vehicle, and there is a negative correlation between the two, that is, the greater the current lateral acceleration, the smaller the third radius of curvature (the greater the path curvature and the sharper the bend); conversely, the smaller the current lateral acceleration, the greater the third radius of curvature (the smaller the path curvature and the gentler the bend). This negative correlation is preset, for example, expressed by a curve, a look-up table or a parametric model preset and stored in the track driving assistance unit 20.

[0032] In block 3064, the track driving assistance unit 20 uses a weighted average algorithm to determine the curvature radius of the recommended driving path L1 based on the first, second, and third curvature radii, thereby obtaining the recommended driving path L1. In one embodiment, in a low-speed working condition, for example, when the vehicle speed is lower than the low-speed vehicle speed threshold, the weight of the first curvature radius is determined to be the highest, so as to focus on the influence of the vehicle speed on the path. For example, the weights of the second and third curvature radii are equal and both are 1 / 2 of the weight of the first curvature radius. In a high-speed working condition, for example, when the vehicle speed is higher than the high-speed vehicle speed threshold, the weight of the second curvature radius is determined to be the highest, so as to focus on the influence of the vehicle body yaw rate on the path. For example, the weights of the first and third curvature radii are equal and both are 1 / 2 of the weight of the second curvature radius. Here, the low-speed vehicle speed threshold and the high-speed vehicle speed threshold are preset according to the results of actual vehicle tests and / or calculations based on the vehicle dynamics model.

[0033] In block 308, the track driving assistance unit 20 calculates the predicted vehicle speed and the limit allowable vehicle speed for the target driving mode (racing mode / drift mode) selected by the driver. The limit allowable vehicle speed for the racing mode refers to the highest theoretical vehicle speed at which the vehicle can safely pass the next detection point in the racing mode. The limit allowable vehicle speed for the drift mode refers to the highest theoretical vehicle speed at which the vehicle can safely pass the next detection point in the drift mode.

[0034] Next, the specific implementation manner of block 308 is introduced.

[0035] In block 3081, the track driving assistance unit 20 decelerates the vehicle from the current position at a predetermined maximum deceleration (the deceleration when the braking system is in the full braking state or a predetermined percentage of this deceleration), and calculates the vehicle speed when the vehicle reaches the next detection point along the recommended driving path, and uses this vehicle speed as the predicted vehicle speed. The predicted vehicle speed is calculated in real time.

[0036] In one embodiment, the track driving assistance unit 20 calculates the predicted vehicle speed according to the following formula (1):

[0037]

[0038] Wherein, V pre is the predicted vehicle speed, v0 is the current vehicle speed; a max is the predetermined maximum deceleration of the vehicle in the driving direction; s is the distance from the current position to the next detection point along the recommended driving path.

[0039] In the formula (1), the deceleration of the vehicle's braking system under full braking can be used as the predetermined maximum deceleration, or a predetermined percentage (e.g., 95% or 98%) of this deceleration can be used as the predetermined maximum deceleration and substituted into the calculation of formula (1) to provide a safety margin. Additionally, the predetermined maximum deceleration of the vehicle can be adjusted in real time according to the tire temperature / tire pressure of the vehicle. For example, a coefficient based on the tire temperature T and tire pressure P is obtained by looking up a table or predicting using a neural network, which is used to correct the predetermined maximum deceleration, and the corrected predetermined maximum deceleration is substituted into formula (1) for calculation.

[0040] In addition, the track driving assistance unit 20 can cache the calculation results of multiple calculation cycles (e.g., the most recent 10 calculation cycles) calculated according to formula (1), and use the average value of the predicted vehicle speeds in these calculation results, or the average value after removing the maximum and minimum values, as the predicted vehicle speed for subsequent judgment and decision-making.

[0041] At block 3082, when the target driving mode selected by the driver is the drift mode, the track driving assistance unit 20 determines the limit allowable vehicle speed V in the drift mode according to the following parameters related to the track section (i.e., the track section from the current position to the next detection point). lim1 (1) The road surface friction coefficient μ; (2) The minimum lateral distance d between the reference driving path and the track edge in this track section; (3) The minimum width w of this section, that is, the width at the narrowest position of this section; (4) The minimum radius of curvature r of this section, that is, the radius of curvature at the sharpest turn.

[0042] In one embodiment, the track driving assistance unit 20 calculates the limit allowable vehicle speed V in the drift mode in a manner positively correlated with the road surface friction coefficient μ. lim1 The first value V μ ; calculates the limit allowable vehicle speed V in the drift mode in a manner positively correlated with the minimum lateral distance d. lim1 The second value V d ; calculates the limit allowable vehicle speed V in the drift mode in a manner positively correlated with the minimum width w. lim1 The third value V w ; calculates the limit allowable vehicle speed V in the drift mode in a manner positively correlated with the minimum radius of curvature r. lim1 The fourth value V r . Then, the track driving assistance unit 20 determines the minimum value among the first to fourth values of the limit allowable vehicle speed in the drift mode as the limit allowable vehicle speed V in the drift mode. lim1 . For example, the driving assistance calculates the limit allowable vehicle speed V in the drift mode according to the following formula (2). lim1 , for the definitions of the various parameters in formula (2), please refer to the above relevant descriptions, and min represents the minimum value operation.

[0043] V lim1 =min(V μ ,V d ,V w ,V r ) (2)

[0044] It should be noted that the above four positive correlations are independent of each other, that is, the track driving assistance unit 20 uses multiple parameters to independently calculate multiple values ​​of the maximum allowable vehicle speed in the drift mode. These positive correlations are pre-set, for example, each positive correlation is expressed by a curve, a lookup table or a parameterized model that is pre-set and stored in the track driving assistance unit 20. The track driving assistance unit 20 uses a minimum value strategy to determine the maximum allowable vehicle speed in the drift mode from the calculated multiple values.

[0045] When the target driving mode selected by the driver is the racing mode, the track driving assistance unit 20 determines the maximum allowable vehicle speed V in the racing mode according to the following parameters related to the track section (i.e., the track section from the current position to the next detection point): lim2 (1) The road friction coefficient μ; (2) The minimum radius of curvature r of the road section, that is, the radius of curvature at the sharpest turn.

[0046] In one embodiment, the track driving assistance unit 20 calculates the maximum permissible vehicle speed V in the drift mode in a manner positively correlated with the road friction coefficient μ. lim2 The first value V μ '; Calculate the maximum permissible vehicle speed V in the racing mode in a positive correlation with the minimum curvature radius r lim2 The second value V r Then, the track driving assistance unit 20 determines the smaller value of the first and second values ​​of the maximum allowable vehicle speed in the racing mode as the maximum allowable vehicle speed V in the racing mode. lim2 For example, the driving assistance system calculates the maximum allowable vehicle speed V in the racing mode according to the following formula (3): lim2 For the definition of each parameter in formula (3), please refer to the above related description. min means taking the minimum value operation.

[0047] V lim2 =min(V μ ',V r ')(3)

[0048] It should be noted that the above two positive correlation relationships are independent of each other, that is, the track driving assistance unit 20 calculates multiple values of the maximum allowable vehicle speed in the racing mode using multiple parameters independently. These positive correlation relationships are preset. For example, each positive correlation relationship is expressed by a curve, a look-up table, or a parametric model that is preset and stored in the track driving assistance unit 20. The track driving assistance unit 20 uses the minimum value strategy to determine the maximum allowable vehicle speed in the racing mode from the calculated multiple values.

[0049] In addition, the positive correlation relationship in the drift mode is independent of the positive correlation relationship in the racing mode. In other words, the positive correlation relationship in the drift mode and the positive correlation relationship in the racing mode are completely decoupled designs.

[0050] In block 310, the track driving assistance unit 20 compares the predicted vehicle speed with the maximum allowable vehicle speed for the target driving mode selected by the driver, and determines the track driving assistance strategy based on the comparison result.

[0051] When the target driving mode is the drift mode, referring to block 3101, the track driving assistance unit 20 compares the predicted vehicle speed with the maximum allowable vehicle speed for the drift mode. If the predicted vehicle speed is greater than the maximum allowable vehicle speed for the drift mode, the track driving assistance unit 20 disables the drift mode. In this case, the system 100 will automatically switch to a preset safety mode. If the predicted vehicle speed is less than or equal to the maximum allowable vehicle speed for the drift mode, the track driving assistance unit 20 allows the drift mode.

[0052] When the target driving mode is the racing mode, referring to block 3102, the track driving assistance unit 20 compares the predicted vehicle speed with the maximum allowable vehicle speed for the racing mode. If the predicted vehicle speed is greater than the maximum allowable vehicle speed for the racing mode, the track driving assistance unit 20 disables the racing mode. In this case, the system 100 will automatically switch to a preset safety mode. If the predicted vehicle speed is less than or equal to the maximum allowable vehicle speed for the racing mode, the track driving assistance unit 20 allows the racing mode.

[0053] According to an embodiment of the present invention, the method 300 further includes a strategy for controlling the power output during the vehicle turning in the racing mode. The strategy includes: calculating the target vehicle speed and the target acceleration during the vehicle turning according to the relative position relationship between the recommended driving path and the reference driving path calculated in real time during the vehicle turning and the included angle between their tangent directions at the current position of the vehicle.

[0054] See Figure 4A, one situation is that the reference driving path L is closer to the outer side of the vehicle's turn relative to the recommended driving path L1. This situation means that the vehicle's turning ability is insufficient and the vehicle speed is too high, posing a risk of running off the track. In this situation, the larger the angle between the recommended driving path and the tangent direction of the reference driving path at the current position of the vehicle, the lower the target vehicle speed, the vehicle needs to decelerate, the acceleration is negative and the absolute value of the acceleration is larger.

[0055] See Figure 4B , another situation is that the reference driving path L is closer to the inner side of the vehicle's turn relative to the recommended driving path L1. This situation means that the vehicle speed is relatively low and the stability is good, but for racing, the vehicle speed needs to be appropriately increased in order to achieve better results. In this situation, the larger the angle between the recommended driving path and the tangent direction of the reference driving path at the current position of the vehicle, the higher the target vehicle speed, the vehicle needs to accelerate, the acceleration is positive and the absolute value of the acceleration is larger.

[0056] According to an embodiment of the present invention, method 300 further includes a strategy for determining whether the current track is an authorized track. An authorized track refers to a dedicated track that has been recognized by a relevant agency and can be used for racing and drifting driving. For an authorized track, high-precision mapping has been completed and the track information as described above has been stored.

[0057] In one embodiment, the track assistance unit 20 matches the current track with the contour of each authorized track in a pre-stored set of authorized tracks one by one. If the contour of the current track can be successfully matched with the contour of an authorized track in the set of authorized tracks, it is determined that the current track is an authorized track, and at this time, the driver is allowed to select the target driving mode; if the contour of the current track fails to match the contour of any authorized track in the set of authorized tracks (that is, fails to match the contour of each one), it is determined that the current track is an unauthorized track. At this time, a prompt message of "This track is an unauthorized track" can be sent to the driver through the HMI 10, and the driver is prohibited from selecting the target driving mode. It can be understood that the contour matching between two tracks can be performed in terms of the number of curves, the curvature radius of each curve, and detection points, etc. The present invention does not limit the specific matching method.

[0058] According to an embodiment of the present invention, after the driver completes track driving, the track driving assistance unit 20 can generate the driver's current track driving record (for example, including: lap time, throttle / brake curve, etc.), and after encryption, upload it to the cloud through the V2X (vehicle-to-everything communication) module on the vehicle. There is a competitive ranking system deployed in the cloud, which calculates driving scores based on multi-dimensional metrics (such as single-lap time, lateral acceleration smoothness) and generates rankings. The rankings can include: real-time ranking on the current track; ranking among players of the same vehicle model; and personal historical performance curve. The cloud synchronizes the calculated driving scores and ranking information to multiple terminals. For example, it sends them to the in-vehicle system and displays them on the HMI 10, and also sends them to the driver's mobile APP (the driver's racing APP account).

[0059] According to an embodiment of the present invention, there is also provided a machine-readable storage medium storing executable instructions that, when executed by one or more processors, cause the one or more processors to execute the track driving assistance method as described above.

[0060] According to an embodiment of the present invention, there is also provided a computer program product including instructions that, when executed by one or more processors, cause the one or more processors to execute the track driving assistance method as described above.

[0061] It can be understood that all operations in the processes and methods described above are merely exemplary. The present invention is not limited to any operation in the method or the order of these operations, but should cover all other equivalent transformations under the same or similar concepts.

[0062] The track driving assistance unit may include one or more processors. These processors can be implemented using electronic hardware, computer software, or any combination thereof. Whether these processors are implemented as hardware or software will depend on the specific application and the overall design constraints imposed on the system. As an example, the processors, any part of the processors, or any combination of the processors given in the present invention can be implemented as a microprocessor, a microcontroller, a digital signal processor (DSP), a field-programmable gate array (FPGA), a programmable logic device (PLD), a state machine, gate logic, discrete hardware circuits, and other suitable processing components configured to execute various functions described in the present invention. The functions of the processors, any part of the processors, or any combination of the processors given in the present invention can be implemented as software executed by a microprocessor, a microcontroller, a DSP, or other suitable platforms.

[0063] Software can be broadly regarded as representing instructions, instruction sets, code, code segments, program code, programs, subprograms, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, processes, functions, etc. Software can reside on a computer-readable medium. The computer-readable medium can include, for example, a memory, which can be, for example, a magnetic storage device (such as a hard disk, a floppy disk, a magnetic stripe), an optical disk, a smart card, a flash memory device, a random access memory (RAM), a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separate from the processor in many aspects presented in this invention, the memory can also be located inside the processor (such as a cache or a register).

[0064] The foregoing description is provided to enable any person skilled in the art to make and use the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents of the elements of the various aspects of the invention described herein, known or later to be known to those skilled in the art, are expressly incorporated herein by reference and are intended to be covered by the claims.

Claims

1. A method for assisting vehicle track driving, comprising: Calculating a predicted vehicle speed based on a predetermined maximum deceleration of the vehicle, and calculating a maximum permissible vehicle speed for a target driving mode selected by the driver, wherein a plurality of detection points are preset on a track on which the vehicle is currently traveling, and the predicted vehicle speed refers to a vehicle speed when the vehicle decelerates from the current position at a predetermined maximum deceleration and travels along a recommended driving path to reach a next detection point; When the target driving mode is the racing mode, if the predicted vehicle speed is greater than the maximum permissible vehicle speed for the racing mode, disabling the racing mode; and When the target driving mode is the drift mode, if the predicted vehicle speed is greater than the limit permissible vehicle speed for the drift mode, the drift mode is disabled.

2. The method of claim 1, wherein: The racetrack includes one or more curve sections, and the plurality of detection points include a detection point at a curve entry, a detection point at a curve center, and a detection point at a curve exit of each curve section.

3. The method of claim 1, further comprising: Calculating a path that enables the vehicle to reach the next detection point from the current position in the shortest time based on the current vehicle speed, vehicle body yaw rate and lateral acceleration of the vehicle, so as to obtain the recommended driving path; as well as Calculating the speed of the vehicle when it decelerates from the current position at a predetermined maximum deceleration and reaches the next detection point along the recommended driving path to obtain the predicted vehicle speed, The predetermined maximum deceleration is the deceleration when the braking system is in a full braking state, or a predetermined percentage of the deceleration.

4. The method of claim 3, wherein: Calculating the recommended driving route includes: determining a first curvature radius of the recommended driving path in a manner that is positively correlated with the current vehicle speed; determining a second curvature radius of the recommended driving path in a manner that is negatively correlated with a current vehicle body yaw rate; determining a third radius of curvature of the recommended driving path in a manner negatively correlated with the current lateral acceleration; and assigning weights to the first to third curvature radii based on comparison results of the current vehicle speed with a high vehicle speed threshold and a low vehicle speed threshold, respectively; and According to the first to third curvature radii and their weights, a weighted average algorithm is adopted to determine the curvature radius of the recommended driving path.

5. The method according to claim 3 or 4, wherein: The method further comprises: During cornering in racing mode, the target vehicle speed and target acceleration in the vehicle's driving direction during cornering are determined based on the relative position relationship between the recommended driving path and the reference driving path and the angle between their tangent directions at the vehicle's current position.

6. The method according to claim 1, wherein: The method further includes obtaining a maximum permissible vehicle speed for the drift mode by: When the target driving mode is the drift mode, the first to fourth values ​​of the maximum allowable vehicle speed in the drift mode are calculated based on the following track section related parameters, and the minimum value of the first to fourth values ​​is used as the maximum allowable vehicle speed for the drift mode: In the track section from the current position to the next detection point: 1) the road friction coefficient μ; 2) the minimum lateral distance d between the reference driving path and the edge of the track; 3) The minimum width of the road section; 4) The minimum radius of curvature of the road section.

7. The method according to claim 1, wherein: The method further includes obtaining the maximum permissible vehicle speed for the racing mode by: When the target driving mode is the racing mode, the first value and the second value of the maximum allowable vehicle speed in the racing mode are calculated based on the following race track section related parameters, and the smaller value of the first value and the second value is used as the maximum allowable vehicle speed in the racing mode: In the section of the race track from the current position to the next detection point: 1) the road friction coefficient μ; 2) the minimum curvature radius of the section.

8. The method of claim 1, further comprising: Get the outline of the track the vehicle is currently traveling on; Matching the contour of the track currently traveled by the vehicle with the contour of each authorized track in a set of authorized tracks one by one to determine whether the track currently traveled by the vehicle is an authorized track; If the judgment result is negative, the driver is prohibited from selecting the target driving mode; as well as If the judgment result is affirmative, the driver is allowed to select the target driving mode.

9. A system for assisting vehicle track driving, comprising: A human-machine interface is configured to present track information of a track currently being driven by the vehicle, which includes: a track profile, a reference driving path based on the track profile, and a plurality of detection points on the reference driving path; and receive a target driving mode selected by a driver, the target driving mode being one of a racing mode and a drifting mode; as well as Track driving assistance unit, configured as: Calculating a predicted vehicle speed based on a predetermined maximum deceleration of the vehicle, and calculating a maximum permissible vehicle speed for a target driving mode selected by the driver, wherein the predicted vehicle speed refers to a vehicle speed when the vehicle decelerates from a current position at a predetermined maximum deceleration and travels along a recommended driving path to a next detection point; When the target driving mode is the racing mode, if the predicted vehicle speed is greater than the maximum permissible vehicle speed for the racing mode, disabling the racing mode; and When the target driving mode is the drift mode, if the predicted vehicle speed is greater than the limit permissible vehicle speed for the drift mode, the drift mode is disabled.

10. A track driving assistance unit for a vehicle, comprising one or more processors configured to execute the method according to any one of claims 1-8.

11. A machine-readable storage medium storing executable instructions, which, when executed by one or more processors, enable the one or more processors to perform the method according to any one of claims 1 to 8.

12. A computer program product comprising instructions which, when executed by one or more processors, cause the one or more processors to perform the method of any one of claims 1 to 8.

Images