Vehicle control method, readable medium, electronic device, and program product

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle control method, a readable medium, electronic equipment and a program product. The vehicle control method comprises the steps that under the condition that an anti-lock braking system of a vehicle is in a working state, an electronic control unit of the vehicle can obtain the acceleration of wheels of the vehicle at the current moment, the acceleration and preset parameters are superposed, and the steady-state value variable quantity of the vehicle is obtained. Wherein the preset parameter is associated with the vehicle speed. Furthermore, the electronic control unit of the vehicle can superpose the steady-state value variable quantity and the steady-state value at the previous moment to obtain the steady-state value of the vehicle at the current moment, and the steady-state value is used for indicating the driving stability of the vehicle. And under the condition that the steady state value at the current moment is smaller than a set threshold value, an anti-lock braking system of the vehicle is triggered to release pressure. By means of the vehicle control method, delayed triggering caused by the fact that the anti-lock braking system is triggered to release pressure according to the slip rate can be avoided, and the stability of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, a readable medium, an electronic device, and a program product. Background Technology

[0002] Anti-lock braking system (ABS) depressurization refers to the process by which ABS rapidly reduces braking force during emergency braking, allowing the wheels to return to a partially rolling state from a state of impending lock-up, thereby preventing complete wheel lock-up, avoiding loss of vehicle control, and maintaining vehicle stability.

[0003] In some embodiments, during emergency braking of a vehicle, the vehicle's electronic control unit suddenly applies braking force to the wheels, causing the wheel speed (wheel speed refers to the wheel linear speed) to drop rapidly. If the vehicle's slip ratio (determined based on the difference between the vehicle speed and the wheel speed) exceeds a set threshold, the vehicle's electronic control unit triggers ABS depressurization to reduce the braking force on the wheels and prevent the wheels from locking up completely.

[0004] It's understandable that triggering ABS depressurization by increasing the slip ratio to a set threshold requires the vehicle's electronic control unit to detect a slip ratio exceeding the threshold only when the difference between the vehicle's speed and wheel speed increases significantly. However, during emergency braking, when the difference between the vehicle's speed and wheel speed increases significantly, the vehicle is already in a high-speed slip state, which poses a safety risk and compromises vehicle stability. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle control method, a readable medium, an electronic device, and a program product. The vehicle control method includes:

[0006] The first aspect of this application provides a vehicle control method, comprising: when the anti-lock braking system of the vehicle is in operation, acquiring the acceleration of the vehicle's wheels at the current moment; superimposing the acceleration with preset parameters to obtain the steady-state value change of the vehicle; superimposing the steady-state value change with the steady-state value at the previous moment to obtain the steady-state value of the vehicle at the current moment, the steady-state value being used to indicate the driving stability of the vehicle; and triggering the anti-lock braking system of the vehicle to release pressure when the steady-state value at the current moment is less than a set threshold.

[0007] It is understandable that during emergency braking of a vehicle, such as Figure 1B As shown, the vehicle's electronic control unit can determine whether to trigger the anti-lock braking system (ABS) by accumulating vehicle acceleration, thereby avoiding delayed triggering caused by triggering the ABS based on the slip ratio and improving vehicle stability.

[0008] In one possible implementation of the first aspect described above, the preset parameter is positively correlated with the vehicle's current speed.

[0009] In one possible implementation of the first aspect above, when the vehicle speed at the current moment is greater than or equal to the first speed and less than the second speed, the preset parameter is a first value; when the vehicle speed at the current moment is greater than or equal to the second speed and less than the third speed, the preset parameter is a second value, wherein the second value is greater than the first value; when the vehicle speed at the current moment is greater than or equal to the third speed, the preset parameter is a third value, wherein the third value is greater than the second value.

[0010] In one possible implementation of the first aspect described above, the first speed is 15 km / h to 25 km / h, the second speed is 35 km / h to 45 km / h, and the third speed is 90 km / h to 110 km / h.

[0011] In one possible implementation of the first aspect described above, the first value is 9.6 m / s. 2 ~10.0m / s 2 The second value is 10.1 m / s 2 ~10.5m / s 2 The third value is 12.6 m / s 2 ~13.0m / s 2 .

[0012] In one possible implementation of the first aspect above, the vehicle speed at the current moment is obtained; and preset parameters are determined based on the vehicle speed at the current moment.

[0013] In one possible implementation of the first aspect described above, the threshold is set to -1.1 m / s. 2 ~-1.4m / s 2 .

[0014] A second aspect of this application provides a readable medium storing instructions that, when executed on an electronic device, cause the electronic device to perform any of the vehicle control methods described in the first aspect above.

[0015] A third aspect of this application provides an electronic device, including a memory for storing instructions executed by one or more processors of the electronic device, and a processor, one of the processors of the electronic device, for executing any of the vehicle control methods described in the first aspect above.

[0016] The fourth aspect of this application provides a program product including instructions that, when executed by a processor, implement any of the vehicle control methods described in the first aspect above.

[0017] The beneficial effects of the second to fourth aspects mentioned above can be referred to the relevant descriptions in the first aspect and various possible implementations of the first aspect, which will not be repeated here. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1A According to some embodiments of this application, a schematic diagram of a vehicle emergency braking scenario is shown;

[0020] Figure 1B According to some embodiments of this application, a schematic diagram of the changes in vehicle speed and wheel speed is shown;

[0021] Figure 2 According to some embodiments of this application, a schematic flowchart of a vehicle control method is shown;

[0022] Figure 3 According to some embodiments of this application, a functional framework diagram of a vehicle is shown. Detailed Implementation

[0023] The illustrative embodiments of this application include, but are not limited to, a vehicle control method, a readable medium, an electronic device, and a program product.

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described clearly and in detail below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; the word "and / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0025] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0026] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0027] Before introducing the technical solutions involved in the embodiments of this application, some of the terms included in the embodiments of this application will be explained.

[0028] (1) Anti-lock Braking System (ABS)

[0029] During vehicle braking, the wheel speed drops sharply. When the wheels are close to stopping (i.e., the wheels are about to lock up), the vehicle will trigger ABS.

[0030] For example, if a vehicle brakes suddenly on a wet, slippery surface, the wheels may lock up due to excessive braking force. In this situation, the vehicle's electronic control unit (ECU) will trigger the ABS. As another example, if a vehicle is driving on a muddy road and one wheel gets stuck in a ditch, causing a sudden decrease in wheel speed while the other wheel continues to rotate normally, the ECU will also trigger the ABS to prevent the vehicle from losing control.

[0031] In some embodiments, when the ABS control unit determines that the wheels are about to lock up, the ABS control unit sends a command to the braking unit to adjust the braking force applied to the wheels in order to control the wheel speed. Specifically, the braking unit can increase, maintain, or decrease the braking force applied to the wheels by the vehicle. For example, when the wheels are about to lock up, the braking unit will reduce the braking force, thus reducing the braking force and preventing the wheels from locking up completely.

[0032] In some embodiments, after the vehicle's electronic control unit (ECU) triggers the ABS, the ABS continuously repeats the process of adjusting wheel speed. Specifically, this process includes: the vehicle's wheel speed sensors continuously monitoring wheel speed; then, the ABS sends a command to the braking unit, which increases, maintains, or decreases the braking force applied to the wheels based on the wheel speed, thereby adjusting the wheel speed. This process can cycle rapidly multiple times per second, and the ECU deactivates the ABS once the wheel speed returns to normal and the slip ratio remains within the target slip ratio range. In other embodiments, the ECU also deactivates the ABS after the vehicle has come to a complete stop and the wheels are no longer turning.

[0033] It's understandable that the main function of ABS is to prevent wheel lock-up, which would affect vehicle stability. Specifically, when a wheel is about to lock up, ABS sends a command to the braking unit. The ABS then controls the braking unit to rapidly reduce the braking force on the wheel (i.e., ABS depressurization), allowing the wheel to return to a partially rolling state, preventing complete wheel lock-up. Once the wheel has returned to rolling, ABS sends a command to the braking unit, which then controls the braking unit to increase the braking force on the wheel according to the wheel speed (i.e., ABS boost), further slowing the wheel down.

[0034] (2) Slip ratio

[0035] Typically, vehicles monitor wheel speed in real time using wheel speed sensors and vehicle speed in real time using vehicle speed sensors. The wheel slip ratio is calculated based on the difference between the vehicle speed and the wheel speed. Specifically, the wheel slip ratio (S represents slip ratio) can be calculated using the following formula:

[0036]

[0037] In some embodiments, such as Figure 1A As shown, Figure 1A The diagram shows vehicle 100, comprising a left front wheel (FL), a right front wheel (FR), a left rear wheel (RL), and a right rear wheel (RR). During emergency braking of vehicle 100, if the slip ratio of the left front wheel (FL) exceeds the target slip ratio range (typically 10%-30%), the vehicle's electronic control unit (ECU) determines that the wheel is about to lock up. Therefore, to prevent wheel lockup, the ECU of vehicle 100 triggers the ABS to control the wheels of vehicle 100.

[0038] In some embodiments, such as Figure 1B As shown, Figure 1B The diagram illustrates the change in wheel speed of the left front wheel FL of vehicle 100 relative to the vehicle speed. At time t1, the vehicle speed and wheel speed are equal, and the vehicle increases braking force on the wheel through the braking unit, causing both vehicle and wheel speeds to decrease. For example, if the vehicle brakes suddenly at time t1, the vehicle's electronic control unit increases braking force on the wheel through the braking unit. As another example, during ABS boost, the ABS increases braking force on the wheel through the braking unit.

[0039] It is understandable that, due to the vehicle's inertia, the rate of change of the vehicle's velocity is less than the rate of change of the wheel velocity. At time t2, if the difference between the vehicle's velocity and the wheel velocity exceeds the target slip ratio range, such as... Figure 1BAs shown, the slip ratio reaches its maximum at time t2. To maintain vehicle stability, the ABS reduces the braking force on the wheels through the braking unit (i.e., ABS depressurization) to adjust the slip ratio, keeping it within the target slip ratio range to ensure vehicle stability. At time t3, the vehicle speed and wheel speed are equal, and the vehicle returns to normal operation.

[0040] However, as mentioned earlier, triggering ABS depressurization by increasing the slip ratio to a set threshold only results in the vehicle's electronic control unit detecting a slip ratio exceeding the target range when the difference between the vehicle's speed and wheel speed increases significantly (i.e., at time t3). However, during emergency braking, with the anti-lock braking system engaged, a significant increase in the difference between the vehicle's speed and wheel speed indicates the vehicle is already in a high slip state, posing a safety risk and compromising vehicle stability.

[0041] To address the aforementioned problems, this application provides a vehicle control method. In this method, when the vehicle's anti-lock braking system (ABS) is active, the vehicle's electronic control unit (ECU) acquires the acceleration of the vehicle's wheels at the current moment and superimposes this acceleration with preset parameters to obtain the vehicle's steady-state value change. These preset parameters are associated with the vehicle's speed. Furthermore, the ECU can superimpose the steady-state value change with the steady-state value from the previous moment to obtain the vehicle's steady-state value at the current moment, which indicates the vehicle's driving stability. If the current steady-state value is less than a set threshold, the ABS is depressurized.

[0042] Thus, as Figure 1B As shown, the vehicle's electronic control unit can determine whether to trigger the anti-lock braking system (ABS) by accumulating vehicle acceleration, thereby avoiding delayed triggering caused by triggering the ABS based on the slip ratio and improving vehicle stability.

[0043] To better understand the technical solutions of the embodiments of this application, the following will be used as examples. Figure 1A and Figure 1B Taking the scenario shown as an example, we will introduce some of the technical solutions of this application in detail.

[0044] Figure 2 A schematic flowchart of a vehicle control method is shown according to an embodiment of this application. It can be understood that... Figure 2 The electronic control unit (ECU) of the vehicle is the primary actuator in each step of the illustrated process. For simplicity, the following description... Figure 2 The execution entity for each step in the illustrated process will not be described again. For example... Figure 2 As shown, the process includes, but is not limited to, the following steps:

[0045] S201: With the vehicle's anti-lock braking system in operation, obtain the acceleration of the vehicle's wheels at the current moment.

[0046] In some embodiments, the vehicle's electronic control unit can monitor sensors to obtain the acceleration of each wheel of the vehicle at the current moment. For example, the vehicle's electronic control unit can monitor the acceleration of each wheel of the vehicle in real time using sensors such as accelerometers or inertial measurement units to obtain the acceleration of each wheel of the vehicle at the current moment.

[0047] In some embodiments, the vehicle's electronic control unit can also calculate the acceleration of each wheel at the current moment. For example, the vehicle's electronic control unit can obtain the wheel rotation speed or wheel speed of each wheel in real time using wheel speed sensors, and then calculate the acceleration of each wheel at the current moment based on the wheel rotation speed or wheel speed.

[0048] It is understandable that the vehicle's electronic control unit can also obtain the acceleration of each wheel of the vehicle at the current moment through other methods, and this is not a limitation.

[0049] S202: The acceleration is superimposed with preset parameters to obtain the steady-state change of the vehicle.

[0050] In some embodiments, the vehicle's electronic control unit can superimpose acceleration with preset parameters to obtain the steady-state change of the vehicle. For example, when ACC_WH represents acceleration and WDIFBACK represents preset parameters, the steady-state change of the vehicle is ACC_WH + WDIFBACK.

[0051] In some embodiments, the preset parameter is positively correlated with the vehicle speed at the current moment.

[0052] It is understandable that when the vehicle's current speed is greater than or equal to the first speed and less than the second speed, the preset parameter is the first value; when the vehicle's current speed is greater than or equal to the second speed and less than the third speed, the preset parameter is the second value, where the second value is greater than the first value; when the vehicle's current speed is greater than or equal to the third speed, the preset parameter is the third value, where the third value is greater than the second value.

[0053] For example, the correspondence between some preset parameters and the vehicle's current speed is shown in the table below:

[0054]

[0055] In the above representation, km / h means kilometers per hour, which can also be expressed in kph (kilometers per hour), and g represents the acceleration due to gravity, 1g = 9.8 m / s². 2 .

[0056] It is understandable that, in the table above, when the vehicle's current speed is greater than or equal to 20 km / h (i.e., the first speed) and less than 40 km / h (i.e., the second speed), the preset parameter is 1.00g (i.e., the first value); when the vehicle's current speed is greater than or equal to 40 kph and less than 100 km / h (i.e., the third speed), the preset parameter is 1.05g (i.e., the second value); and when the vehicle's current speed is greater than or equal to 100 km / h, the preset parameter is 1.30g (i.e., the third value).

[0057] It is understandable that the vehicle's electronic control unit (ECU) can store the correspondence between vehicle speed and preset parameters shown in the table above in the vehicle's memory. When the vehicle speed is obtained, the ECU determines the preset parameters corresponding to the vehicle speed by querying the correspondence between vehicle speed and preset parameters stored in the vehicle's memory. It is also understood that the table above only shows a portion of the correspondence between vehicle speed and preset parameters.

[0058] For example, the correspondence between some preset parameters and the vehicle's current speed can also be as shown in the table below:

[0059]

[0060] In the table above, when the first speed is 15km / h to 25km / h and the second speed is 35km / h to 45km / h, the first value is 0.98g to 1.02g; when the second speed is 35km / h to 45km / h and the third speed is 90km / h to 310km / h, the second value is 1.03g to 1.07g; and when the third speed is 90km / h to 310km / h, the third value is 1.28g to 1.32g. It is understandable that the correspondence between vehicle speed and preset parameters is determined based on experience, and this correspondence can also be determined using other methods, which are not limited here.

[0061] It is understandable that by pre-setting parameters, the vehicle's electronic control unit can correct the acceleration (during emergency braking, the vehicle's braking unit increases the braking force applied to the wheels, and the acceleration becomes negative) to prevent the vehicle's electronic control unit from being too sensitive when triggering the anti-lock braking system (ABS) depressurization, which could cause the vehicle to trigger the ABS depressurization in other driving scenarios (such as acceleration during normal driving) due to excessive changes in acceleration. This is beneficial to the vehicle's stability.

[0062] It's understandable that a negative acceleration value indicates that the vehicle's braking unit is increasing the braking force applied to the wheels, and the vehicle is decelerating. A positive acceleration value indicates that the vehicle's drive unit is applying driving force to the wheels, and the vehicle is accelerating.

[0063] In some embodiments, the vehicle's electronic control unit can monitor sensors to obtain the vehicle's current speed. For example, the vehicle's electronic control unit can monitor and obtain the vehicle speed via onboard radar or a global positioning system.

[0064] It is understandable that the vehicle's electronic control unit can also obtain the vehicle speed through other methods, and no restrictions are imposed here.

[0065] It is understandable that, based on the vehicle's current speed, the vehicle's electronic control unit can determine the preset parameters according to the correspondence between the preset parameters in the two tables mentioned above and the vehicle's current speed.

[0066] In some embodiments, the vehicle's electronic control unit may also express the steady-state changes of the vehicle in different units. These different units include at least: meters per square second (m / s²). 2 ), or g, or kilometers per hour per loop (kph / loop), one loop corresponds to one acceleration, one loop corresponds to one steady-state value.

[0067] For example, the vehicle's electronic control unit converts the unit of the steady-state change of the vehicle from g to kph / loop according to the following formula:

[0068]

[0069] Here, `Convert_g_to_kph` converts the unit from g to kph / loop; `ACC_WH` represents the current acceleration of the wheel, in g or m / s². 2 WDIFBACK represents the preset parameter, in g; loop_time is the unit time (e.g., 5 milliseconds) for the vehicle's electronic control unit to calculate the vehicle's steady-state value.

[0070] For example, when the vehicle speed is 100 kph, the vehicle's electronic control unit can determine the preset parameter (WDIFBACK) as -1.3g by querying the correspondence between the vehicle speed and the preset parameter.

[0071] For example, when the wheel acceleration ACC_WH = –7.0g, ACC_WH + WDIFBACK = (–7.0g) + 1.3g = –5.7g. Therefore, Convert_g_to_kph(ACC_WH + WDIFBACK) = Convert_g_to_kph_(–5.7g) = ((–5.7g) * 36 * 5ms) / 1000 = –1026 / 1000 = –1kph / loop.

[0072] S203: The steady-state value change is superimposed with the steady-state value of the previous moment to obtain the steady-state value of the vehicle at the current moment. The steady-state value is used to indicate the driving stability of the vehicle.

[0073] In some embodiments, the steady-state value is used to indicate the vehicle's driving stability. In this application, when the steady-state value is positive, the vehicle's electronic control unit can determine that the vehicle is in a stable state. When the steady-state value is negative, the vehicle's electronic control unit can determine that the vehicle is in an unstable state.

[0074] In some embodiments, the vehicle's electronic control unit may also determine whether the vehicle is in a stable or unstable state by other methods.

[0075] For example, when the vehicle's electronic control unit (ECU) detects a positive acceleration, it can determine that the vehicle's drive unit is applying a driving force to the wheels, thus bringing the vehicle to a stable state. The ECU can set the steady-state value to a positive value (e.g., three times the acceleration). When the vehicle's braking unit applies braking force to the wheels, the ECU can adjust the steady-state value (e.g., set it to zero or a negative value) to indicate that the vehicle is in an unstable state.

[0076] For example, when a vehicle has a high slip ratio, the lateral forces on the wheels are low, and the vehicle may be in an unstable state. However, if the vehicle's electronic control unit detects that the wheel acceleration is greater than a first set value (e.g., 2g), the vehicle's electronic control unit can determine that the vehicle is in a stable state.

[0077] For example, when the vehicle's slip ratio is small or zero, the lateral force on the wheels is large, and the vehicle may be in a stable state. If the vehicle's electronic control unit detects that the wheel acceleration is greater than a second set value (e.g., 1g), the vehicle's electronic control unit can determine that the vehicle is in a stable state.

[0078] It is understandable that, depending on the actual situation, the vehicle's electronic control unit may also use other methods to indicate whether the vehicle is in a stable or unstable state. For example, a negative steady-state value indicates that the vehicle is in a stable state, while a positive steady-state value indicates that the vehicle is in an unstable state. No restrictions are placed here.

[0079] In some embodiments, the vehicle's electronic control unit can superimpose the steady-state value change with the steady-state value at the previous moment to obtain the vehicle's steady-state value at the current moment.

[0080] For example, when WDI represents the steady-state value of the vehicle at the current moment and WDI(last_loop) represents the steady-state value of the vehicle at the previous moment, WDI = WDI(last_loop) + Convert_g_to_kph(ACC_WH - WDIFBACK).

[0081] For example, if the steady-state value WDI(last_loop) of the vehicle at the previous moment was -4kph / loop and Convert_g_to_kph(ACC_WH+WDIFBACK)=–1kph / loop, the steady-state value WDI of the vehicle at the current moment is –5kph / loop.

[0082] S204: If the steady-state value at the current moment is less than a set threshold, trigger the depressurization of the vehicle's anti-lock braking system.

[0083] In some embodiments, if the steady-state value at the current moment is less than a set threshold, the vehicle's electronic control unit can trigger the vehicle's anti-lock braking system to release pressure.

[0084] For example, the vehicle's electronic control unit can set the threshold to -4.0 kph / loop to -5.0 kph / loop (i.e., -1.1 m / s). 2 ~-1.4m / s 2 The vehicle's electronic control unit can set thresholds according to actual conditions, and no restrictions are imposed here.

[0085] As can be understood, as mentioned earlier, when the vehicle's steady-state value WDI at the current moment is -5 kph / loop and the set threshold is -4.5 kph / loop, the vehicle's steady-state value at the current moment is less than the set threshold. Therefore, the vehicle's electronic control unit triggers the vehicle's anti-lock braking system to release pressure in order to prevent the wheels from locking up completely.

[0086] It is understandable that after the vehicle's electronic control unit triggers the depressurization of the vehicle's anti-lock braking system, the vehicle's braking unit reduces the braking force applied to the wheels in order to prevent the wheels from locking up completely.

[0087] In summary, this application provides a vehicle control method. In this method, when the vehicle's anti-lock braking system (ABS) is active, the vehicle's electronic control unit (ECU) can acquire the acceleration of the vehicle's wheels at the current moment and superimpose this acceleration with preset parameters to obtain the vehicle's steady-state value change. These preset parameters are associated with the vehicle's speed. Furthermore, the ECU can superimpose the steady-state value change with the steady-state value from the previous moment to obtain the vehicle's steady-state value at the current moment, which indicates the vehicle's driving stability. If the steady-state value at the current moment is less than a set threshold, the ABS is triggered to release pressure.

[0088] Thus, as Figure 1B As shown, the vehicle's electronic control unit can determine whether to trigger the anti-lock braking system (ABS) by accumulating vehicle acceleration, thereby avoiding delayed triggering caused by triggering the ABS based on the slip ratio and improving vehicle stability.

[0089] The hardware structure of the vehicle used in the embodiments of this application will be described next.

[0090] As an example, Figure 3 This is a schematic diagram illustrating a possible functional framework of a vehicle 100 provided in an embodiment of this application. For example... Figure 3 As shown, the functional framework of vehicle 100 may include various subsystems, such as the sensor system 10, control system 20, one or more peripheral devices 30 (one is shown as an example), power supply 40, and computer system 50. Optionally, vehicle 100 may also include other functional systems, such as an engine system that provides power to vehicle 100, etc., which are not limited herein.

[0091] The sensor system 10 may include several detection devices that can sense the measured information and convert the sensed information into electrical signals or other desired forms of information output according to a certain rule. For example... Figure 3 As shown, these detection devices may include a global positioning system (GPS), a vehicle speed sensor 12, an inertial measurement unit (IMU) 13, a radar unit 14, a laser rangefinder 15, an acceleration sensor 16, a wheel speed sensor 17, a steering sensor 18, a gear position sensor 19, or other components for automatic detection, etc., which are not limited in this application.

[0092] The Global Positioning System (GPS) 11 is a system that uses GPS positioning satellites to perform real-time positioning and navigation globally. In this application, the GPS 11 system can be used to achieve real-time positioning of vehicle 100, providing the geographical location information of vehicle 100. Vehicle speed sensor 12 is used to detect the vehicle speed of vehicle 100. Inertial measurement unit 13 may include a combination of accelerometer and gyroscope, and is a device for measuring the angular rate and acceleration of vehicle 100. For example, during the movement of vehicle 100, the inertial measurement unit can measure the changes in the vehicle's position and angle based on the inertial acceleration of vehicle 100, such as measuring the acceleration and angular rate of vehicle 100.

[0093] Radar unit 14, also known as a radar system, senses objects in the current environment where vehicle 100 is traveling using wireless signals. Optionally, the radar unit can also sense information such as the object's speed and direction of travel. In practical applications, the radar unit can be configured as one or more antennas for receiving or transmitting wireless signals. Laser rangefinder 15 is an instrument that uses modulated laser light to measure the distance to a target object; that is, a laser rangefinder can be used to measure the distance to a target object. In practical applications, the laser rangefinder may include, but is not limited to, a combination of one or more of the following components: a laser source, a laser scanner, and a laser detector.

[0094] Accelerometer 16 is a sensor used to detect the acceleration of the wheels of vehicle 100, such as detecting the acceleration of the inner rear wheel of vehicle 100. Commonly used accelerometer 16 may include piezoelectric accelerometers, piezoresistive accelerometers, capacitive accelerometers, and microelectromechanical systems (MEMS) accelerometers.

[0095] Wheel speed sensor 17 is a sensor used to detect the rotational speed of the wheels of vehicle 100, such as detecting the wheel speed of the inner rear wheel of vehicle 100. Commonly used wheel speed sensors 17 may include, but are not limited to, magnetoelectric wheel speed sensors and Hall effect wheel speed sensors. Steering sensor 18, also known as a steering angle sensor, can represent a system used to detect the steering angle of vehicle 100. In practical applications, steering sensor 18 can be used to measure the steering wheel angle of vehicle 100 (e.g., 360 degrees), or to measure an electrical signal representing the steering angle of vehicle 100's steering wheel. Optionally, steering sensor 18 can also be used to measure the steering angle of vehicle 100's tires (e.g., 20 degrees), or to measure an electrical signal representing the steering angle of vehicle 100's tires, etc., and this application is not limited thereto.

[0096] That is, the steering sensor 18 can be used to measure any one or more combinations of the following: the steering angle of the steering wheel, an electrical signal representing the steering angle of the steering wheel, the steering angle of the wheel (the tires of vehicle 100), and an electrical signal representing the steering angle of the wheel, etc.

[0097] The gear position sensor 19 is used to detect the current gear of the vehicle 100. Since different manufacturers produce the same vehicle 100, the gear positions may vary. Taking an autonomous vehicle 100 as an example, it supports six gears: P (parking), R (reverse), N (neutral), D (drive), 2, and L. P (parking) is used for parking; it uses a mechanical device to lock the vehicle's brakes, preventing it from moving. R (reverse) is used for reversing. D (drive) is used for driving on the road. 2nd gear is also a drive gear, used to adjust the vehicle's speed. 2nd gear is typically used for going up or down slopes. L (low) limits the vehicle's speed. For example, on a downhill road, vehicle 100 is put into L gear, so that vehicle 100 uses engine power for braking when going downhill, so that the driver does not have to keep the brake pedal pressed for a long time, which would cause the brake pads to overheat and cause danger.

[0098] The control system 20 may include several components, such as the steering unit 21, braking unit 22, anti-lock braking system 23, automatic driving system 24, map navigation system 25, network time synchronization system 26, obstacle avoidance system 27, and cornering assistance system 28 shown in the figure. Optionally, the control system 20 may also include components such as a throttle controller and an engine controller for controlling the driving speed of the vehicle 100; this application is not limited to these components. The driver in this application may be the aforementioned engine controller. The user's acceleration operation on the vehicle 100 may be the user's operation of pressing the throttle controller (i.e., the accelerator pedal).

[0099] The steering unit 21 may represent a system for adjusting the direction of travel of the vehicle 100, which may include, but is not limited to, a steering wheel or any other structural device for adjusting or controlling the direction of travel of the vehicle 100.

[0100] The braking unit 22 can represent a system for slowing down the vehicle 100, and can also be referred to as the vehicle 100 braking system. It may include, but is not limited to, a brake controller, a reducer, or other structural devices used for slowing down the vehicle 100. In this application, the brake can be such a brake controller, reducer, or other device used for slowing down. In practical applications, the braking unit 22 can utilize friction to slow down the tires of the vehicle 100, thereby reducing the vehicle 100's speed.

[0101] The anti-lock braking system 23 is used to prevent wheel lock-up (i.e., complete wheel stop turning) when the vehicle 100 brakes in an emergency or when braking on a road surface with a high slip ratio, thereby maintaining the handling and stability of the vehicle 100, avoiding loss of control and skidding, and improving driving safety.

[0102] The autonomous driving system 24 may include hardware and software systems for processing and analyzing data input to the autonomous driving system 24 to obtain actual control parameters of various components in the control system 20, such as the desired braking pressure of the brake controller in the braking unit and the desired torque of the engine. This facilitates the control system 20 in implementing corresponding controls and ensures the safe driving of the vehicle 100. Optionally, the autonomous driving system 24 can also determine information such as obstacles faced by the vehicle 100 and the characteristics of the environment in which the vehicle 100 is located (e.g., the lane the vehicle 100 is currently traveling in, road boundaries, and traffic lights that it is about to pass) by analyzing the data. The data input to the autonomous driving system 24 may be image data collected by a camera device or data collected by various components in the sensor system 10, such as the steering wheel angle provided by the steering angle sensor and the wheel speed provided by the wheel speed sensor, etc., which are not limited in this application.

[0103] The map navigation system 25 provides map information and navigation services to the vehicle 100. In practical applications, the map navigation system 25 can plan an optimal driving route based on the location information of the vehicle 100 provided by GPS (specifically, the current location of the vehicle 100) and the destination address entered by the user, such as the route with the shortest distance or less traffic. This allows the vehicle 100 to navigate along the optimal driving route to reach its destination. Optionally, in addition to providing navigation functions, the map navigation system can also provide or display relevant map information to the user according to their actual needs, such as displaying the current road segment of the vehicle 100 on the map in real time; this application does not impose any limitations on this.

[0104] The network time system 26 (NTS) provides time synchronization services to ensure that the current system time of vehicle 100 is synchronized with the network standard time, which helps to provide vehicle 100 with more accurate time information. In specific implementation, the network time system 26 can obtain a standard time signal from GPS satellites and use this time signal to synchronously update the current system time of vehicle 100, ensuring that the current system time of vehicle 100 is consistent with the time of the obtained standard time signal.

[0105] The obstacle avoidance system 27 is used to predict obstacles that the vehicle 100 may encounter during its journey, and then controls the vehicle 100 to bypass or over the obstacles to ensure normal driving. For example, the obstacle avoidance system 27 can analyze sensor data collected by various components in the sensor system 10 to determine potential obstacles on the road where the vehicle 100 is traveling. If the obstacle is large, such as a fixed building (building) on ​​the roadside, the obstacle avoidance system 27 can control the vehicle 100 to bypass the obstacle for safe driving. Conversely, if the obstacle is small, such as a small stone on the road, the obstacle avoidance system 27 can control the vehicle 100 to overtake the obstacle and continue driving forward.

[0106] The cornering assistance system 28 may include hardware and software systems for processing and analyzing data input to the cornering assistance system 28 to obtain actual control parameters of various components in the control system 20, such as the desired braking force of the brake controller (e.g., brake) in the braking unit and the desired torque of the engine. This facilitates the control system 20 in implementing corresponding control, ensuring that the vehicle 100 turns based on the OCA function.

[0107] In some embodiments, the steering control device in this application is implemented based on the control system 20, specifically based on the automatic driving system 24 in the control system 20, or based on the cornering assistance system 28 in the control system 20, but not limited thereto. In this case, the control system 20, the automatic driving system 24, or the cornering assistance system 28 can execute the steering control method described above.

[0108] Peripheral device 30 may include several components, such as the communication system 31, touch screen 32, user interface 33, microphone 34, and speaker 35 shown in the figure. The communication system 31 is used to enable network communication between vehicle 100 and other devices besides vehicle 100. In practical applications, the communication system 31 can employ wireless communication technology or wired communication technology to achieve network communication between vehicle 100 and other devices. The wired communication technology can refer to communication between vehicle 100 and other devices via network cable or fiber optic cable. This wireless communication technology includes, but is not limited to, Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Time-Division Code Division Multiple Access (TD-SCDMA), Long Term Evolution (LTE), Wireless Local Area Networks (WLAN) (such as Wireless Fidelity (Wi-Fi) networks), Bluetooth (BT), Global Navigation Satellite System (GNSS), Frequency Modulation (FM), Near Field Communication (NFC), and Infrared (IR) technology, etc.

[0109] The touchscreen 32 can be used to detect operation commands on the touchscreen 32. For example, the user can perform touch operations on the content data displayed on the touchscreen 32 according to actual needs to achieve the corresponding function, such as playing music, video, or other multimedia files. The user interface 33 can specifically be a touch panel, used to detect operation commands on the touch panel. The user interface 33 can also be a physical button or a mouse. The user interface 34 can also be a display screen, used to output data and display images or data. Optionally, the user interface 34 can also be at least one device belonging to the category of peripheral devices, such as a touchscreen, microphone, and speaker.

[0110] Microphone 34, also known as a microphone or transducer, is used to convert sound signals into electrical signals. When making a phone call or sending a voice message, the user speaks close to the microphone, and the sound signal is input into the microphone. Speaker 35, also known as a loudspeaker, is used to convert audio electrical signals into sound signals. The vehicle 100 can listen to music or make hands-free calls through speaker 35.

[0111] Power source 40 represents a system that provides electricity or energy to vehicle 100, which may include, but is not limited to, rechargeable lithium batteries or lead-acid batteries. In practical applications, one or more battery components in the power source are used to provide electrical energy or power for starting vehicle 100, and the type and materials of the power source are not limited in this application. Optionally, power source 40 may also be an energy source used to provide energy to vehicle 100, such as gasoline, diesel, ethanol, solar cells or solar panels, etc., which are not limited in this application.

[0112] Several functions of the vehicle 100 are controlled and implemented by the computer system 50. The computer system 50 may include one or more processors 51 (the figure shows one processor as an example) and a memory 52 (also called a storage device). In practical applications, the memory 52 may be located inside the computer system 50 or outside the computer system 50, for example, as a cache in the vehicle 100; this application does not limit this. The processor 51 may include one or more general-purpose processors, such as a graphics processing unit (GPU). The processor 51 can be used to run relevant programs or instructions corresponding to programs stored in the memory 52 to implement the corresponding functions of the vehicle 100.

[0113] Memory 52 may include volatile memory, such as random access memory (RAM); memory may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid state drive (SSD); memory 52 may also include combinations of the above types of memory. Memory 52 can be used to store a set of program code or instructions corresponding to program code, so that processor 51 can call the program code or instructions stored in memory 52 to implement the corresponding functions of vehicle 100. This function includes, but is not limited to, […]. Figure 3The schematic diagram of the functional framework of the vehicle 100 shown includes some or all of the functions. In this application, the memory 52 can store a set of program code for controlling the vehicle 100. The processor 51 can call the program code to control the safe driving of the vehicle 100. The specific details of how to achieve the safe driving of the vehicle 100 are described below in this application.

[0114] Optionally, in addition to storing program code or instructions, memory 52 may also store information such as road maps, driving routes, and sensor data. Computer system 50 can be combined with other components in the functional framework diagram of vehicle 100, such as sensors in the sensor system and GPS, to realize the relevant functions of vehicle 100. For example, computer system 50 can control the driving direction or speed of vehicle 100 based on data input from sensor system 10; this application does not impose limitations on this.

[0115] Among them, this application Figure 3 The sensor system 10, control system 20, and computer system 50 shown are merely examples and do not constitute a limitation. In practical applications, vehicle 100 can combine several components according to different functions to obtain subsystems with corresponding functions. For example, vehicle 100 may also include an electronic stability program (ESP) and an electric power steering system (EPS), etc. Figure 3 Not shown. The ESP system may consist of some sensors from sensor system 10 and some components from control system 20. Specifically, the ESP system may include wheel speed sensor 17, steering sensor 18, and control units involved in control system 20, etc. The EPS system may consist of some sensors from sensor system 10, some components from control system 20, and power supply 40, etc. Specifically, the EPS system may include steering sensor 18, generator and reducer involved in control system 20, battery power supply, etc.

[0116] It should be noted that the above Figure 3 This is merely a schematic diagram of one possible functional framework for vehicle 100. In practical applications, vehicle 100 may include more or fewer systems or components, and this application does not impose any limitations.

[0117] The various embodiments of the mechanisms disclosed in this application can be implemented in hardware, software, firmware, or a combination of these implementation methods. Embodiments of this application can be implemented as computer programs or program code executable on a programmable system, the programmable system including at least one processor, a storage system (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device.

[0118] Program code can be applied to input instructions to execute the functions described in this application and generate output information. The output information can be applied to one or more output devices in a known manner. For the purposes of this application, the processing system includes any system having a processor such as, for example, a digital signal processor (DSP), a microcontroller, an application-specific integrated circuit (ASIC), or a microprocessor.

[0119] The program code can be implemented using a high-level procedural language or an object-oriented programming language to communicate with the processing system. Assembly language or machine language can also be used when needed. In fact, the mechanisms described in this application are not limited to any particular programming language. In either case, the language can be a compiled language or an interpreted language.

[0120] In some embodiments, this application provides a readable medium storing instructions that, when executed on an electronic device (e.g., an electronic control unit of a vehicle), cause the electronic device to perform the vehicle control method described above.

[0121] In some embodiments, this application provides an electronic device (e.g., an electronic control unit for a vehicle), comprising: a memory for storing instructions executed by one or more processors of the electronic device, and a processor, one of the processors of the electronic device, for executing the vehicle control method described above.

[0122] In some embodiments, this application provides a computer program product including instructions for implementing the vehicle control method described above.

[0123] In some cases, the disclosed embodiments may be implemented in hardware, firmware, software, or any combination thereof. The disclosed embodiments may also be implemented as instructions carried or stored thereon on one or more temporary or non-temporary machine-readable (e.g., computer-readable) storage media, which may be read and executed by one or more processors. For example, the instructions may be distributed via a network or through other computer-readable media. Therefore, machine-readable media may include any mechanism for storing or transmitting information in a machine-readable (e.g., computer-readable) form, including but not limited to floppy disks, optical disks, CD-ROMs, compact disc-read-only memory (CD-ROMs), magneto-optical disks, ROMs, RAMs, erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), magnetic cards or optical cards, flash memory, or tangible machine-readable storage for transmitting information (e.g., carrier waves, infrared signals, digital signals, etc.) using the Internet in the form of electrical, optical, acoustic, or other forms of propagated signals. Therefore, machine-readable media includes any type of machine-readable medium suitable for storing or transmitting electronic instructions or information in a machine-readable (e.g., computer-readable) form.

[0124] In the accompanying drawings, some structural or methodological features may be shown in a specific arrangement and / or order. However, it should be understood that such a specific arrangement and / or order may not be necessary. Rather, in some embodiments, these features may be arranged in a manner and / or order different from that shown in the illustrative drawings. Furthermore, the inclusion of structural or methodological features in a particular figure does not imply that such features are required in all embodiments, and in some embodiments, these features may be omitted or may be combined with other features.

[0125] It should be noted that all units / modules mentioned in the device embodiments of this application are logical units / modules. Physically, a logical unit / module can be a physical unit / module, a part of a physical unit / module, or a combination of multiple physical units / modules. The physical implementation of these logical units / modules themselves is not the most important factor; the combination of functions implemented by these logical units / modules is the key to solving the technical problems proposed in this application. Furthermore, to highlight the innovative aspects of this application, the above-described device embodiments of this application have not introduced units / modules that are not closely related to solving the technical problems proposed in this application. This does not mean that the above-described device embodiments do not contain other units / modules.

[0126] It should be noted that in the examples and description of this patent, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0127] Although this application has been illustrated and described with reference to certain preferred embodiments thereof, those skilled in the art should understand that various changes in form and detail may be made thereto without departing from the spirit and scope of this application.

Claims

1. A vehicle control method, characterized in that, include: With the vehicle's anti-lock braking system in operation, obtain the acceleration of the vehicle's wheels at the current moment. The acceleration is superimposed with preset parameters to obtain the steady-state value change of the vehicle; The steady-state value change is superimposed with the steady-state value at the previous moment to obtain the steady-state value of the vehicle at the current moment. The steady-state value is used to indicate the driving stability of the vehicle. If the steady-state value at the current moment is less than a set threshold, the anti-lock braking system of the vehicle is depressurized.

2. The method according to claim 1, characterized in that, The preset parameter is positively correlated with the vehicle's current speed.

3. The method according to claim 2, characterized in that, When the vehicle's current speed is greater than or equal to the first speed and less than the second speed, the preset parameter is the first value; When the vehicle's current speed is greater than or equal to the second speed and less than the third speed, the preset parameter is a second value, wherein the second value is greater than the first value; If the vehicle's current speed is greater than or equal to the third speed, the preset parameter is a third value, wherein the third value is greater than the second value.

4. The method according to claim 3, characterized in that, The first speed is 15km / h to 25km / h, the second speed is 35km / h to 45km / h, and the third speed is 90km / h to 110km / h.

5. The method according to claim 3, characterized in that, The first value is 9.6 m / s 2 ~10.0m / s 2 The second value is 10.1 m / s 2 ~10.5m / s 2 The third value is 12.6 m / s 2 ~13.0m / s 2 .

6. The method according to claim 2, characterized in that, The method further includes: Obtain the vehicle speed at the current moment; The preset parameters are determined based on the vehicle speed at the current moment.

7. The method according to claim 1, characterized in that, The set threshold is -1.1 m / s 2 ~-1.4m / s 2 .

8. A readable medium, characterized in that, The readable medium stores instructions that, when executed on an electronic device, cause the electronic device to perform the method of any one of claims 1 to 7.

9. An electronic device, characterized in that, include: Memory, used to store instructions executed by one or more processors of an electronic device, and A processor is one of the processors in an electronic device, used to perform the method according to any one of claims 1 to 7.

10. A program product, characterized in that, The program product includes instructions that, when executed on an electronic device, cause the electronic device to perform the method of any one of claims 1 to 7.

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