Vehicle driving risk control method and device, storage medium, controller and vehicle

Abstract

The invention provides a vehicle driving risk control method and device, a storage medium, a controller and a vehicle. According to the vehicle driving risk control method provided by the invention, the controller of a braking system of the vehicle can be utilized; according to the vehicle operation data of the vehicle and a first brake control signal generated by a vehicle body stability control function carried by a third-party controller of the vehicle, whether the vehicle has the preset vehicle driving risk or not is recognized, and if yes, the controller of the brake system can be used for controlling the preset vehicle driving risk of the vehicle, so that the vehicle driving risk is controlled. And the vehicle operation safety can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a vehicle driving risk control method and device, a storage medium, a controller and a vehicle. BACKGROUND

[0002] With the development of national economy and the improvement of national consumption level, automobiles have been widely used in ordinary national families, and people pay more and more attention to the intelligence and safety of automobiles. At present, automobile manufacturers gradually begin to deploy various portable vehicle intelligent functions provided by suppliers in their own vehicle controllers to meet their own needs for continuous updating of vehicle electrical / electronic architecture. However, due to the uncertainty of the interference between the portable vehicle intelligent functions provided by the suppliers and the operating system, basic software components and the like in the vehicle controllers of the automobile manufacturers, risks are easily brought to the vehicle driving process. SUMMARY

[0003] Based on this, the present application provides a vehicle driving risk control method, device, storage medium, controller and vehicle. By using the vehicle driving risk control method, the controller of the braking system can be used to identify and control the vehicle driving risk caused by the vehicle body stability control function at the third party controller of the vehicle, so as to improve the safety of vehicle operation.

[0004] In one aspect, the present application provides a vehicle driving risk control method applied to a controller of a braking system of a vehicle, and the method comprises:

[0005] obtaining vehicle operation data of the vehicle;

[0006] determining a first brake control signal generated by a vehicle body stability control function at a third party controller mounted on the vehicle;

[0007] judging whether the vehicle has a preset vehicle driving risk according to the vehicle operation data and the first brake control signal, and obtaining a first judgment result;

[0008] if the first judgment result indicates that the vehicle has the preset vehicle driving risk, controlling the preset vehicle driving risk of the vehicle.

[0009] Further, in some embodiments, if the first judgment result indicates that the vehicle has the preset vehicle driving risk, controlling the preset vehicle driving risk of the vehicle comprises:

[0010] if the first judgment result indicates that the vehicle has the preset vehicle driving risk, determining a preset fault diagnosis code corresponding to the preset vehicle driving risk of the vehicle;

[0011] generating record data for the preset vehicle driving risk of the vehicle based on the preset fault diagnosis code;

[0012] sending the record data to a target device; the target device is configured to perform vehicle driving risk control based on the record data.

[0013] Further, in some embodiments, sending the record data to a target device specifically includes:

[0014] sending the record data to an electronic control unit at the vehicle; the electronic control unit is configured to perform vehicle driving risk control based on the record data; and / or,

[0015] sending the record data to a telematics unit at the vehicle; the telematics unit is configured to forward the record data to a target server, so that the target server performs vehicle driving risk control based on the record data.

[0016] Further, in some embodiments, the record data includes at least one of the preset fault diagnosis code, user manipulation data of the vehicle, vehicle operating state data, drive system data and intelligent brake control system data.

[0017] Further, in some embodiments, if the first determination result indicates that the vehicle has a preset vehicle driving risk, performing control for the preset vehicle driving risk of the vehicle includes:

[0018] if the first determination result indicates that the vehicle has a preset vehicle driving risk, determining a feasible value range of a preset vehicle motion control parameter;

[0019] based on the first brake control signal, determining a target brake torque required for the brake system to generate when the preset vehicle motion control parameter of the vehicle is within the feasible value range;

[0020] generating a second brake control signal for controlling the brake system to generate the target brake torque.

[0021] Further, in some embodiments, if the first determination result indicates that the vehicle has a preset vehicle driving risk, determining a feasible value range of a preset vehicle motion control parameter includes:

[0022] calculating a target lateral acceleration of the vehicle according to vehicle operating data of the vehicle;

[0023] determining a target risk level of the vehicle according to the target lateral acceleration;

[0024] determining a target type of preset vehicle motion control parameter required to be used when controlling the preset vehicle driving risk possessed by the vehicle;

[0025] determining a feasible numerical range of the target type of preset vehicle motion control parameter corresponding to the target risk level.

[0026] Further, in some embodiments, determining a target type of preset vehicle motion control parameter required to be used when controlling the preset vehicle driving risk possessed by the vehicle comprises:

[0027] if the preset vehicle driving risk possessed by the vehicle is a longitudinal braking torque excess risk or a multi-wheel braking instability risk, determining that the target type of preset vehicle motion control parameter is a vehicle longitudinal deceleration;

[0028] if the preset vehicle driving risk possessed by the vehicle is a yaw torque excess risk, determining that the target type of preset vehicle motion control parameter is a vehicle yaw torque.

[0029] Further, in some embodiments, based on the first braking control signal, determining a target braking torque required to be generated by the braking system when the preset vehicle motion control parameter of the vehicle is within the feasible numerical range comprises:

[0030] determining whether a first value of the preset vehicle motion control parameter corresponding to the first braking control signal is within the feasible numerical range, to obtain a second determination result;

[0031] if the second determination result indicates that the first value is within the feasible numerical range, determining a target braking torque required to be generated by the braking system when the preset vehicle motion control parameter of the vehicle is the first value;

[0032] if the second determination result indicates that the first value is not within the feasible numerical range, determining a second value of the preset vehicle motion control parameter within the feasible numerical range;

[0033] determining a target braking torque required to be generated by the braking system when the preset vehicle motion control parameter of the vehicle is the second value.

[0034] Further, in some embodiments, obtaining vehicle operation data of the vehicle comprises:

[0035] obtaining at least one of user manipulation data, vehicle operation state data, driving system data and intelligent braking control system data of the vehicle.

[0036] Further, in some embodiments, the method described above can further include:

[0037] sending at least part of the vehicle operation data to the third-party controller; the third-party controller is configured to process the vehicle operation data by using a preset program corresponding to the vehicle body stability control function, to obtain the first brake control signal.

[0038] In another aspect, the present application provides a vehicle driving risk control device, which is applied to a controller of a brake system of a vehicle, and includes:

[0039] an acquisition module configured to acquire vehicle operation data of the vehicle;

[0040] a determination module configured to determine a first brake control signal generated by a vehicle body stability control function at a third-party controller mounted on the vehicle;

[0041] a judgment module configured to judge, according to the vehicle operation data and the first brake control signal, whether the vehicle has a preset vehicle driving risk, to obtain a first judgment result;

[0042] a risk control module configured to, if the first judgment result indicates that the vehicle has the preset vehicle driving risk, control the preset vehicle driving risk of the vehicle.

[0043] In another aspect, the present application provides a storage medium, which stores a computer program, and the computer program is adapted to be loaded and executed by a processor to perform the steps of the method described above.

[0044] In another aspect, the present application further provides a controller of a brake system, which includes a processor and a memory; wherein the memory stores computer readable instructions, and the computer readable instructions are adapted to be loaded and executed by the processor to perform the steps of the method described above.

[0045] In another aspect, the present application further provides a vehicle, which includes the vehicle driving risk control device or the controller of the brake system described above.

[0046] According to the vehicle driving risk control method provided by the present application, the controller of the brake system of the vehicle can be used to identify whether the vehicle has a preset vehicle driving risk according to the vehicle operation data of the vehicle and the first brake control signal generated by the vehicle body stability control function at the third-party controller mounted on the vehicle, and if so, the controller of the brake system can be used to control the preset vehicle driving risk of the vehicle, which not only helps to improve the vehicle operation safety, but also reduces the requirement of the automotive safety integrity level required to be met by the third-party controller at the vehicle, to improve the convenience when deploying the vehicle body stability control function at the third-party controller.

[0047] It is to be understood that the description of the summary section is not intended to identify key or essential features of embodiments of the application, nor is it intended to limit the scope of the application. Other BRIEF DESCRIPTION OF DRAWINGS

[0048] Figure 1 A flowchart of a vehicle driving risk control method provided by an embodiment of the application;

[0049] Figure 2 An application scenario diagram of a vehicle driving risk control method provided by an embodiment of the application;

[0050] Figure 3 A structure diagram of a vehicle driving risk control device provided by an embodiment of the application;

[0051] Figure 4 A structure diagram of a controller of a brake system provided by an embodiment of the application. DETAILED DESCRIPTION

[0052] In order to make the objectives, technical solutions and advantages of the present application clearer, the technical solutions of the present application will be described below in conjunction with specific embodiments of the present application and corresponding drawings. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0053] In the description of one or more embodiments of the present application, the term “comprising” and similar terms are to be understood as open-ended, i.e., “including but not limited to”. The term “based on” is to be understood as “based at least in part on”. The term “one embodiment” or “the embodiment” is to be understood as “at least one embodiment”. The terms “first”, “second”, etc. can refer to different or same objects. Other explicit and implicit definitions can also be included below.

[0054] Automobile manufacturers can require suppliers to develop and provide software programs for implementing vehicle intelligent functions in order to facilitate the updating of vehicle electrical / electronic architecture. The automobile manufacturers can then deploy software programs of various vehicle intelligent functions in their own vehicle controllers to support the communication and running of the software programs of various vehicle intelligent functions by using operating systems, basic software components, etc. in the vehicle controllers of the automobile manufacturers.

[0055] However, when adding various vehicle intelligent functions in the vehicle controller of the automobile manufacturer, not only the complexity of the electrical / electronic architecture of the vehicle is increased, but also the interference problem of the uncertainty between the related programs and components is brought, which not only easily affects the running safety of the vehicle, but also it is difficult to determine the root cause of the vehicle failure after the vehicle failure, thereby bringing more unpredictable risks to the vehicle driving process.

[0056] In addition, since the brake system is used to control the vehicle to decelerate and stop, it is an important part to ensure the safety of the automobile and the driver, therefore, the vehicle intelligent function related to the brake system often plays a crucial role in ensuring the safety of the vehicle, therefore, it also puts higher requirements on the automotive safety integrity level required to be met by the vehicle controller of the automobile manufacturer with related vehicle intelligent functions, thereby bringing inconvenience to the automobile manufacturer in loading various vehicle intelligent functions related to the brake system in the vehicle controller.

[0057] Therefore, how to identify and control the vehicle driving risk brought by the body stability control function at the third party controller of the vehicle, so as to improve the running safety of the vehicle, and reduce the requirement of the automotive safety integrity level required to be met by the third party controller, has become a technical problem to be solved.

[0058] Based on this, the present application provides a vehicle driving risk control method, which can utilize the controller of the brake system of the vehicle, according to the vehicle running data of the vehicle and the first brake control signal generated by the body stability control function loaded at the third party controller of the vehicle, to identify whether the vehicle has a preset vehicle driving risk, if yes, the controller of the brake system can be used to control the preset vehicle driving risk of the vehicle, which not only helps to improve the running safety of the vehicle, but also can reduce the requirement of the automotive safety integrity level required to be met by the third party controller of the vehicle, so as to improve the convenience of deploying the body stability control function at the third party controller.

[0059] Please refer to Figure 1 A flowchart of a vehicle driving risk control method provided by the embodiment of the present application. From the program point of view, the execution subject of the flowchart can be the program loaded in the controller of the brake system of the vehicle. Or, the execution subject of the flowchart can also be the controller of the brake system of the vehicle, which is not limited here. The controller of the brake system can refer to the controller having the ability to control the working state of the brake system. In actual application, the controller of the brake system can be a controller specially equipped by the manufacturer of the brake system for the brake system, or it can also be other controllers, which are not limited here.

[0060] The following will be described in detail Figure 1The illustrated flow is described in detail, and the vehicle driving risk control method can specifically include the following steps:

[0061] In step S102, vehicle operation data of the vehicle is acquired.

[0062] In the embodiments of the present application, since the risk existing in the vehicle driving process is closely related to the working condition, driving state, user operation and the like of the vehicle, the vehicle operation data of the vehicle needs to be acquired to accurately evaluate whether the vehicle currently has a preset vehicle driving risk.

[0063] In a feasible implementation manner, acquiring the vehicle operation data of the vehicle can include but is not limited to acquiring at least one of user manipulation data, vehicle operation state data, driving system data and intelligent brake control system data of the vehicle.

[0064] The user manipulation data of the vehicle can be information for reflecting the control operation performed by the user on the vehicle. In actual application, the operation data performed by the user on the human-computer interaction interface inside the vehicle or the operation data performed by the user on the steering wheel, accelerator pedal, brake pedal and the like driving manipulation device can be acquired as the user manipulation data of the vehicle, which is not specifically limited.

[0065] The vehicle operation state data can refer to a series of parameters involved in the running process of the vehicle, including but not limited to the driving speed of the vehicle, the lateral acceleration, longitudinal acceleration, yaw angular velocity, steering wheel angle, pressure sensor data at the hydraulic unit of the brake system, wheel speed sensor data and the like of the vehicle. In actual application, other related vehicle operation state data can also be acquired according to actual needs, for example, real-time position, driving trajectory, driver operation habit and the like of the vehicle, which is not specifically limited.

[0066] The driving system data can refer to the data involved in the running process of the driving system of the vehicle, including but not limited to engine data and gearbox data. The specific types of the engine data and the gearbox data can be various and can be set according to actual needs; for example, engine start and stop time, engine temperature, engine speed, throttle opening, idling time length, engine continuous working hours, gearbox gear information, gearbox shift mode and the like, which is not specifically limited.

[0067] The intelligent brake control system data can refer to data involved in the operation of an intelligent brake control system of a vehicle. The intelligent brake control system can be a system for realizing brake control mounted on various brake products. The intelligent brake control system and the brake product can be realized by software, hardware, or a combination of software and hardware, and the specific type of intelligent brake control system data can be various, which can be set according to actual needs, and is not limited in this regard.

[0068] In actual application, the controller of the brake system can acquire vehicle operation data in various ways. For example, user operation data, drive system data, and part of vehicle operation state data can be acquired through a public bus (Public CAN) of the vehicle. In addition, relevant vehicle operation state data collected by a wheel speed sensor and a pressure sensor of a hydraulic unit can be acquired through an electrical connection between the controller and the sensors of the brake system. Furthermore, intelligent brake control system data can be acquired from the intelligent brake control system mounted on the controller. Of course, the controller of the brake system can acquire vehicle operation data in other ways, which is not limited in this regard.

[0069] In step S104, a first brake control signal generated by a body stability control function of a third party controller mounted on the vehicle is determined.

[0070] In the embodiment of the application, the body stability control (Electronic Stability Controller, ESC) function can refer to a function of helping a vehicle overcome the tendency to deviate from an ideal trajectory and providing better safety for vehicle travel by analyzing vehicle operation information from various sensors and vehicle systems and then intervening by using a brake system. In actual application, the body stability control function can include but is not limited to a vehicle dynamics control function (Vehicle Dynamics Control, VDC), a traction control function (Traction Control System, TCS), an automatic parking function (Automatic Vehicle Hold, avh), a hill start assist function (Hill-Hold-Control, HHC), a vehicle longitudinal control function (Vehicle Longitudinal Control, VLC), and the like. In addition, other functions that require control of the brake system can be included, which is not limited in this regard.

[0071] In the embodiment of the present application, the preset program corresponding to the vehicle body stability control function can be deployed at the third-party controller of the vehicle, and the preset program corresponding to the vehicle body stability control function is run at the third-party controller to control the braking system by using the vehicle body stability control function, thereby improving the safety of the vehicle. The third-party controller can refer to a controller other than the controller of the braking system, such as an electronic control unit (ECU) of the vehicle, a domain controller, etc., which is not limited.

[0072] Since the vehicle body stability control function at the third-party controller also needs to rely on the relatively complete vehicle operation data of the vehicle to generate an accurate braking control signal, based on this, Figure 1 The method in the embodiment can further include, after obtaining the vehicle operation data of the vehicle:

[0073] sending at least part of the vehicle operation data to the third-party controller; the third-party controller is configured to process the vehicle operation data by using the preset program corresponding to the vehicle body stability control function to obtain the first braking control signal.

[0074] In actual application, in order to simplify the data transmission link, the controller of the braking system can send the data collected by the sensors at the braking system and the intelligent braking control system data to the third-party controller. In addition, the third-party controller can also obtain other required vehicle operation data through the common bus at the vehicle, or obtain the required vehicle operation data based on other ways, so as to generate the first braking control signal for controlling the braking system of the vehicle by analyzing and processing the above-mentioned vehicle operation data, which is convenient and fast.

[0075] In addition, the vehicle body stability control function at the third-party controller can generate and send the first braking control signal to the controller of the braking system, so that the controller of the braking system controls the braking system according to the indication of the first braking control signal.

[0076] Figure 2 An application scenario diagram of a vehicle driving risk control method provided by the embodiment of the present application is shown in Figure 2As shown, the third-party controller 202 can be provided with a virtual machine / function module 203 for implementing a vehicle body stability control function. The controller 201 of the braking system can communicate information with the third-party controller 202, on one hand, sending the vehicle operating data acquired by the controller 201 of the braking system to the third-party controller 202, on the other hand, the third-party controller 202 can also send the first braking control signal generated by the virtual machine / function module 203 for implementing the vehicle body stability control function to the controller 201 of the braking system, so that the controller 201 of the braking system controls the braking system 204 based on the first braking control signal.

[0077] In step S106, whether the vehicle has a preset vehicle driving risk is determined according to the vehicle operating data and the first braking control signal, and a first determination result is obtained.

[0078] In the embodiment of the present application, various preset vehicle driving risks that each vehicle can be involved in can be identified in advance, and identification strategies for various preset vehicle driving risks are determined, so that each identification strategy is used to analyze and process the vehicle operating data and the first braking control signal, and whether the vehicle currently has a preset vehicle driving risk is efficiently and accurately identified. The identification strategies for various preset vehicle driving risks can be determined according to actual needs, which are not limited here.

[0079] In step S108, if the first determination result indicates that the vehicle has a preset vehicle driving risk, the vehicle has the preset vehicle driving risk is controlled.

[0080] In the embodiment of the present application, when it is identified that the first braking control signal generated by the vehicle body stability control function at the third-party controller can bring a preset vehicle driving risk to the vehicle, the controller of the braking system can be used to control the preset vehicle driving risk that the vehicle currently has, thereby improving the vehicle operating safety.

[0081] When the first determination result indicates that the vehicle currently does not have a preset vehicle driving risk, the controller of the braking system can be controlled according to the first braking control signal, thereby improving the vehicle operating stability and safety.

[0082] In the embodiment of the present application, the controller of the braking system of the vehicle can be used to identify whether the vehicle has a preset vehicle driving risk according to the vehicle operation data of the vehicle and the first brake control signal generated by the vehicle body stability control function carried on the third party controller of the vehicle. If yes, the controller of the braking system can be used to control the preset vehicle driving risk of the vehicle. Not only can the reliable and mature safety protection capability of the controller of the braking system meeting a higher automotive safety integrity level be fully utilized to identify the potential braking risk of the vehicle and take corresponding measures to prevent the risk caused by the error of the first brake control signal generated by the vehicle body stability control function, but also the requirement of the automotive safety integrity level required by the third party controller of the vehicle can be reduced to improve the convenience of deploying the vehicle body stability control function on the third party controller.

[0083] In the embodiment of the present application, the controller of the braking system of the vehicle can be used to identify whether the vehicle has a preset vehicle driving risk according to the vehicle operation data of the vehicle and the first brake control signal generated by the vehicle body stability control function carried on the third party controller of the vehicle. If yes, the controller of the braking system can be used to control the preset vehicle driving risk of the vehicle. Not only can the reliable and mature safety protection capability of the controller of the braking system meeting a higher automotive safety integrity level be fully utilized to identify the potential braking risk of the vehicle and take corresponding measures to prevent the risk caused by the error of the first brake control signal generated by the vehicle body stability control function, but also the requirement of the automotive safety integrity level required by the third party controller of the vehicle can be reduced to improve the convenience of deploying the vehicle body stability control function on the third party controller.

[0084] In an available embodiment, if the first determination result indicates that the vehicle has a preset vehicle driving risk, the control on the preset vehicle driving risk of the vehicle can include:

[0085] If the first determination result indicates that the vehicle has a preset vehicle driving risk, a preset fault diagnosis code corresponding to the preset vehicle driving risk of the vehicle is determined.

[0086] Based on the preset fault diagnosis code, record data for the preset vehicle driving risk of the vehicle is generated.

[0087] The record data is sent to a target device; the target device is used to perform vehicle driving risk control based on the record data.

[0088] In the embodiments of the present application, the preset fault diagnostic code corresponding to each preset vehicle driving risk can be configured in advance at the vehicle, so that after the preset vehicle driving risk currently possessed by the vehicle is determined, the preset fault diagnostic code corresponding to the preset vehicle driving risk can be further determined. By taking the preset fault diagnostic code as a triggering event of a safety measure, the preset fault diagnostic code is sent to an automotive event data recording system at the vehicle, so that the automotive event data recording system is used to generate record data for the preset vehicle driving risk possessed by the vehicle. Subsequently, the record data for the preset vehicle driving risk possessed by the vehicle can also be sent to a target device, so that the target device performs fault root cause analysis and fault prevention based on the record data. The automotive event data recording system can be mounted on a controller of the braking system, or can also be mounted on other controllers at the vehicle, and no specific limitation is made to this.

[0089] In actual application, the types and meanings of the data contained in the record data for the preset vehicle driving risk possessed by the vehicle can be set according to actual needs, and no specific limitation is made to this. However, in order to facilitate subsequent fault analysis based on the record data, the record data can include at least one of the corresponding preset fault diagnostic code, user operation data of the vehicle, vehicle operating state data, drive system data and intelligent braking control system data, and no specific limitation is made to this.

[0090] Optionally, the sending of the record data to the target device can specifically include:

[0091] sending the record data to an electronic control unit at the vehicle; the electronic control unit is configured to perform vehicle driving risk control based on the record data; and / or,

[0092] sending the record data to a telematics unit at the vehicle; the telematics unit is configured to forward the record data to a target server, so that the target server performs vehicle driving risk control based on the record data.

[0093] In the embodiment of the present application, in order to improve the processing efficiency of vehicle driving risk, the electronic control unit at the vehicle can be pre-equipped with the analysis capability for the record data and the processing capability for the identified fault causes, so that the aforementioned record data for the preset vehicle driving risk of the vehicle can be sent to the electronic control unit at the vehicle. After analyzing the record data to obtain a fault analysis result, the electronic control unit can display fault reminding information and fault processing suggestion information to the user through a human-computer interaction interface at the vehicle, so that the user can timely know and intervene in the fault problem of the vehicle. Alternatively, the electronic control unit can also intervene in the preset vehicle driving risk of the vehicle in other ways, for example, control the vehicle to run by using a preset safety control strategy, and the like, which is not limited here and has good flexibility.

[0094] In the embodiment of the present application, since the process of identifying the root cause of the vehicle fault can be relatively complex and thus needs manual intervention, the aforementioned record data for the preset vehicle driving risk of the vehicle can also be sent to a target server of an automobile manufacturer or a related supplier based on the wireless remote data transmission capability of the telematics unit at the vehicle, so that the staff of the parties can find the root cause of the vehicle fault based on the record data, which has good convenience.

[0095] Reference Figure 2 The application scenario of the vehicle driving risk control method provided is shown in FIG. 2. Figure 2 As shown in FIG. 2, the vehicle can also send the record data for the preset vehicle driving risk of the vehicle to a target server 205 by using a telematics unit (not shown in the figure), where the target server 205 can be implemented by using a cloud server, which has good flexibility. It can be understood that the target server 205 can also send the record data for the preset vehicle driving risk of the vehicle obtained by the target server 205 to other servers for multi-party processing and calculation, which is not limited here.

[0096] In a feasible implementation manner, if the first judgment result indicates that the vehicle has a preset vehicle driving risk, the control for the preset vehicle driving risk of the vehicle can include:

[0097] If the first judgment result indicates that the vehicle has a preset vehicle driving risk, a feasible value range of a preset vehicle motion control parameter is determined.

[0098] Based on the first brake control signal, a target brake torque required for the brake system to make the preset vehicle motion control parameter of the vehicle be within the feasible value range is determined.

[0099] generating a second brake control signal for controlling the brake system to generate the target braking torque.

[0100] In the embodiments of the present application, when the vehicle has different kinds of preset vehicle driving risks, the kinds of preset vehicle motion control parameters required to be controlled for reducing the vehicle driving risks are also likely to be different, and therefore, the corresponding relationship between each kind of preset vehicle driving risk and preset vehicle motion control parameter can be determined through experimental analysis in advance, and the feasible value range of the value of the preset vehicle motion control parameter of the vehicle allowed when each kind of preset vehicle driving risk is controlled can also be determined. In actual application, when the vehicle has a preset vehicle driving risk, if the value of the preset vehicle motion control parameter of the vehicle is within the feasible value range, the preset vehicle driving risk of the vehicle can be reduced or even avoided.

[0101] Optionally, determining the target braking torque required for the brake system to generate when the preset vehicle motion control parameter of the vehicle is within the feasible value range based on the first brake control signal can include:

[0102] determining whether the first value of the preset vehicle motion control parameter corresponding to the first brake control signal is within the feasible value range to obtain a second determination result.

[0103] If the second determination result indicates that the first value is within the feasible value range, the target braking torque required for the brake system to generate when the preset vehicle motion control parameter of the vehicle is the first value is determined.

[0104] If the second determination result indicates that the first value is not within the feasible value range, a second value of the preset vehicle motion control parameter within the feasible value range is determined.

[0105] The target braking torque required for the brake system to generate when the preset vehicle motion control parameter of the vehicle is the second value is determined.

[0106] In the embodiments of the present application, when the first value of the preset vehicle motion control parameter corresponding to the first brake control signal is within the feasible value range of the preset vehicle motion control parameter, it can be indicated that the risk of directly controlling the brake system according to the first brake control signal by the controller of the brake system is relatively low, and therefore, the brake system can be directly controlled to make the value of the preset vehicle motion control parameter of the vehicle be the first value, which is good in flexibility and is conducive to ensuring the stability of the vehicle operation.

[0107] When the first value of the preset vehicle motion control parameter corresponding to the first brake control signal is not within the feasible value range of the preset vehicle motion control parameter, it indicates that the risk caused by directly controlling the brake system according to the first brake control signal is high, and therefore, a second value is determined from the feasible value range of the preset vehicle motion control parameter, and the brake system is controlled to generate a target braking torque, so that the value of the preset vehicle motion control parameter of the vehicle is the second value, thereby improving the vehicle operation safety.

[0108] In an embodiment, when the first determination result indicates that the vehicle has a preset vehicle driving risk, determining the feasible value range of the preset vehicle motion control parameter can include:

[0109] According to the vehicle operation data of the vehicle, a target lateral acceleration of the vehicle is calculated.

[0110] According to the target lateral acceleration, a target risk level of the vehicle is determined.

[0111] A target type of preset vehicle motion control parameter required for controlling the preset vehicle driving risk of the vehicle is determined.

[0112] A feasible value range of the target type of preset vehicle motion control parameter corresponding to the target risk level is determined.

[0113] In the embodiments of the present application, the driving stability of the vehicle is mainly reflected in the lateral stability of the vehicle, that is, the ability of the vehicle to maintain normal driving state and direction under the action of external factors during driving, and not to cause side slip and rollover. Since the lateral acceleration of the vehicle can reflect the lateral stability of the vehicle and the risk level of the vehicle, the preset risk level corresponding to the lateral acceleration of each value range of the vehicle can be calibrated in advance, and the feasible value range of the target type of preset vehicle motion control parameter allowed by each preset risk level can be calibrated in advance.

[0114] Based on this, the target lateral acceleration of the vehicle with good accuracy can be calculated according to the vehicle operation data of the vehicle, and the target risk level of the vehicle can be determined according to the value of the target lateral acceleration, and the feasible value range of the target type of preset vehicle motion control parameter corresponding to the target risk level is determined. In order to control the brake system by the controller of the brake system, so that the value of the target type of preset vehicle motion control parameter of the vehicle is within the feasible value range, which is beneficial to improve the vehicle operation safety.

[0115] It can be understood that the vehicle has a variety of preset vehicle driving risks, and the types of preset vehicle motion control parameters required for control are often different for different types of preset vehicle driving risks. Therefore, a corresponding relationship between each preset vehicle driving risk and a preset vehicle motion control parameter can be determined in advance, so that the controller of the brake system can accurately query the target type of preset vehicle motion control parameter required for control of the preset vehicle driving risk currently possessed by the vehicle based on the corresponding relationship.

[0116] Based on this, the target type of preset vehicle motion control parameter required for control of the preset vehicle driving risk possessed by the vehicle can be determined, which can include:

[0117] If the preset vehicle driving risk possessed by the vehicle is a longitudinal braking torque excess risk or a multi-wheel braking instability risk, the target type of preset vehicle motion control parameter is determined to be a vehicle longitudinal deceleration.

[0118] If the preset vehicle driving risk possessed by the vehicle is a yaw torque excess risk, the target type of preset vehicle motion control parameter is determined to be a vehicle yaw torque.

[0119] In the embodiments of the present application, since it is necessary to avoid the harm caused by excessive or unexpected longitudinal braking torque, the preset vehicle driving risk can include a longitudinal braking torque excess risk or a multi-wheel braking instability risk. The longitudinal braking torque excess risk can refer to the risk caused by the excessive value of the longitudinal braking torque generated by the vehicle, and the multi-wheel braking instability risk can refer to the risk caused by simultaneous braking of multiple wheels. In actual application, if the value of the longitudinal braking torque indicated by the first brake control signal received by the controller of the brake system is too large, or the value of the longitudinal deceleration of the vehicle indicated by the first brake control signal is too large, it can be determined that the vehicle has a longitudinal braking torque excess risk. If the vehicle body stability control function is a single-wheel control function, when the controller of the brake system receives a first brake control signal indicating simultaneous braking control of multiple wheels, it can be determined that the vehicle has a multi-wheel braking instability risk. Of course, whether the vehicle has a longitudinal braking torque excess risk or a multi-wheel braking instability risk can also be determined according to other identification strategies, which is not limited herein.

[0120] Since the risk of excessive longitudinal braking torque or the risk of multi-wheel braking instability can be reduced to some extent when the value of the longitudinal deceleration of the vehicle is low, the preset vehicle motion control parameter of the target type can be the longitudinal deceleration of the vehicle when the preset vehicle driving risk of the vehicle is the risk of excessive longitudinal braking torque or the risk of multi-wheel braking instability. Subsequently, the controller of the braking system can control the longitudinal braking torque (i.e., the target braking torque) generated by the braking system to control the value of the longitudinal deceleration of the vehicle within the feasible value range, thereby improving the safety of the vehicle in operation.

[0121] In the embodiments of the present application, since the risk of excessive yaw torque needs to be avoided, the preset vehicle driving risk can include the risk of excessive yaw torque. The risk of excessive yaw torque can refer to the risk of excessive value of the overall yaw torque generated by the vehicle, or the risk of vehicle instability caused by excessive yaw torque generated by a single wheel. In actual applications, the value of the yaw torque or the z-axis braking torque at a single wheel indicated by the first braking control signal can be used to identify the risk of excessive yaw torque, or other identification strategies can be used to determine whether the vehicle has the risk of excessive yaw torque, which is not limited herein.

[0122] Since the risk of excessive yaw torque or the risk of vehicle instability caused by unbalanced yaw torque can be reduced to some extent when the value of the z-axis braking torque of the vehicle is low, the preset vehicle motion control parameter of the target type can be the yaw torque of the vehicle when the preset vehicle driving risk of the vehicle is the risk of excessive yaw torque. Subsequently, the controller of the braking system can control the z-axis braking torque (i.e., the target braking torque) generated by the braking system to control the value of the yaw torque of the vehicle within the feasible value range, thereby improving the safety of the vehicle in operation.

[0123] In addition, the preset vehicle driving risk can also include the risk of excessively low yaw torque. The risk of excessively low yaw torque can be identified by identifying whether the braking control controller receives the first braking control signal for generating the yaw torque or the z-axis braking torque of the vehicle, or other identification strategies can be used to determine whether the vehicle has the risk of excessively low yaw torque, which is not limited herein. However, in actual applications, the risk of excessively low yaw torque is usually not set with a feasible value range of the corresponding target type of preset vehicle motion control parameter, but only needs to generate record data for the risk of excessively low yaw torque of the vehicle for subsequent fault analysis, which is beneficial to ensure the controllability and stability of the vehicle in operation.

[0124] It can be understood that the preset vehicle driving risk possessed by the vehicle can also include other risk items related to the operating state of the brake system, which are not listed here; and other kinds of preset vehicle driving risks not mentioned can be provided with a corresponding target type of preset vehicle motion control parameter feasible value range, or can only need to generate record data for other preset vehicle driving risks possessed by the vehicle, which are not limited.

[0125] Please refer to Figure 3 , a structural schematic diagram of a vehicle driving risk control device provided by an embodiment of the application. As Figure 3 shown, the vehicle driving risk control device 03 can be realized by software, hardware or a combination of the two to become all or part of the vehicle controller. And the vehicle driving risk control device 03 can be applied to the controller of the brake system of the vehicle. According to some embodiments, the vehicle driving risk control device 03 can include an acquisition module 31, a determination module 32, a judgment module 33, a risk control module 34, specifically:

[0126] The acquisition module 31 can be used to acquire vehicle operating data of the vehicle.

[0127] The determination module 32 can be used to determine a first brake control signal generated by a vehicle body stability control function at a third party controller mounted on the vehicle.

[0128] The judgment module 33 can be used to determine whether the vehicle has a preset vehicle driving risk according to the vehicle operating data and the first brake control signal, and obtain a first judgment result.

[0129] The risk control module 34 can be used to control the preset vehicle driving risk possessed by the vehicle if the first judgment result indicates that the vehicle has a preset vehicle driving risk.

[0130] Optionally, the risk control module can include:

[0131] The first determination unit is configured to determine a preset fault diagnosis code corresponding to the preset vehicle driving risk possessed by the vehicle if the first judgment result indicates that the vehicle has a preset vehicle driving risk.

[0132] The record data generation unit is configured to generate record data for the preset vehicle driving risk possessed by the vehicle based on the preset fault diagnosis code.

[0133] The sending unit is configured to send the record data to a target device; the target device is configured to perform vehicle driving risk control based on the record data.

[0134] Optionally, the sending unit can be specifically used for:

[0135] sending the record data to an electronic control unit at the vehicle; the electronic control unit being configured to perform vehicle driving risk control based on the record data; and / or,

[0136] sending the record data to a telematics unit at the vehicle; the telematics unit being configured to forward the record data to a target server, so that the target server performs vehicle driving risk control based on the record data.

[0137] Optionally, the record data can include at least one of the preset fault diagnosis code, user operation data of the vehicle, vehicle operating state data, drive system data and intelligent brake control system data.

[0138] Optionally, the risk control module can include:

[0139] a second determination unit configured to determine a feasible value range of a preset vehicle motion control parameter if the first determination result indicates that the vehicle has a preset vehicle driving risk.

[0140] a third determination unit configured to determine a target brake torque required for the brake system to generate when the preset vehicle motion control parameter of the vehicle is located in the feasible value range based on the first brake control signal.

[0141] a control signal generation unit configured to generate a second brake control signal for controlling the brake system to generate the target brake torque.

[0142] Optionally, the second determination unit can be specifically used for:

[0143] calculating a target lateral acceleration of the vehicle according to vehicle operating data of the vehicle.

[0144] determining a target risk level of the vehicle according to the target lateral acceleration.

[0145] determining a target type of preset vehicle motion control parameter required for use when the vehicle has the preset vehicle driving risk is controlled.

[0146] determining a feasible value range of the target type of preset vehicle motion control parameter corresponding to the target risk level.

[0147] Optionally, the second determination unit can be specifically used for:

[0148] If the preset vehicle driving risk of the vehicle is a longitudinal braking torque excess risk or a multi-wheel braking instability risk, the preset vehicle motion control parameter of the target type is determined as a vehicle longitudinal deceleration.

[0149] If the preset vehicle driving risk of the vehicle is a yaw moment excess risk, the preset vehicle motion control parameter of the target type is determined as a vehicle yaw moment.

[0150] Optionally, the third determining unit can be specifically configured to:

[0151] determine whether the first value of the preset vehicle motion control parameter corresponding to the first brake control signal is within the feasible value range, to obtain a second determination result.

[0152] If the second determination result indicates that the first value is within the feasible value range, a target brake torque required for the brake system to generate when the preset vehicle motion control parameter of the vehicle is the first value is determined.

[0153] If the second determination result indicates that the first value is not within the feasible value range, a second value of the preset vehicle motion control parameter within the feasible value range is determined.

[0154] A target brake torque required for the brake system to generate when the preset vehicle motion control parameter of the vehicle is the second value is determined.

[0155] Optionally, the obtaining module can be specifically configured to:

[0156] Obtain at least one of user manipulation data, vehicle operating state data, drive system data, and intelligent brake control system data of the vehicle.

[0157] Figure 3 The apparatus can further include:

[0158] The sending module is configured to send at least part of the vehicle operating data to the third-party controller, and the third-party controller is configured to process the vehicle operating data using a preset program corresponding to the vehicle body stability control function to obtain the first brake control signal.

[0159] The apparatus embodiment corresponds to the method embodiment, and the specific description can be referred to the description of the method embodiment, which will not be repeated here. The apparatus embodiment is based on the corresponding method embodiment and has the same technical effect as the corresponding method embodiment. For specific description, please refer to the corresponding method embodiment.

[0160] The application further provides a storage medium which can store a plurality of instructions adapted to be loaded and executed by a processor to implement the vehicle driving risk control method of each of the above embodiments, and the specific implementation process can refer to the specific description in each of the above embodiments, which will not be repeated here.

[0161] In one embodiment, the application further provides a vehicle which can include the vehicle driving risk control device or the controller of the brake system as described above to implement the vehicle driving risk control method by the vehicle driving risk control device or the controller of the brake system to control the brake system of the vehicle. Figure 4 The structure diagram of the controller of the brake system is shown in Fig. 1. As shown in Fig. 1, the controller of the brake system can include a processor 41, an internal bus 42, a network interface 43, a memory 44, a non-volatile memory 45, and other hardware required by the business. Figure 4 At the hardware level, the controller of the brake system can include a processor 41, an internal bus 42, a network interface 43, a memory 44, a non-volatile memory 45, and other hardware required by the business. The controller of the brake system can be arranged in the vehicle, and the processor 41 in the controller can read the corresponding computer program from the non-volatile memory 45 into the memory and then run to implement the vehicle driving risk control method as described above.

[0162] In one embodiment, the application further provides a vehicle which can include the vehicle driving risk control device or the controller of the brake system as described above to implement the vehicle driving risk control method by the vehicle driving risk control device or the controller of the brake system to control the brake system of the vehicle.

[0163] Finally, each of the embodiments of the application is described in a progressive manner, and the same or similar parts between each of the embodiments can be referred to each other, and each of the embodiments mainly describes the difference from other embodiments. Especially, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant part can refer to the part of the description of the method embodiment.

[0164] The above only describes the embodiments of the application and is not used to limit the application. The application can have various changes and modifications for those skilled in the art. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the application shall be included in the scope of the claims of the application.

Claims

1. A vehicle driving risk control method applied to a controller of a brake system of a vehicle, comprising: obtaining vehicle operation data of the vehicle; determining a first brake control signal generated by a vehicle body stability control function at a third party controller mounted on the vehicle; judging whether the vehicle has a preset vehicle driving risk according to the vehicle operation data and the first brake control signal, to obtain a first judgment result; if the first judgment result indicates that the vehicle has the preset vehicle driving risk, controlling the preset vehicle driving risk of the vehicle. 2.The method of claim 1, wherein if the first judgment result indicates that the vehicle has the preset vehicle driving risk, controlling the preset vehicle driving risk of the vehicle comprises: if the first judgment result indicates that the vehicle has the preset vehicle driving risk, determining a preset fault diagnosis code corresponding to the preset vehicle driving risk of the vehicle; generating record data for the preset vehicle driving risk of the vehicle based on the preset fault diagnosis code; sending the record data to a target device; and the target device is configured to perform vehicle driving risk control based on the record data. 3.The method of claim 2, wherein sending the record data to the target device comprises: sending the record data to an electronic control unit at the vehicle; and the electronic control unit is configured to perform vehicle driving risk control based on the record data; and / or sending the record data to a telematics unit at the vehicle; and the telematics unit is configured to forward the record data to a target server, so that the target server performs vehicle driving risk control based on the record data.

4. The method of claim 2 or 3, the recorded data comprising: The preset fault diagnosis code, user operation data, vehicle operation state data, drive system data, and intelligent brake control system data are at least one of the above. 5.The method of claim 1, wherein if the first judgment result indicates that the vehicle has the preset vehicle driving risk, controlling the preset vehicle driving risk of the vehicle comprises: if the first judgment result indicates that the vehicle has the preset vehicle driving risk, determining a feasible value range of a preset vehicle motion control parameter; based on the first brake control signal, determining a target brake torque required for the brake system to make the preset vehicle motion control parameter of the vehicle within the feasible value range; and generating a second brake control signal for controlling the brake system to generate the target brake torque. 6.The method of claim 5, wherein if the first judgment result indicates that the vehicle has the preset vehicle driving risk, determining a feasible value range of a preset vehicle motion control parameter comprises: calculating a target lateral acceleration of the vehicle according to the vehicle operation data of the vehicle; and determining a target risk level of the vehicle according to the target lateral acceleration. determining a target type of preset vehicle motion control parameter required to be used when controlling the preset vehicle driving risk possessed by the vehicle; determining a feasible numerical range of the target type of preset vehicle motion control parameter corresponding to the target risk level.

7. The method of claim 6, wherein the determining the target type of preset vehicle motion control parameter required to be used when controlling the preset vehicle driving risk possessed by the vehicle comprises: if the preset vehicle driving risk possessed by the vehicle is a longitudinal braking torque excess risk or a multi-wheel braking instability risk, determining that the target type of preset vehicle motion control parameter is a vehicle longitudinal deceleration; if the preset vehicle driving risk possessed by the vehicle is a yaw torque excess risk, determining that the target type of preset vehicle motion control parameter is a vehicle yaw torque.

8. The method of any one of claims 5-7, wherein the determining a target braking torque required to be generated by the braking system when the preset vehicle motion control parameter of the vehicle is within the feasible numerical range based on the first braking control signal comprises: determining whether a first value of the preset vehicle motion control parameter corresponding to the first braking control signal is within the feasible numerical range, to obtain a second determination result; if the second determination result indicates that the first value is within the feasible numerical range, determining the target braking torque required to be generated by the braking system when the preset vehicle motion control parameter of the vehicle is the first value; if the second determination result indicates that the first value is not within the feasible numerical range, determining a second value of the preset vehicle motion control parameter within the feasible numerical range; determining the target braking torque required to be generated by the braking system when the preset vehicle motion control parameter of the vehicle is the second value.

9. The method of claim 1, wherein the obtaining the vehicle operation data of the vehicle comprises: obtaining at least one of user manipulation data, vehicle operation state data, driving system data, and intelligent braking control system data of the vehicle.

10. The method of claim 9, further comprising: sending at least part of the vehicle operation data to the third-party controller; the third-party controller is configured to process the vehicle operation data using a preset program corresponding to the vehicle body stability control function to obtain the first braking control signal.

11. A vehicle driving risk control apparatus applied to a controller of a braking system of a vehicle, comprising: an obtaining module configured to obtain vehicle operation data of the vehicle; a determining module configured to determine a first braking control signal generated by a vehicle body stability control function at a third-party controller mounted on the vehicle; a judging module configured to determine, according to the vehicle operation data and the first braking control signal, whether the vehicle has a preset vehicle driving risk, to obtain a first determination result. The risk control module is configured to control the preset vehicle driving risk of the vehicle if the first determination result indicates that the vehicle has the preset vehicle driving risk. 12.A storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the method of any one of claims 1 to 10.

13. A controller of a brake system, comprising: A processor and a memory;wherein the memory stores computer readable instructions adapted to be loaded and executed by the processor to implement the steps of the method of any one of claims 1 to 10. 14.A vehicle comprising the vehicle driving risk control device of claim 11 or the controller of the brake system of claim 13.

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