Vehicle control method and vehicle

Abstract

The application provides a vehicle control method and a vehicle, and relates to the field of vehicle control.The method comprises the following steps: when a vehicle collision is detected, acquiring driving information and attitude information of the vehicle; determining yaw angle information of the vehicle according to the driving information and the attitude information; determining the state of the vehicle after the collision according to the driving information and the attitude information of the vehicle; determining the collision position and the collision level according to the yaw angle information, that is, acquiring the collision condition of the vehicle; determining the attitude control information of the vehicle according to the driving information, the attitude information, the yaw angle information, the collision position and the collision level, that is, determining the attitude control information capable of controlling the vehicle to restore stability according to the collision condition of the vehicle; and controlling the vehicle according to the attitude control information, so that the vehicle can be stably controlled according to different degrees of collision conditions, and the problem of secondary accidents caused by improper operation is avoided.

Description

Vehicle control methods and vehicles Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry and the improvement of road transportation efficiency, highways have become the core channels for cross-regional travel and freight transport. Increased vehicle speeds and traffic density have led to a simultaneous rise in the risk and severity of traffic accidents. Among these, side-rear collisions involving high-speed vehicles, due to the energy impact characteristics at the moment of impact and the complexity of vehicle dynamic response, have become one of the key scenarios threatening driving safety. When a vehicle is traveling on a highway and encounters a side-rear collision, it immediately enters a state of dynamic instability. The driver finds it difficult to regain control through their own actions, and the intervention effect of existing vehicle stability control systems is insufficient to meet the demands of extreme conditions, potentially leading to the escalation of the accident. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle control method and a vehicle to solve the problem of vehicle instability control after a collision at high speed.

[0004] To achieve the above objectives, this application provides a vehicle control method, comprising:

[0005] In response to the detection of a vehicle collision, the vehicle's driving and attitude information is acquired;

[0006] Based on the driving information and the attitude information, the vehicle's yaw angle information is determined;

[0007] Based on the yaw angle information, the collision location and collision level are determined;

[0008] Based on the driving information, the attitude information, the yaw angle information, the collision location, and the collision level, the attitude control information of the vehicle is determined;

[0009] The vehicle is controlled according to the vehicle attitude control information to restore the vehicle to stability.

[0010] Optionally, the attitude information includes the actual yaw rate and wheelbase; the driving information includes vehicle speed, rear wheel steering angle, front wheel steering angle, and steering wheel angle.

[0011] The yaw angle information includes the ideal yaw angular velocity, the yaw angular velocity deviation, the ideal yaw angular acceleration, the actual yaw angular acceleration, and the yaw angular acceleration deviation.

[0012] Based on the driving information and the attitude information, the vehicle's yaw angle information is determined, including:

[0013] The ideal yaw rate is determined based on the wheelbase, the vehicle speed, the rear wheel steering angle, and the front wheel steering angle.

[0014] The deviation value of the yaw rate is determined based on the ideal yaw rate and the actual yaw rate.

[0015] Based on the actual yaw rate, determine the actual yaw acceleration;

[0016] Determine the ideal yaw rate acceleration based on the vehicle speed and the steering wheel angle;

[0017] The deviation value of the yaw angle acceleration is determined based on the ideal yaw angle acceleration and the actual yaw angle acceleration.

[0018] Optionally, determining the collision level based on the yaw angle information includes:

[0019] The collision level is determined based on the first preset threshold range corresponding to the yaw rate deviation value and the second preset threshold range corresponding to the actual yaw acceleration.

[0020] Optionally, the vehicle's attitude control information includes the target steering wheel, the steering angle of the target steering wheel, the target braking wheel, the braking torque of the target braking wheel, and the target suspension height;

[0021] Based on the driving information, the attitude information, the yaw angle information, the collision location, and the collision level, the vehicle's attitude control information is determined, including:

[0022] Based on the collision location and the collision level, determine the target steering wheel and the steering angle of the target steering wheel;

[0023] Based on the driving information, the attitude information, the yaw angle information, and the collision position, the target braking wheel and the braking torque of the target braking wheel are determined.

[0024] The target suspension height is determined based on the attitude information and the collision level.

[0025] Optionally, determining the target steering wheel and its steering angle based on the collision location and the collision level includes:

[0026] The wheels near the collision location are designated as the target steering wheels;

[0027] The steering angle of the target steering wheel is determined within a range of preset steering angles based on the target steering wheel, the collision location, and the collision level.

[0028] Optionally, determining the target braking wheel and the braking torque of the target braking wheel based on the driving information, the attitude information, the yaw angle information, and the collision position includes:

[0029] Based on the driving information, the attitude information, and the yaw angle information, the target yaw correction torque of the target braking wheel is determined;

[0030] The target braking wheel is determined based on the target yaw correction moment and the collision position;

[0031] The braking torque is determined based on the target yaw correction torque and the attitude information.

[0032] Optionally, the driving information includes vehicle speed, and the attitude information includes front axle side stiffness, rear axle side stiffness, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, and vehicle rotational inertia.

[0033] Based on the driving information, the attitude information, and the yaw angle information, the target yaw correction torque of the target braking wheel is determined, including:

[0034] The first yaw correction torque is determined based on the vehicle speed, front axle side stiffness, rear axle side stiffness, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle.

[0035] The second yaw correction torque is determined based on the yaw angle acceleration deviation value and the vehicle rotational inertia.

[0036] In response to the yaw rate deviation being zero, the maximum value of the first yaw correction torque and the second yaw correction torque is taken as the target yaw correction torque;

[0037] In response to the yaw rate deviation being greater than zero, the first yaw correction torque is taken as the target yaw correction torque;

[0038] In response to the yaw rate deviation being less than zero, the second yaw correction torque is taken as the target yaw correction torque.

[0039] Optionally, the attitude information includes tire rolling radius and front axle track.

[0040] Determining the braking torque based on the target yaw correction torque and the attitude information includes:

[0041] The braking torque is determined based on the target yaw correction torque, tire rolling radius, and front axle track.

[0042] Optionally, the attitude information includes the current suspension height;

[0043] Determining the target suspension height based on the attitude information and the collision level includes:

[0044] Based on the collision level, an initial suspension height is determined within a range of preset suspension heights;

[0045] The target suspension height is determined based on the current suspension height and the initial suspension height.

[0046] Based on the same inventive concept, this application also provides a vehicle, the vehicle comprising:

[0047] Memory, used to store executable program code;

[0048] A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the method as described in any of the preceding descriptions.

[0049] As described above, the vehicle control method provided in this application, upon detecting a collision, acquires the vehicle's driving and attitude information; based on this information, it determines the vehicle's yaw angle. The yaw angle information transforms the vehicle's post-collision instability state from a vague description into precise data, directly quantifying the severity of vehicle body sway. Based on this, the collision severity can be accurately distinguished, providing a clear basis for subsequent graded control and avoiding over- or under-intervention. The collision location and collision level are determined based on the yaw angle information; the variation in the yaw angle accurately reflects the collision location and collision level, which in turn reflect the collision situation. Based on the vehicle's collision details and driving information, precise attitude control information can be provided. This means that the vehicle's attitude control information is determined based on driving information, attitude information, yaw angle information, collision location, and collision level. The attitude control information is determined according to the vehicle's collision details, providing precise steering angles and braking force for different collision levels. When the vehicle is running according to the attitude control information, it can stably control the vehicle according to different levels of collision, avoiding secondary accidents caused by improper operation. Attached Figure Description

[0050] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 is a schematic flowchart of a vehicle control method according to an embodiment of this application;

[0052] Figure 2 is a schematic flowchart of the vehicle attitude control information determination process according to an embodiment of this application;

[0053] Figure 3 is a schematic diagram of a vehicle control device frame according to an embodiment of this application;

[0054] Figure 4 is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0056] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0057] As described in the background technology, in a side-rear collision at high speed, the vehicle possesses significant kinetic energy. Upon impact, the force is transmitted through the vehicle body, disrupting the original force balance. According to the principle of inertia, under the influence of lateral impact, the vehicle will instantly exhibit significant yaw motion—a rotational tendency around its vertical axis—accompanied by body roll. The intensity of this dynamic response is closely related to the collision speed, collision angle, and vehicle mass distribution: the higher the speed, the greater the lateral impulse generated by the collision, the more significant the yaw rate and yaw acceleration, and the more severe the tendency for vehicle instability.

[0058] From a driver's perspective, at high speeds, a driver's attention is primarily focused on the road ahead, leaving extremely little time to anticipate a sudden collision from the side or rear—typically only a 0.5-1.5 second reaction window. At the moment of impact, the driver experiences physiological shock and psychological panic, making them highly susceptible to operational errors such as over-steering, sudden braking, or insufficient braking. These improper actions further exacerbate the vehicle's yaw and tilt, leading to loss of control and escalating from minor lane departures to serious dangerous situations like fishtailing or rollovers.

[0059] Existing vehicle stability control systems, represented by Electronic Stability Program (ESP) and Vehicle Dynamic Control (VDC), are designed to address stability risks during normal driving, such as oversteer on slippery surfaces and swerving during emergency braking. The control logic of these systems is primarily based on threshold triggers for dynamic parameters under normal driving conditions, relying on feedback signals from conventional sensors such as wheel speed sensors and steering angle sensors. However, in extreme conditions like high-speed side impacts, they exhibit significant technical limitations: firstly, the triggering mechanism of traditional systems lags behind the sudden yaw response during a side impact, often intervening only after significant vehicle instability has already occurred, missing the optimal control window; secondly, traditional systems often employ a single braking intervention method, lacking coordinated control of the suspension and steering systems, making it difficult to fundamentally suppress the coupled instability of vehicle roll and yaw, resulting in limited control effectiveness.

[0060] To address the aforementioned technical problems, this application provides a vehicle control method. Upon detecting a collision, the method acquires the vehicle's driving and attitude information. Based on this information, it determines the vehicle's yaw angle. The yaw angle information transforms the post-collision instability state from a vague description into precise data, directly quantifying the severity of vehicle body sway. This allows for accurate differentiation of collision severity, providing a clear basis for subsequent graded control and avoiding over- or under-intervention. In other words, the method determines the vehicle's post-collision state based on its driving and attitude information. The collision location and collision level are determined based on the yaw angle information. The variation in the yaw angle accurately reflects the collision location and collision level, thus reflecting the acquired collision situation. Based on the vehicle's collision details and driving information, precise attitude control information can be provided. This means that the vehicle's attitude control information is determined based on driving information, attitude information, yaw angle information, collision location, and collision level. The attitude control information is determined according to the vehicle's collision details, providing precise steering angles and braking force for different collision levels. When the vehicle operates according to the attitude control information, that is, based on the collision details, the attitude control information that can control the vehicle to restore stability is determined, and the vehicle is controlled according to the attitude control information. This allows the vehicle to be stably controlled according to different degrees of collision, enabling the vehicle to quickly regain stability and avoid secondary accidents caused by improper operation.

[0061] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0062] As shown in Figure 1, this application provides a vehicle control method applied to a controller in a vehicle control system, comprising the following steps:

[0063] Step 102: In response to the detection of a vehicle collision, obtain the vehicle's driving information and attitude information.

[0064] In this step, the controller in the vehicle control system can detect whether a collision has occurred by acquiring data from collision sensors installed within the vehicle body. When the impact force detected by the collision sensor exceeds a preset collision threshold, a collision is determined. When a collision is detected, the collision situation is determined by acquiring the vehicle's driving and attitude information. For example, driving information may include vehicle speed, rear wheel steering angle, front wheel steering angle, and steering wheel angle, while attitude information may include actual yaw rate, wheelbase, tire rolling radius, and front axle track width.

[0065] Step 104: Determine the vehicle's yaw angle information based on the driving information and the attitude information.

[0066] In this step, based on the above embodiments, driving information may include vehicle speed, rear wheel steering angle, front wheel steering angle, and steering wheel angle, while attitude information may include actual yaw rate, wheelbase, tire rolling radius, and front axle track. This information is acquired through corresponding sensors. The following describes how this information is acquired. It should be noted that the vehicle controller acquires driving and attitude information based on the sensor information corresponding to the driving and attitude information, and then determines the vehicle's yaw angle information through analysis of the driving and attitude information. Based on this information, the vehicle's yaw angle information can be accurately determined, meaning that the collision situation of the vehicle can be analyzed based on the yaw angle information. Specifically, the steering wheel angle is acquired through a steering wheel angle sensor, which is located inside the steering column below the steering wheel. Both the front and rear wheel steering angles are acquired through steering angle sensors, which can be steering knuckle position sensors: mounted on the steering knuckle, they calculate the front wheel deflection angle by measuring the displacement or rotation angle of the steering tie rod. Vehicle speed is calculated using wheel speed sensors combined with tire parameters. The calculation method is: Vehicle speed (km / h) = Wheel speed (RPM) × Wheel circumference (m) × 60 ÷ 1000 × 3.6; or simplified to: Vehicle speed = Wheel speed × Tire rolling radius × 2π × 3.6. Yaw rate (the angular velocity of the vehicle's rotation around its vertical axis) is measured by a yaw rate sensor (also known as a yaw rate sensor). Tire rolling radius (the distance from the tire center to the contact point with the road surface) can be stored in the ECU using the standard tire specifications stored at the factory. Wheelbase (distance from the center of the front axle to the center of the rear axle) and track width (the distance between the centers of the left and right wheels on the same axle) are stored on the vehicle ECU and CAN bus and can be directly retrieved.

[0067] Step 106: Determine the collision location and collision level based on the yaw angle information.

[0068] In this step, the yaw angle information may include the ideal yaw rate, yaw rate deviation, ideal yaw acceleration, actual yaw acceleration, and yaw acceleration deviation. This yaw angle information is calculated based on driving and attitude information. The specific calculation process is described in detail in the following embodiments and will not be described in detail here. The vehicle control system controller determines the collision location based on the actual yaw rate of the yaw angle information. That is, the collision location can be determined based on the value of the actual yaw rate, which includes the left rear and right rear. For example, taking the center axis of the vehicle's normal driving direction as the coordinate, when the vehicle is hit from the right rear, the vehicle will tilt to the left rear. Its ideal yaw rate is positive. When the vehicle is hit from the left rear, the vehicle will tilt to the right rear, and its ideal yaw rate is negative. When determining the collision level based on the yaw angle information, it can be compared with a preset level threshold. For example, when the yaw angle information exceeds the preset threshold, it indicates a high collision level. By setting preset threshold values ​​for yaw angle information, collision levels can be accurately classified, allowing for more precise determination of vehicle attitude control information based on the collision level, resulting in better vehicle stability control.

[0069] Step 108: Determine the vehicle's attitude control information based on the driving information, attitude information, yaw angle information, collision location, and collision level.

[0070] In this step, the vehicle control system determines the collision location and collision level, thus acquiring the vehicle's collision situation, and can accurately control the vehicle based on this information. By considering driving information, attitude information, yaw angle information, collision location, and collision level, the system determines the vehicle's attitude control information—that is, attitude control information determined based on the collision situation. Exemplary attitude control information may include the steering angles of the target steering wheels and target braking wheels, as well as the braking torque of the target steering wheels and target braking wheels. When the vehicle operates according to this attitude control information, it can better restore stable driving in the event of a collision, avoiding secondary accidents.

[0071] Step 110: Control the vehicle according to the vehicle attitude control information to restore the vehicle to stability.

[0072] In this step, after receiving the vehicle attitude control information, the vehicle control system controls the vehicle through the vehicle controller according to the attitude control information. As can be seen from the above embodiment, the attitude control information includes the steering angle of the target steering wheel and the target steering wheel, the braking torque of the target steering wheel and the target braking wheel. The vehicle's target steering wheel is controlled to steer according to the steering angle, and the vehicle's target braking wheel is controlled to brake according to the braking torque. The attitude control information is determined based on the collision situation. After the vehicle is controlled according to this attitude control information, the vehicle can quickly recover stability in the collision situation and avoid secondary accidents.

[0073] In steps 102-110, upon detecting a vehicle collision, the vehicle's driving and attitude information are acquired. Based on this information, the vehicle's yaw angle is determined. The yaw angle information transforms the post-collision vehicle instability from a vague description into precise data, directly quantifying the severity of vehicle body sway. This allows for precise differentiation of collision severity, providing a clear basis for subsequent graded control and avoiding over- or under-intervention. Based on the yaw angle information, the collision location and collision level are determined. The direction of change in the yaw angle accurately reflects the collision location, while the magnitude of change reflects the collision level. Both the collision location and collision level reflect the vehicle's collision situation. Based on the vehicle's collision situation and driving information, precise attitude control information can be provided. That is, the vehicle's attitude control information is determined based on driving information, attitude information, yaw angle information, collision location, and collision level. The attitude control information is determined according to the vehicle's collision situation, meaning that the attitude control information provides precise control force for different collision levels. When the vehicle is running according to the attitude control information, it can stably control the vehicle according to different degrees of collision, enabling the vehicle to quickly regain stability and avoid secondary accidents caused by improper operation.

[0074] In some embodiments, in response to detecting a vehicle collision, the method includes:

[0075] Obtain collision sensor information from the vehicle;

[0076] In response to determining that the impact force of the collision sensor information is greater than a preset collision trigger threshold, it is determined that a collision has been detected involving the vehicle.

[0077] Specifically, for example, collision sensor information may include impact force values ​​from side-impact acceleration sensors and lateral force detectors (i.e., lateral G-sensors). Side-impact acceleration sensors and lateral force detectors are used to collect the instantaneous impact force magnitude and direction of a side-rear collision. These sensors are installed within the vehicle body, typically in key impact areas such as doors, B / C pillars, and rear side panels. Some models integrate the lateral force detector and longitudinal G-sensor into the central control module (e.g., below the center console). The lateral G-sensor can capture millisecond-level impact force changes, with a response speed far exceeding human reaction time; it is only sensitive to lateral forces and is not affected by acceleration or braking in the vehicle's longitudinal direction; manufacturers adjust the trigger threshold based on the vehicle model's rigidity (e.g., lower thresholds for smaller cars, making protection easier to trigger). The core function of the lateral G-sensor is to sense changes in the vehicle's speed in the left-right direction (acceleration, deceleration, or impact) and convert this physical change into an electrical signal, transmitting it to the vehicle's control unit (e.g., SRS ECU, ESP ECU). A lateral G-sensor is essentially an inertial sensor that detects a vehicle's lateral acceleration (left-right direction). It is a core component of vehicle collision detection and vehicle stability control, specifically designed to capture "impact forces or changes in motion in the left-right direction." For example, the lateral G-sensor contains a movable mass surrounded by elastic elements and electrodes. When the vehicle experiences a force in the left-right direction (such as being hit by a side vehicle or making a sharp turn), the mass moves in the direction of the force due to inertia. This displacement changes the distance between the electrodes, thus altering the voltage or capacitance of the circuit. The sensor converts this voltage / capacitance change into a digital signal, labeled as the "lateral G-value" (1G ≈ 9.8 m / s², equivalent to gravitational acceleration), and transmits it to the control unit. Simply put: the greater the lateral force → the greater the displacement of the mass → the stronger the output G-value signal. For example, the lateral G-sensor is used for side-rear collision detection: when a vehicle is struck from the side or rear, the impact force acts directly on the side of the vehicle. The sensor instantly detects a surge in the lateral G-force (e.g., reaching the trigger threshold of 1.5-2.5G) and quickly sends a collision signal to the SRS ECU, providing a basis for airbag deployment and seatbelt pretensioning. When the impact force detected by the collision sensor exceeds the preset trigger threshold, a collision is determined. In high-speed driving scenarios, where the vehicle speed is high, the sensor can accurately detect whether a collision has occurred.

[0078] In some embodiments, the collision location can be understood as the collision direction. Taking a side-rear collision as an example, the collision location includes the left rear and right rear. When a vehicle collides, its yaw angle will change. Therefore, the collision location can be determined based on the yaw angle. The specific collision location includes: the yaw angle information includes the actual yaw angular velocity.

[0079] Determining the collision location based on the yaw angle information includes:

[0080] In response to the fact that the actual yaw rate is positive, the collision location is determined to be the right rear.

[0081] In response to the fact that the actual yaw rate is negative, the collision location is determined to be to the left rear.

[0082] Specifically, in this embodiment, a side-rear collision accident is taken as an example. Yaw rate is the angular velocity of a vehicle rotating around its center of mass (z-axis), and its change is regular during normal driving. When driving straight, the yaw rate is close to 0. After a collision, the yaw rate changes smoothly according to the steering action; for example, it is positive when turning left and negative when turning right. Therefore, the actual yaw rate can accurately reflect the direction of the impact. Thus, determining the collision location based on the actual yaw rate makes the collision location analysis more accurate. The actual yaw rate is the yaw rate actually measured by the vehicle. When the actual yaw rate is positive, it indicates that the right rear of the vehicle was impacted. For example, taking the center of the vehicle as the y-axis, after the right rear of the vehicle is impacted, both ends of the vehicle are located in the first and third quadrants. At this time, the vehicle's tilt angle is positive, so it can be understood that the vehicle's yaw rate is also positive. When a vehicle is impacted from the left rear, both ends of the vehicle are located in the second and fourth quadrants, and the vehicle's tilt angle is negative. Therefore, it can be understood that the vehicle's yaw rate is also negative. The actual positive and negative values ​​of the yaw rate can also be explained as follows: The impact force of a side-rear collision is applied at the left or right rear of the vehicle, generating yaw moments in different directions around the center of mass, resulting in corresponding abrupt changes in the yaw rate. Specifically: Left rear collision: When a vehicle suffers a left rear collision, the impact force propels the rear of the vehicle to the right front, while the front of the vehicle veers to the left. According to the SAE coordinate system, the vehicle rotates counterclockwise around the z-axis, and the yaw rate will instantly show a significant positive jump, with the jump magnitude positively correlated with the collision force. If the vehicle does not lose control after the collision, the yaw rate will gradually decrease in the positive range; if the collision force is extremely high, the positive yaw rate may continue to increase, causing the vehicle to fishtail and lose control to the left. Right rear-side collision: When a vehicle suffers a right rear-side collision, the impact force will propel the rear of the vehicle to the left and forward, while the front of the vehicle will veer to the right. At this time, the vehicle rotates clockwise around the z-axis, which is opposite to the positive direction of the yaw rate, resulting in a significant instantaneous negative jump in the yaw rate. Similarly, the greater the impact force, the greater the absolute value of the negative yaw rate, and in severe cases, the vehicle may fishtail to the right and lose control.

[0083] For example, taking a high-speed journey of 100km / h on a highway as a scenario, and considering the characteristics of high inertia, greater collision impact, and higher risk of vehicle loss of control at high speeds, a specific example is provided (still based on the SAE coordinate system, with yaw rate counterclockwise around the z-axis as positive, sensor sampling rate of 100Hz, and higher stability of yaw rate during high-speed straight-line driving, with the normal range controlled within ±0.3° / s): Left rear collision example: A sedan in the left lane behind the vehicle was following too closely (insufficient safe following distance at high speed) and failed to brake in time when the vehicle decelerated, rear-ending the left rear bumper and left rear fender of the vehicle. At the moment of collision, the relative speed between the two vehicles was approximately 30km / h (sedan speed 130km / h, vehicle speed 100km / h). Changes in yaw rate data: Before the collision: The yaw rate was stable at 0.15° / s (a slight positive fluctuation, which is normal error for high-speed straight-line driving); At the moment of impact (0 seconds): The impact force was transmitted to the center of gravity through the left rear of the vehicle, generating a strong counterclockwise yaw moment, and the yaw rate jumped instantaneously from 0.15° / s to 42° / s (at high speed and high inertia, the collision moment is much greater than in low-speed scenarios, and the abrupt change is significantly increased); 0.5 seconds after the collision: Due to vehicle inertia, the yaw rate remained at 38° / s (positive). (The vehicle) exhibited a clear tendency to yaw to the left, with a risk of sideslip on the left rear wheel. At this point, the onboard ESP system intervened, attempting to suppress the yaw by braking the left front wheel and limiting engine power. 1.5 seconds after the collision: Under ESP intervention, the yaw rate gradually decreased to 25° / s, and the left yaw tendency weakened, but the vehicle still deviated from its original lane by approximately 0.8 meters. 3 seconds after the collision: The yaw rate further decreased to 12° / s, and the driver, in coordination with ESP, lightly applied the right steering wheel to pull the vehicle back to its original lane, eventually resuming straight driving. When driving straight at high speed without steering input, a sudden and significant positive jump in the yaw rate (42° / s) far exceeded the normal driving range. Based on the vehicle speed and force logic at the time of the collision, it was determined to be a left rear-side collision. Example of a right rear collision (high-speed lane change scrape + side collision scenario): The vehicle is traveling in a straight line at 100km / h. A truck in the right lane illegally changes lanes continuously (without checking the rearview mirror). The left rear corner of the truck scrapes the right rear fender and right rear wheel hub of the vehicle. At the moment of collision, the relative speed between the two vehicles is about 25km / h (truck speed 110km / h, vehicle speed 100km / h).Changes in yaw rate data: Before the collision: The yaw rate was stable at 0.12° / s (a very small value close to 0, characteristic of high-speed straight-line driving); At the moment of collision (0 seconds): The scraping force of the truck pushed the rear of the SUV to the left and forward, generating a clockwise yaw moment, and the yaw rate jumped instantly from 0.12° / s to -38° / s (a negative peak value, with an absolute value greater than in low-speed scenarios); 0.4 seconds after the collision: The vehicle showed a clear tendency to fishtail to the right, and the right rear wheel experienced slight sideslip. The ESP system immediately activated, braking the right front wheel and adjusting the braking force distribution, and the yaw rate dropped to -32° / s; 2 seconds after the collision: With ESP intervention and the driver's slight left steering correction, the yaw rate gradually decreased to -10° / s, and the vehicle gradually returned to straight after deviating from its original lane by about 0.6 meters; 4 seconds after the collision: The yaw rate dropped to -2° / s, and straight-line driving was fully restored (at high speeds, the vehicle's inertia is large, and the yaw decay period is 2 to 3 times that at low speeds). Judgment criteria: When there was no steering maneuver at high speed, the yaw rate suddenly changed significantly in the negative direction. Combined with the force direction of the collision caused by the truck changing lanes, it was determined to be a right rear collision.

[0084] In some embodiments, attitude information can be vehicle state information, and driving information includes information that changes continuously during vehicle movement. Based on attitude information and driving information, the vehicle's yaw angle information can be analyzed, thus clarifying the vehicle's collision situation. The specific process for determining the yaw angle information is as follows: the attitude information includes the actual yaw rate and wheelbase; the driving information includes vehicle speed, rear wheel steering angle, front wheel steering angle, and steering wheel angle.

[0085] The yaw angle information includes the ideal yaw angular velocity, the yaw angular velocity deviation, the ideal yaw angular acceleration, the actual yaw angular acceleration, and the yaw angular acceleration deviation.

[0086] Based on the driving information and the attitude information, the vehicle's yaw angle information is determined, including:

[0087] The ideal yaw rate is determined based on the wheelbase, the vehicle speed, the rear wheel steering angle, and the front wheel steering angle.

[0088] The deviation value of the yaw rate is determined based on the ideal yaw rate and the actual yaw rate.

[0089] Based on the actual yaw rate, determine the actual yaw acceleration;

[0090] Determine the ideal yaw rate acceleration based on the vehicle speed and the steering wheel angle;

[0091] The deviation value of the yaw angle acceleration is determined based on the ideal yaw angle acceleration and the actual yaw angle acceleration.

[0092] Specifically, attitude information includes the actual yaw rate, which is measured by the vehicle's yaw rate sensor. The wheelbase is obtained directly from the vehicle's factory parameters. Vehicle speed is calculated using wheel speed sensors in conjunction with tire parameters, or it can be obtained directly from the vehicle's real-time speed display. Steering wheel angle is obtained through a steering wheel angle sensor. Both front and rear wheel steering angles are obtained through steering angle sensors. All sensors transmit the relevant information to the vehicle controller, which uses this information to determine the yaw angle. For example:

[0093] Determining the ideal yaw rate based on the wheelbase, vehicle speed, rear wheel steering angle, and front wheel steering angle includes: substituting the wheelbase, vehicle speed, rear wheel steering angle, and front wheel steering angle into the following ideal yaw rate calculation formula to obtain the ideal yaw rate: ;

[0094] In the formula, Wheelbase, in meters; As a stability factor; Rear wheel steering angle, in rad; Vehicle speed, in m / s; The front wheel steering angle is expressed in rad. The stability factor K mentioned above comprehensively reflects structural parameters such as the vehicle's mass, wheelbase, center of gravity position, and the lateral stiffness of the front and rear tires. It is defined as a quantitative indicator of the influence of vehicle structural characteristics on steering response. The value of K directly determines the vehicle's steady-state steering type: K=0: Neutral steering. In this case, the vehicle's yaw rate gain is linearly related to vehicle speed. K>0: Understeer. This is the characteristic sought after by most passenger cars, providing good driving stability. The larger the K value, the greater the degree of understeer. K<0: Oversteer. This characteristic may lead to vehicle instability at high speeds and usually needs to be avoided. When analyzing and calculating the target yaw rate, the stability factor K is a core parameter that must be clearly defined to describe the inherent steering tendency of the vehicle itself.

[0095] Determining the yaw rate deviation based on the ideal yaw rate and the actual yaw rate includes: subtracting the ideal yaw rate from the actual yaw rate to obtain the yaw rate deviation. Determining the actual yaw rate acceleration based on the actual yaw rate includes: differentiating the actual yaw rate to obtain the actual yaw rate acceleration. .

[0096] Determining the ideal yaw angle acceleration based on the vehicle speed and the steering wheel angle includes: searching within a preset yaw angle acceleration mapping relationship based on the vehicle speed and the steering wheel angle, and using the yaw angle acceleration corresponding to the vehicle speed and the steering wheel angle as the ideal yaw angle acceleration. The preset yaw angle acceleration mapping relationship specifies the mapping relationship between vehicle speed, steering wheel angle, and yaw angle acceleration. Determining the yaw angle acceleration deviation value based on the ideal yaw angle acceleration and the actual yaw angle acceleration includes: inputting the ideal yaw angle acceleration and the actual yaw angle acceleration into the following yaw angle acceleration deviation value calculation formula to obtain the yaw angle acceleration deviation value: In the formula, Accelerate to the ideal yaw angle. This represents the actual angular acceleration.

[0097] For example, the vehicle type is a compact sedan (wheelbase L=2700mm=2.7m, stability factor K=0.002s² / m², front axle stiffness Cf=28000N / rad, rear axle stiffness Cr=26000N / rad, supporting front-wheel steering and rear-wheel assisted steering); the transmission ratio between steering wheel angle and front wheel steering angle is 15:1 (15° steering wheel angle corresponds to 1° front wheel steering angle), the yaw rate sensor sampling rate is 100Hz, and the preset yaw acceleration mapping relationship has been stored in the vehicle controller (VCU). For example, a minor collision on the right rear side (Level 1 collision), driving conditions: straight driving on an urban expressway at a speed of 80 km / h (vx = 22.2 m / s), steering wheel centered (turning angle 0° → front wheel steering angle δf = 0 rad), rear wheel steering angle δr = 0 rad; slightly rear-ended by a small car in the right lane (relative speed 18 km / h), the collision point is the right rear bumper, the actual yaw rate r_act = +2.8° / s (converted to rad / s ≈ 0.049 rad / s, yaw to the left); wheelbase L = 2.7 m, stability factor K = 0.002 s² / m², vehicle speed vx = 22.2 m / s, δf = 0 rad, δr = 0 rad. Calculate the ideal yaw rate: Substitute into the formula r_tar=(vx / L) / (1+Kvx²)×(δf-δr)→(22.2 / 2.7) / (1+0.002×22.2²)×(0-0)=0rad / s; Calculate the yaw rate deviation: r_tar-r_act=0-0.049≈-0.049rad / s (absolute value 0.049rad / s, actual value deviates from ideal value due to collision); Calculate the actual yaw acceleration: Differentiate r_act (acceleration stabilizes at the moment of collision), r_act≈0.8rad / s². Determine the ideal yaw acceleration: vehicle speed 80km / h + steering wheel angle 0°, query the preset mapping relationship→r_tar=0.3rad / s²; Calculate the yaw acceleration deviation: r = r_tar - r_act = 0.3 - 0.8 = -0.5 rad / s². The effect of the attitude control information angles: the yaw rate deviation (0.049 rad / s) and yaw acceleration deviation (-0.5 rad / s²) accurately quantify the degree of vehicle attitude deviation—only slight yaw, with no obvious instability; this data provides a "quantitative basis" for subsequent attitude control information: no strong intervention is needed, only matching small-angle steering (such as -0.5° to the right rear wheel), gentle braking (right front wheel braking torque 500 N / m), and a slight suspension adjustment (to 145 mm) is required to offset the deviation; avoiding "blind intervention due to lack of quantified data," ensuring the accuracy and smoothness of attitude control, with no obvious fluctuations in the driver's perception. In summary, by calculating the ideal yaw rate, yaw rate deviation, ideal yaw acceleration, actual yaw acceleration, and yaw acceleration deviation based on the vehicle's driving and attitude information, the collision situation can be accurately analyzed based on the yaw angle information. The yaw rate quantifies the normal yaw range of the vehicle under current driving conditions (e.g., 100 km / h straight driving with the steering wheel centered) (typically close to 0 rad / s). After a collision, if the actual yaw rate deviates from this ideal value, the vehicle can be directly determined to have entered an unstable state. The yaw rate deviation (the difference between the ideal and actual yaw rates) is a core quantitative indicator of the severity of vehicle instability, transforming the vague concept of vehicle body swaying into a concrete numerical value. This provides a direct basis for collision level classification and control intensity matching, avoiding insufficient or excessive intervention. Ideal yaw acceleration is a calculated trend of yaw acceleration that a vehicle should exhibit, based on driving information (vehicle speed, steering wheel angle). It balances vehicle dynamics with driver intent, providing a reasonable range for actual yaw acceleration, ensuring control stabilizes the vehicle without conflicting with driver input. Actual yaw acceleration is the derivative of actual yaw velocity, reflecting the rate of change in vehicle yaw instability (i.e., how quickly instability worsens or eases). It predicts instability development, allowing control to shift from passive response to proactive prediction, intervening before instability escalates and shortening recovery time. Yaw acceleration deviation (the difference between ideal and actual yaw acceleration) quantifies the deviation of the instability trend from the ideal state, providing direct basis for calculating the target yaw correction torque. This allows for more precise braking and steering intervention, avoiding under- or over-correction. Based on this, accurate control of vehicle attitude information is achieved according to collision conditions, enabling the vehicle to operate according to attitude control information and accurately and quickly recover stability, preventing re-accidents after a collision.

[0098] In some embodiments, upon detecting a vehicle collision, the vehicle's suspension can be adjusted immediately. Since the suspension affects vehicle stability, adjustment is necessary to maintain rapid vehicle stability. Specifically, this includes: in response to detecting a vehicle collision, the following steps are taken:

[0099] The vehicle's suspension is adjusted to its lowest position within a preset time.

[0100] Specifically, after detecting a collision, the vehicle control system adjusts the vehicle's suspension to its lowest setting within a preset time. This lowers the vehicle's center of gravity, suppresses body roll, and helps the vehicle quickly regain stability. In this embodiment, the preset time can be the time from the collision to the calculation of attitude control information as described in the previous embodiment; for example, an optimal time is 100-300ms. In this embodiment, the suspension can be adjusted independently. The suspension is a key component connecting the vehicle body and wheels. Its core function is to fundamentally suppress unstable tendencies (such as roll, pitch, bounce, and fishtailing) during vehicle operation by absorbing vibrations, adjusting vehicle posture, and transmitting forces, ensuring that the wheels always maintain contact with the ground and the vehicle's posture is controllable. The suspension adjustment methods (sorted from low to high according to "controllability," with stability-related scenarios attached): The core of suspension adjustment revolves around three key parameters: damping coefficient (the resistance of suspension extension and contraction, determining "stiffness"), spring stiffness (the support force of the suspension, determining "anti-deformation ability"), and vehicle height (the distance between the wheels and the vehicle body, determining passability and center of gravity height). For example, the suspension in this application can adopt a semi-active suspension (adjustable damping / stiffness). The damping coefficient of the semi-active suspension can be adjusted in real time (some support graded stiffness adjustment), without the need for additional power drive. It is linked by an electronic control unit (ECU) and sensors, with a fast response speed (10~20ms) and moderate cost, making it the mainstream configuration for mid-to-high-end vehicles. Sensors (vehicle speed, acceleration, vehicle attitude, wheel displacement) → ECU → adjustable shock absorbers (such as CDC electromagnetic shock absorbers, MagneRide magnetorheological shock absorbers). After a side-rear collision: the sensor detects a sudden change in yaw rate (such as a positive jump of >30° / s in a left rear collision), the ECU immediately increases the damping of the inner suspension and the stiffness of the outer suspension to counteract the tail-wagging moment. In conjunction with ESP braking, it shortens the yaw decay time (from 4 seconds for passive suspension to less than 2 seconds). For example, CDC electromagnetic dampers (such as Volkswagen DCC and Buick CDC) control the flow of oil within the damper via solenoid valves, achieving continuously adjustable damping; magnetorheological dampers change the viscosity of the magnetorheological fluid within the damper using a magnetic field, resulting in a faster response time (5~10ms) and quicker intervention to stabilize the vehicle body after a high-speed collision. This application can also employ active suspension (fully adjustable parameters, high-order stability solution), where damping, stiffness, and vehicle height can all be actively adjusted (some support "active anti-roll"), requiring additional power (such as hydraulic, air, or electric motor) for extremely fast response (<5ms), actively counteracting unstable torques, and achieving the highest stability limit.Side-rear collision (e.g., right rear collision, yaw rate -38° / s): At the moment of impact (0~10ms): Sensors detect the impact force and yaw trend, and the central computing unit simultaneously sends commands to the four suspensions; Execute adjustments: Increase the damping of the right rear suspension ((600N / s) / m) + stiffness of the left front suspension (15N / mm) to suppress the tendency of the rear of the vehicle to swing to the left and the front of the vehicle to veer to the right; At the same time, the vehicle height remains unchanged (to avoid the center of gravity shift exacerbating loss of control); Coordinate with ESP: In conjunction with the braking system, brake the right front wheel + left rear wheel, and in conjunction with the suspension adjustment, reduce the yaw rate from -38° / s to -10° / s within 1.5 seconds, the vehicle deviates from the original lane by <0.5 meters, and quickly returns to a controllable state.

[0101] In some embodiments, after a vehicle collision, the yaw angles of vehicles with different collision severity will have different values. Therefore, the collision level can be determined based on the specific value of the yaw angle information. Specifically, determining the collision level based on the yaw angle information includes:

[0102] The collision level is determined based on the first preset threshold range corresponding to the yaw rate deviation value and the second preset threshold range corresponding to the actual yaw acceleration.

[0103] Specifically, the yaw rate deviation is the difference between the vehicle's actual yaw rate and the ideal yaw rate (the ideal value is usually calculated based on the vehicle's driving conditions). Yaw acceleration is obtained by differentiating the actual yaw rate and reflects the accelerating trend of the vehicle's "swinging." The yaw rate deviation (the difference between the ideal and actual yaw rates) is a static quantitative indicator of the "severity" of vehicle instability after a collision. By comparing it with the first preset threshold range, the absolute magnitude of the current vehicle instability is clarified, defining the basic boundary for the collision level. The first preset threshold range is an instability magnitude standard calibrated based on a large amount of collision test data and vehicle dynamics characteristics, providing a unified and reusable reference framework for determining the yaw rate deviation and avoiding confusion caused by the lack of standards. The actual yaw acceleration is the rate of change of the yaw rate, reflecting the speed at which the instability trend develops (accelerating instability or decelerating instability). By comparing it with the second preset threshold range, the dynamic risk of instability is supplemented in the determination, avoiding misjudgments based solely on static magnitude. The second preset threshold range is a dynamic standard calibrated based on the correlation between instability rate and safety risk. It complements the first preset threshold range, constructing a dual verification system of static amplitude and dynamic rate, making the level determination more comprehensive and closer to actual risk. By using the first preset threshold range corresponding to the yaw rate deviation and the second preset threshold range corresponding to the actual yaw acceleration, the collision level can be accurately determined. This provides a basis for vehicle attitude control information, enabling the vehicle control system to accurately control vehicle operation and quickly and accurately restore stability, thus providing safety assurance for the driver.

[0104] For example, the first preset threshold range may include a minimum threshold range for yaw rate, a medium threshold range for yaw rate, and a maximum threshold range for yaw rate. The second preset threshold range may include a minimum threshold range for yaw acceleration, a medium threshold range for yaw acceleration, and a maximum threshold range for yaw acceleration. If the yaw rate deviation and yaw acceleration are both within their corresponding minimum threshold ranges, it is determined to be a Level 1 collision (mild collision); if the yaw rate deviation and yaw acceleration are both within their corresponding medium threshold ranges, it is determined to be a Level 2 collision (moderate collision); if the yaw rate deviation and yaw acceleration are both within their corresponding maximum threshold ranges, it is determined to be a Level 3 collision (most severe collision).

[0105] For example, Table 1 below shows the correspondence between specific yaw rate deviation values ​​and specific yaw rate acceleration values ​​and grade threshold ranges.

[0106] Table 1

[0107]

[0108] For example, the vehicle type is a compact sedan (wheelbase L=2700mm=2.7m, stability factor K=0.002s² / m², front axle stiffness Cf=28000N / rad, rear axle stiffness Cr=26000N / rad, supporting front-wheel steering and rear-wheel assisted steering); the transmission ratio between steering wheel angle and front wheel steering angle is 15:1 (15° steering wheel angle corresponds to 1° front wheel steering angle), the yaw rate sensor sampling rate is 100Hz, and the preset yaw acceleration mapping relationship has been stored in the vehicle controller (VCU). For example, a moderate rear-side collision (Level 2 collision), driving conditions: straight driving on a national highway, speed 90km / h (vx=25m / s), steering wheel centered (δf=0rad), rear wheel steering angle δr=0rad; collision trigger: rear-ended by an SUV in the right lane (relative speed 32km / h), collision location: right rear fender; key yaw angle information: yaw rate deviation = 0.22rad / s, actual yaw acceleration = 1.5rad / s². Matching threshold range: yaw rate deviation 0.22rad / s (belonging to the 0.15~0.30rad / s range), actual yaw acceleration 1.5rad / s² (belonging to the 1.0~2.0rad / s² range); according to Table 1, both parameters meet the Level 2 collision threshold → judged as a Level 2 collision (moderate collision). The effect of attitude control information angles: The collision level clearly defines the "intervention intensity" of attitude control information: neither the slight intervention of Level 1 nor the extreme intervention of Level 3 is needed, balancing stability and comfort. The corresponding optimized attitude control information is: target steering wheel right rear wheel -0.75° (medium angle steering), target braking wheel right front wheel braking torque 800N / m (moderate braking), suspension drop 142mm (moderate height reduction). The graded intervention strategy avoids "body swaying caused by excessive intervention" or "attitude loss of control caused by insufficient intervention", making attitude control more targeted. Within 500ms after the collision, the body yaw rate drops from +7° / s to +0.6° / s, and the attitude quickly returns to controllability.

[0109] In some embodiments, as shown in FIG2, when the vehicle is stabilized by attitude control, it is necessary to control the vehicle's steering and braking linkage to enable the vehicle to quickly stabilize. Therefore, it is necessary to determine the vehicle's steering information and braking information, specifically including: the vehicle's attitude control information includes the target steering wheel, the steering angle of the target steering wheel, the target braking wheel, the braking torque of the target braking wheel, and the target suspension height.

[0110] Based on the driving information, the attitude information, the yaw angle information, the collision location, and the collision level, the attitude control information of the vehicle is determined, including the following steps:

[0111] Step 202: Determine the target steering wheel and the steering angle of the target steering wheel based on the collision location and the collision level;

[0112] Step 204: Determine the target braking wheel and the braking torque of the target braking wheel based on the driving information, the attitude information, the yaw angle information and the collision position;

[0113] Step 206: Determine the target suspension height based on the attitude information and the collision level.

[0114] Specifically, after a collision is detected, the vehicle control system needs to select the target steering wheel to be controlled based on the collision location. Taking a side-rear collision as an example, if the collision occurs to the right rear, the right rear wheels need to be steered to address the vehicle's yaw. If the collision occurs to the left rear, the left rear wheels need to be steered to address the yaw. Therefore, the target steering wheel needs to be selected based on the collision location to allow the vehicle to quickly regain stability. Since different collision levels require different steering angles, to avoid over- or under-steering that could lead to secondary accidents, the steering angle of the target steering wheel is determined again based on the collision level. After a collision is detected, the vehicle control system needs to determine the target braking wheel based on driving information, attitude information, and yaw angle information. Again, taking a side-rear collision as an example, if the collision occurs to the right rear, the right front wheels need to be braked to address the vehicle's yaw. If the collision occurs to the left rear, the left front wheels need to be braked to address the yaw. Therefore, the target braking wheel needs to be selected based on the collision location to allow the vehicle to quickly regain stability. However, it is also necessary to determine the braking torque based on the vehicle's driving information, attitude information, and yaw angle information, so that the target braking wheel brakes according to the braking torque, which can accurately control the vehicle's yaw and allow the vehicle to quickly regain stability. In this embodiment, the attitude information also includes the vehicle's current suspension height. Based on the current suspension height and the collision level, the target suspension height is calculated. The target suspension height is suitable for the vehicle's collision level, which can enable the vehicle to quickly regain stability after a collision and avoid over-adjustment, which could cause secondary accidents. By providing specific response strategies based on the vehicle's collision situation, and providing specific control steering angle, braking torque, and other information, a yaw torque opposite to the direction of collision instability is generated by specifying the target steering wheel and quantifying the steering angle, thus curbing the vehicle's swaying at the source and avoiding sudden trajectory changes caused by over-steering or under-steering. By "specifying the target braking wheel and quantifying the braking force," a braking torque to stabilize the vehicle body is generated, while taking into account braking efficiency and driving safety, avoiding secondary risks caused by insufficient or excessive braking force. In this way, based on the given specific attitude control information, the vehicle can be more accurately controlled to regain stability. Specific implementation examples are as follows.

[0115] For example, taking a mid-size SUV as an example, the vehicle parameters include a wheelbase of 2800mm, a curb weight of 1800kg, and support for rear-wheel steering, active suspension, and ESP system; driving scenario: straight driving on a highway, with a road surface adhesion coefficient of 0.8 (dry asphalt road surface); initial state: vehicle speed 100km / h, steering wheel centered (turning angle 0°), suspension at normal driving height (150mm), and no abnormal force on the four wheels. Collision condition: Minor collision to the right rear (collision level 1); rear-ended by a small sedan in the right lane (relative speed 20km / h), the collision location is the right rear bumper area, the impact force is 1.2G (lateral G-sensor detection value); initial attitude change: the vehicle body slightly yaws to the left, the actual yaw rate is +3° / s (positive sign indicates counterclockwise yaw), the yaw rate deviation is 0.1rad / s, and the yaw acceleration is 0.8rad / s²; driving information (vehicle speed 100km / h, front wheel steering angle 0°, rear wheel steering angle 0°); attitude information (actual yaw rate +3° / s, wheelbase 2800mm, current suspension height 150mm). The execution process according to the above embodiment includes: collision location right rear +1 level collision → target steering wheel is the right rear wheel; according to the preset mapping relationship → right rear wheel steering angle -0.5° (turning left). Collision location: right rear + driving / attitude / yaw angle information → target braking wheel is the right front wheel; calculate target yaw correction moment (primarily the first yaw correction moment) → braking torque 500 N / m. Attitude information (current suspension height 150 mm) + Level 1 collision → target suspension height is the "basic stability height" 145 mm (5 mm higher than the minimum stability height). Result: From collision occurrence to vehicle stability recovery, the total time is 500 ms; vehicle trajectory deviation ≤ 0.3 m, no deviation from the original lane; no additional driver intervention required, vehicle autonomously recovers stability, no risk of secondary accidents.

[0116] In some embodiments, after a collision, to enable the vehicle to quickly regain stability, the vehicle's steering information can be controlled to achieve this. Specifically, determining the vehicle's steering information includes: determining the target steering wheel and its steering angle based on the collision location and the collision level, including:

[0117] The wheel closest to the collision location is designated as the target steering wheel.

[0118] The steering angle of the target steering wheel is determined within a preset steering angle range based on the target steering wheel, the collision location, and the collision level. Specifically, after a collision is detected, the vehicle control system needs to select the target steering wheel to be controlled based on the collision location. For example, if the collision occurs to the right rear, the right rear wheel needs to be controlled to address the vehicle's sway. If the collision occurs to the left rear, the left rear wheel needs to be controlled to address the same issue. Therefore, wheels near the collision location are used as target steering wheels to better control the vehicle and restore stability. Because the collision location and direction differ, the position and steering direction of the target steering wheel also differ. Therefore, after determining the target steering wheel, its steering angle needs to be determined based on the target steering wheel and the collision location. Different steering angles are required for different collision levels; otherwise, a small steering angle may not be sufficient to restore stability for a high collision level, while a large steering angle for a low collision level could lead to over-steering and secondary accidents. Therefore, the steering angle needs to be determined based on the target steering wheel, the collision location, and the collision level to ensure the vehicle quickly regains stability. When determining the steering angle, a pre-set steering angle mapping table (such as Table 2) can be used for lookup. The pre-set steering angle mapping relationship specifies the mapping relationship between the collision position, the collision level, the target steering wheel, and the steering angle of the target steering wheel, thereby accurately controlling the vehicle's steering angle and enabling the vehicle to quickly regain stability.

[0119] Table 2

[0120]

[0121] For example, the vehicle type is a mid-size SUV (2800mm wheelbase, supports independent rear-wheel steering, steering angle adjustment range ±1.5°, normal driving speed 80-100km / h). Collision locations are, for example, right rear side impact (collision area from the right rear bumper to the right rear fender) and left rear side impact (collision area from the left rear bumper to the left rear fender). Steering angle rules: a negative steering angle for a right rear side impact indicates a left turn; a positive steering angle for a left rear side impact indicates a right turn. Core control logic: the target steering wheel is the wheel closest to the collision location (right rear side impact → right rear wheel, left rear side impact → left rear wheel), and the steering angle increases with the collision level. For example, in a minor collision on the right rear side (Level 1, right rear wheel -0.5° steering), the right rear wheel is controlled to steer slightly to the left, generating a yaw moment to the right, precisely counteracting the slight yaw tendency of the vehicle to the left; the steering intervention delay is ≤15ms, with no obvious vehicle sway; within 300ms after the collision, the actual yaw rate decreases from +2.5° / s to +0.4° / s, and the vehicle returns to a straight driving posture; the driving trajectory deviation is ≤0.2m, without deviating from the original lane; the driver does not need to perform any additional operations, the vehicle is autonomously stable, and there is no risk of secondary accidents. Results: The total delay from collision detection to steering intervention is ≤15ms, and the stable recovery time is up to 900ms, which is much faster than the driver's reaction time (0.5-1.5s), effectively avoiding secondary collisions; the vehicle's yaw rate is ultimately controlled within ±1.0° / s, the roll angle is ≤1.3°, and the trajectory deviation is ≤1.3m, with no risk of loss of control, fishtailing, or rollover; the steering intervention works seamlessly with the vehicle's existing rear-wheel steering system, ESP system, and suspension system, without affecting the original driving functions. After a minor collision, the vehicle can drive normally directly, and after a severe collision, only simple steering correction is required.

[0122] In some embodiments, after a collision, to enable the vehicle to quickly regain stability, the vehicle's braking information can be controlled to achieve rapid stability. Specifically, the process of determining the vehicle's braking information includes: determining the target braking wheel and its braking torque based on the driving information, the attitude information, the yaw angle information, and the collision position, including:

[0123] Based on the driving information, the attitude information, and the yaw angle information, the target yaw correction torque of the target braking wheel is determined;

[0124] The target braking wheel is determined based on the target yaw correction moment and the collision position;

[0125] The braking torque is determined based on the target yaw correction torque and the attitude information. Specifically, since the vehicle's attitude deviates from a stable state after a collision, the yaw correction torque must be determined using the vehicle's driving information, attitude information, and yaw angle information to counteract the yaw deviation. The vehicle controller determines the target yaw correction torque based on the driving information, attitude information, and yaw angle information. When determining the target braking wheel, since this application takes a side-rear collision as an example, braking is prioritized on the front wheels to control vehicle yaw. For example, if a collision occurs on the right rear, the right front wheels need to be braked to address the vehicle yaw. If a collision occurs on the left rear, the left front wheels need to be braked to address the vehicle yaw. Therefore, the target braking wheel needs to be selected based on the collision location to allow the vehicle to quickly regain stability. However, the braking torque also needs to be determined based on the vehicle's driving information, attitude information, and yaw angle information so that the target braking wheel brakes according to the braking torque, accurately controlling vehicle yaw and allowing the vehicle to quickly regain stability. If the yaw correction moment is too small, it indicates a larger braking torque requirement, necessitating simultaneous braking of both wheels. Therefore, the selection of the target braking wheel is further limited based on the yaw correction moment. When the yaw correction moment is greater than the preset correction moment threshold and the collision direction is left rearward, the left front wheel is selected as the target braking wheel. When the yaw correction moment is greater than the preset correction moment threshold and the collision direction is right rearward, the right front wheel is selected as the target braking wheel. When the yaw correction moment is less than or equal to the preset correction moment, both front wheels are selected as the target braking wheels. By considering the target yaw correction moment and attitude information, the final braking torque is determined. The target yaw correction moment is the core braking target calculated based on driving information, attitude information, and yaw angle information. This clarifies the magnitude and direction of the counter-torque required for braking, ensuring that the braking torque always revolves around counteracting instability and avoiding blind braking. Attitude information includes core parameters such as tire rolling radius, front axle track, current suspension height, and vehicle moment of inertia. This allows for precise matching of braking torque with the vehicle's physical characteristics and real-time attitude, ensuring effective braking intervention without exceeding hardware limits. By applying braking torque accordingly, the vehicle can be accurately controlled and precisely restored to stability.

[0126] For example, the vehicle type is a mid-size sedan (wheelbase 2750mm, curb weight 1600kg, front axle side stiffness Cf=26000N / rad, rear axle side stiffness Cr=24000N / rad, distance from center of gravity to front axle a=1.3m, distance from center of gravity to rear axle b=1.45m, vehicle moment of inertia Jz=3200kg / m², tire rolling radius Rd=0.35m, front axle track Bf=1.6m, front axle braking force correction coefficient ks_f_Alxe=0.95). Driving conditions: Straight-line driving on a highway, speed 100km / h (vx=27.8m / s). Collision trigger: Rear-end collision with a truck in the right lane (relative speed 40km / h), collision location is the right rear longitudinal beam, initial yaw rate +10° / s (yaw to the left). Key parameters: Calculated in Example 2, the target yaw correction torque Mz_Crron = 1800 N / m, and the preset correction torque threshold = 1500 N / m (Mz_Crron > threshold). The target yaw correction torque is determined to be 1800 N / m. The target braking wheel is selected: the collision position is to the right rear + yaw correction torque > threshold → the right front wheel is selected according to the rules (single-sided front wheel braking, precisely counteracting the leftward yaw). The braking torque is calculated: according to the formula in Example 3, BrkTq_Whl = |1800| / (1.6 / 2) × 0.95 × 0.35 ≈ 747 N / m. Results: A braking torque of 747 N / m was applied to the right front wheel (corresponding to a braking acceleration of 0.45 g), generating a yaw moment to the right, which canceled out the yaw moment to the left caused by the collision; within 600 ms after the collision, the actual yaw rate decreased from +10° / s to +0.8° / s, and the vehicle showed no tendency to fishtail; the deviation in the driving trajectory was ≤1.0 m, and the vehicle did not run out of the lane; the driver did not need to brake in time, and the vehicle autonomously resumed its straight driving posture.

[0127] In some embodiments, since the vehicle's body posture deviates from a stable state after a collision, it is necessary to correct the body deviation using relevant vehicle information. Therefore, it is necessary to determine the yaw correction moment based on the relevant vehicle information to offset the deviation. Specifically, the calculation process for the yaw correction moment includes: the driving information including vehicle speed, and the posture information including front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, and vehicle moment of inertia.

[0128] Based on the driving information, the attitude information, and the yaw angle information, the target yaw correction torque of the target braking wheel is determined, including:

[0129] The first yaw correction torque is determined based on the vehicle speed, front axle side stiffness, rear axle side stiffness, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle.

[0130] The second yaw correction torque is determined based on the yaw angle acceleration deviation value and the vehicle rotational inertia.

[0131] In response to the yaw rate deviation being zero, the maximum value of the first yaw correction torque and the second yaw correction torque is taken as the target yaw correction torque;

[0132] In response to the yaw rate deviation being greater than zero, the first yaw correction torque is taken as the target yaw correction torque;

[0133] In response to the yaw rate deviation being less than zero, the second yaw correction torque is taken as the target yaw correction torque.

[0134] Specifically, since the ideal yaw rate and the actual yaw rate can be opposite—for example, the ideal yaw rate is positive and the actual yaw rate is negative, and their directions are opposite—this direction can be understood as the calculation direction. Therefore, it is necessary to calculate the correction torque for three cases. One is when the ideal yaw rate and the actual yaw rate are in the same direction. In this case, the first yaw correction torque is determined based on the vehicle speed, front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle. Another is when the ideal yaw rate and the actual yaw rate are in opposite directions. In this case, the second yaw correction torque is determined based on the yaw acceleration deviation and the vehicle's moment of inertia. A third case is when the ideal yaw rate and the actual yaw rate are in the same direction, meaning the calculation results are the same and there is no deviation. In this case, the calculation with the largest value from the two methods mentioned above can be used. When the ideal yaw rate and the actual yaw rate are in the same direction, and the yaw rate deviation is greater than zero, then the first yaw correction torque is used as the target correction torque. When the ideal yaw rate and the actual yaw rate are in opposite directions, and the yaw rate deviation is less than zero, then the second yaw correction torque is used as the target yaw correction torque. When the ideal yaw rate and the actual yaw rate are the same, then the larger of the first and second yaw correction torques is selected as the target yaw correction torque. In this way, the yaw correction torque can be determined according to the actual situation of the vehicle, thereby accurately controlling the vehicle to regain stability.

[0135] Further, based on the vehicle speed, front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle, the first yaw correction torque is determined, including: outputting the vehicle speed, front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle into the following formula to obtain the first yaw correction torque:

[0136] ;

[0137] In the formula, This is the first yaw correction torque. Front axle lateral stiffness, in N / rad; 1. Rear axle lateral stiffness, in N / rad; 2. a. Distance from center of gravity to front axle, in m; 3. b. Distance from center of gravity to rear axle, in m; 4. m. Vehicle mass, in kg. Vehicle speed, in m / s;

[0138] Determining the second yaw correction torque based on the yaw angle acceleration deviation value and the vehicle's moment of inertia includes: inputting the yaw angle acceleration deviation value and the vehicle's moment of inertia into the following formula to obtain the second yaw correction torque:

[0139] In the formula, This is the second corrected torque. The moment of inertia of the entire vehicle is expressed in kg-m2.

[0140] For example, the vehicle type is a mid-size sedan (wheelbase 2750mm, curb weight 1600kg, front axle side stiffness Cf=26000N / rad, rear axle side stiffness Cr=24000N / rad, distance from center of gravity to front axle a=1.3m, distance from center of gravity to rear axle b=1.45m, vehicle moment of inertia Jz=3200kg / m², tire rolling radius Rd=0.35m, front axle track Bf=1.6m, front axle braking force correction coefficient ks_f_Alxe=0.95). For instance, the yaw rate deviation is >0 (ideal and actual yaw rate directions are the same; driving conditions: straight driving on a national highway, speed 90km / h (vx=25m / s)).

[0141] Collision trigger: right rear minor collision (relative speed 20km / h), initial actual yaw rate r_act = +4° / s (to the left);

[0142] Key parameters: Calculated, the ideal yaw rate r_tar = +2° / s (to the left), the yaw rate deviation (r_tar - r_act) = -2° / s (absolute value > 0, same direction); the yaw acceleration deviation... r = 0.6 rad / s². Calculate the first yaw correction moment Mz_Yawbase: Substituting into the formula, Mz_Yawbase = [(1.3²×26000+1.45²×24000) / 25 - (1600×25+(1.3×26000-1.45×24000) / 25)×(1.3×26000-1.45×24000) / (26000+24000)]×(2° / s-4° / s)≈850 N / m; Calculate the second yaw correction moment Mz_Accbase: Mz_Accbase = r×Jz=0.6×3200=1920N / m; Select target yaw correction moment: yaw rate deviation > 0 → select the first yaw correction moment of 850N / m according to the rules. Effect: The target yaw correction moment of 850N / m is suitable for mild collision scenarios, avoiding vehicle body swaying caused by excessive braking; combined with the braking control of Example 1, the yaw rate drops from +4° / s to +0.5° / s within 350ms after the collision, and the vehicle body stabilizes quickly; the driving trajectory deviation is ≤0.3m, and it stays completely in the original lane.

[0143] In some embodiments, when calculating the braking torque based on the vehicle's collision situation, it is also necessary to consider the vehicle's attitude information, that is, the wheel tires and wheel track. The specific calculation of the braking torque is as follows: The attitude information includes the tire rolling radius and the front axle track.

[0144] The step of determining the braking torque based on the target yaw correction torque and the attitude information includes:

[0145] The braking torque is determined based on the target yaw correction torque, tire rolling radius, and front axle track.

[0146] Specifically, the target yaw correction torque, tire rolling radius, and front axle track are input into the following formula to obtain the braking torque: ;

[0147] In the formula, Front axle braking force correction factor; The tire's rolling radius, The front axle track is used as the basis for calculating the braking torque. By considering the target yaw correction moment, tire rolling radius, and front axle track, the braking torque can be accurately calculated, enabling precise vehicle braking. The target yaw correction moment is a counteracting torque calculated based on the collision instability state (yaw rate deviation, yaw acceleration, etc.), providing a clear target benchmark for braking torque calculation and ensuring that braking always revolves around counteracting instability, avoiding blind braking. The tire rolling radius is the distance from the tire center to the road contact point (an inherent vehicle parameter stored in the ECU). Its core function is to transform the abstract target yaw correction moment into a "braking torque that the wheels can directly execute," ensuring lossless and deviation-free torque transmission. The front axle track is the distance between the centers of the left and right wheels on the same front axle (an inherent vehicle parameter). Its core function is to determine the lever arm length generated by braking, ensuring that the braking torque can be efficiently converted into a yaw torque that stabilizes the vehicle body, while avoiding vehicle tilting caused by unilateral braking. After determining the braking torque, if driving force is detected, the driving torque is acquired and used to compensate for the braking torque, maintaining vehicle stability.

[0148] For example, taking the vehicle model described in the above embodiment as an example, a moderate collision occurs on the left rear side. The driving state is: driving straight on a highway at a speed of 100km / h (vx=27.8m / s), and the driver has not released the accelerator (engine output driving torque M_drive=300N / m); the collision is triggered by a left rear side collision (relative speed 35km / h). According to actual calculation, the target yaw correction torque Mz_Crron=1500N / m; where the tire rolling radius Rd=0.35m, the front axle track Bf=1.6m, and the front axle braking force correction coefficient ks_f_Alxe=0.95. Basic braking torque calculation: Substituting into the formula, BrkTq_Whl=|1500| / (1.6 / 2)×0.95×0.35≈622N / m; Driving force compensation: A driving torque of 300N / m was detected. Since the driving force will weaken the braking effect, the braking torque is compensated proportionally → Compensated braking torque = 622N / m + 300N / m×0.3 (compensation coefficient)≈712N / m; Execution of braking: The target braking wheel is the left front wheel (rule of Example 1), and the left front wheel is braked with a force of 712N / m. Effect: The compensated braking torque offsets the influence of the driving force, the braking intervention is precise and effective, and there is no problem of insufficient braking; within 550ms after the collision, the yaw rate drops from -7° / s to -0.7° / s, the vehicle body is stable and there is no deviation; the deviation of the driving trajectory is ≤0.8m, and it does not cross the solid lane line; the braking process is smooth, and there is no wheel lock-up or vehicle body vibration. Based on vehicle dynamics parameters and real-time collision data, the braking torque error is ≤5%, the wheel selection is unambiguous, and "under-braking" or "over-braking" is effectively avoided; the total delay from collision detection to braking torque application is ≤20ms, and the stable recovery time is up to 900ms, which is much faster than the driver's reaction time, thus avoiding the risk of secondary collisions; it is adaptable to different collision levels (mild to severe) and driving states (with or without driving force), and the braking intervention is seamlessly coordinated with the vehicle's existing ESP system and power system without affecting the original driving functions.

[0149] In some embodiments, due to varying degrees of collision, different suspension heights can be adjusted according to the different degrees of collision in order to enable the vehicle to recover stability more quickly. The specific adjustment process includes:

[0150] The attitude information includes the current suspension height;

[0151] Determining the target suspension height based on the attitude information and the collision level includes:

[0152] Based on the collision level, the initial suspension height is determined from multiple preset suspension height control rules;

[0153] The target suspension height is determined based on the current suspension height and the initial suspension height.

[0154] Specifically, based on the collision level, an initial suspension height corresponding to the collision level is matched in a preset suspension height control rule; wherein, the preset suspension height control rule has pre-defined the initial suspension height parameters adapted to the collision level; the preset suspension height control rule: based on vehicle dynamics characteristics, collision safety test data and vehicle stability requirements under different collision levels, a pre-defined correspondence between the collision level and the initial suspension height is established, while the adjustment constraints of the current suspension height and the initial suspension height (such as maximum adjustment rate, upper limit of single adjustment travel) are defined. The collision levels are divided into Level 1 (mild), Level 2 (moderate), and Level 3 (severe). The initial suspension height is divided into three gradients: "minimum stable height," "moderate reduction height," and "basic stable height." The specific mapping relationship is as follows: When the collision level is Level 1 (mild collision), the initial suspension height is set to the "basic stable height" (5-10mm higher than the minimum stable height). This height can suppress slight body roll while retaining a certain amount of suspension travel to cope with road bumps and avoid excessive reduction in ride comfort. When the collision level is Level 2 (moderate collision), the initial suspension height is set to the "moderate reduction height" (2-5mm higher than the minimum stable height), balancing the body roll suppression effect with the suspension's damping capacity, suitable for scenarios where the vehicle body sways significantly but does not lose control. When the collision level is Level 3 (severe collision), the initial suspension height is set to the "minimum stable height" (the suspension travel is compressed to the lower limit of the design without affecting wheel steering and braking action), maximizing the reduction of the vehicle's center of gravity, suppressing severe yaw and body roll, and providing a stable foundation for subsequent steering and braking intervention. Obtain current suspension height and status: Real-time data on the current suspension height of the four wheels is collected through the vehicle suspension displacement sensors. At the same time, the working status of the suspension system (such as whether it is in fault mode and the current adjustment rate) is obtained. If a suspension system fault is detected (such as sensor abnormality or actuator jamming), the initial suspension height is set to the minimum stable height by default, and a fault warning signal is sent to the vehicle controller. Dynamically correct initial suspension height: Based on the current suspension height and the initial suspension height corresponding to the collision level, dynamic correction is performed: If the current suspension height is lower than the initial suspension height, the current suspension height is kept unchanged to avoid structural damage caused by excessive suspension stretching; If the current suspension height is higher than the initial suspension height, and the difference between the two is ≤ a preset adjustment threshold (e.g., 10mm), the suspension is lowered to the initial suspension height at the maximum adjustment rate (e.g., 5mm / ms); If the difference between the current suspension height and the initial suspension height is > a preset adjustment threshold, the adjustment is performed in stages: In the first stage, the suspension is lowered to near the target height at the maximum adjustment rate (difference ≤ 3mm), and in the second stage, it is finely adjusted to the target height at a gradual adjustment rate (e.g., 1mm / ms) to avoid sudden changes in the vehicle's center of gravity caused by rapid adjustment.

[0155] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0156] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0157] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0158] Referring to Figure 3, the vehicle control device includes:

[0159] The acquisition module 302 is configured to acquire the vehicle's driving information and attitude information in response to the detection of a vehicle collision;

[0160] The first determining module 304 is configured to determine the yaw angle information of the vehicle based on the driving information and the attitude information;

[0161] The second determining module 306 is configured to determine the collision location and collision level based on the yaw angle information.

[0162] The third determining module 308 is configured to determine the vehicle's attitude control information based on the driving information, the attitude information, the yaw angle information, the collision position, and the collision level.

[0163] The control module 310 is configured to control the vehicle according to the vehicle attitude control information so that the vehicle can be restored to stability.

[0164] In some embodiments, the first determining module 304 is further configured such that the attitude information includes actual yaw rate and wheelbase; the driving information includes vehicle speed, rear wheel steering angle, front wheel steering angle, and steering wheel angle; the yaw rate information includes ideal yaw rate, yaw rate deviation value, ideal yaw rate acceleration, actual yaw rate acceleration, and yaw rate acceleration deviation value; and determining the vehicle's yaw rate information based on the driving information and the attitude information includes: determining the ideal yaw rate based on the wheelbase, vehicle speed, rear wheel steering angle, and front wheel steering angle; determining the yaw rate deviation value based on the ideal yaw rate and the actual yaw rate; determining the actual yaw rate acceleration based on the actual yaw rate; determining the ideal yaw rate acceleration based on the vehicle speed and the steering wheel angle; and determining the yaw rate acceleration deviation value based on the ideal yaw rate and the actual yaw rate.

[0165] In some embodiments, the second determining module 306 is further configured to determine the collision level based on the yaw angle information, including: determining the collision level based on a first preset level threshold range corresponding to the yaw angular velocity deviation value and a second preset level threshold range corresponding to the actual yaw angular acceleration.

[0166] In some embodiments, the third determining module 308 is further configured to: determine the vehicle's attitude control information, including the target steering wheel, the steering angle of the target steering wheel, the target braking wheel, and the braking torque of the target braking wheel; and determine the vehicle's attitude control information based on the driving information, the attitude information, the yaw angle information, the collision location, and the collision level, including: determining the target steering wheel and the steering angle of the target steering wheel based on the collision location and the collision level; and determining the target braking wheel and the braking torque of the target braking wheel based on the driving information, the attitude information, and the yaw angle information.

[0167] In some embodiments, the third determining module 308 is further configured to determine the target steering wheel and the steering angle of the target steering wheel based on the collision location and the collision level, including: taking the wheel near the collision location as the target steering wheel; and determining the steering angle of the target steering wheel within a plurality of preset steering angles based on the target steering wheel, the collision location, and the collision level.

[0168] In some embodiments, the third determining module 308 is further configured to determine the target braking wheel and the braking torque of the target braking wheel based on the driving information, the attitude information, and the yaw angle information, including: determining the target yaw correction torque of the target braking wheel based on the driving information, the attitude information, and the yaw angle information; determining the target braking wheel based on the target yaw correction torque; and determining the braking torque based on the target yaw correction torque and the attitude information.

[0169] In some embodiments, the third determining module 308 is further configured to: the driving information includes vehicle speed, and the attitude information includes front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, and vehicle moment of inertia; determine the target yaw correction torque of the target braking wheel based on the driving information, the attitude information, and the yaw angle information, including: determining a first yaw correction torque based on the vehicle speed, front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle; determining a second yaw correction torque based on the yaw angle acceleration deviation value and the vehicle moment of inertia; in response to the yaw angle velocity deviation value being zero, using the maximum value of the first yaw correction torque and the second yaw correction torque as the target yaw correction torque; in response to the yaw angle velocity deviation value being greater than zero, using the first yaw correction torque as the target yaw correction torque; and in response to the yaw angle velocity deviation value being less than zero, using the second yaw correction torque as the target yaw correction torque.

[0170] In some embodiments, the third determining module 308 is further configured to: the attitude information includes the tire rolling radius and the front axle track; and to determine the braking torque based on the target yaw correction torque and the attitude information, including: determining the braking torque based on the target yaw correction torque, the tire rolling radius and the front axle track.

[0171] In some embodiments, the third determining module 308 is further configured to: the attitude information includes the current suspension height; and to determine the target suspension height based on the attitude information and the collision level, including: determining an initial suspension height within a plurality of preset suspension heights based on the collision level; and determining the target suspension height based on the current suspension height and the initial suspension height.

[0172] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0173] The apparatus described above is used to implement a corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0174] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a vehicle control method as described in any of the above embodiments.

[0175] Figure 4 shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0176] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0177] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0178] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0179] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0180] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0181] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0182] The electronic devices described above are used to implement a corresponding vehicle control method in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0183] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute a vehicle control method as described in any of the above embodiments.

[0184] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0185] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute a vehicle control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0186] This application also provides a vehicle, the vehicle including: a memory for storing executable program code;

[0187] A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the method as described in any of the preceding descriptions.

[0188] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0189] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0190] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0191] Any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application shall be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to detecting a vehicle collision, the system acquires the vehicle's driving information and attitude information; based on the driving information and attitude information, it determines the vehicle's yaw angle information; wherein the yaw angle information includes ideal yaw rate, yaw rate deviation, ideal yaw acceleration, actual yaw acceleration, and yaw acceleration deviation; based on the yaw angle information, it determines the collision location and collision level; based on the driving information, attitude information, yaw angle information, collision location, and collision level, it determines the vehicle's attitude control information; wherein the vehicle's attitude control information includes the target braking wheel and the braking torque of the target braking wheel; based on the driving information and attitude information... Determining the vehicle's attitude control information based on the yaw angle information, the collision location, and the collision level includes: determining the target braking wheel and the braking torque of the target braking wheel based on the driving information, the attitude information, the yaw angle information, and the collision location; wherein, determining the target braking wheel and the braking torque of the target braking wheel based on the driving information, the attitude information, the yaw angle information, and the collision location includes: determining the target yaw correction torque of the target braking wheel based on the driving information, the attitude information, and the yaw angle information; determining the target braking wheel based on the target yaw correction torque and the collision location; and determining the target braking wheel based on the yaw angle information, the collision location, and the collision level. The target yaw correction torque is determined based on the target yaw correction torque and the attitude information. The driving information includes vehicle speed, and the attitude information includes front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, and vehicle moment of inertia. Determining the target yaw correction torque of the target braking wheel based on the driving information, attitude information, and yaw angle information includes: determining a first yaw correction torque based on the vehicle speed, front axle stiffness, rear axle stiffness, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle; determining a second yaw correction torque based on the yaw angle acceleration deviation and the vehicle moment of inertia; and, in response to a yaw angle velocity deviation of zero, adjusting the first yaw correction torque to the second yaw angle. The maximum value of the yaw correction torque and the second yaw correction torque is taken as the target yaw correction torque; in response to the yaw rate deviation being greater than zero, the first yaw correction torque is taken as the target yaw correction torque; in response to the yaw rate deviation being less than zero, the second yaw correction torque is taken as the target yaw correction torque; wherein, the attitude information includes the tire rolling radius and the front axle track; determining the braking torque based on the target yaw correction torque and the attitude information includes: determining the braking torque based on the target yaw correction torque, the tire rolling radius, and the front axle track; controlling the vehicle according to the vehicle's attitude control information to restore the vehicle's stability.

2. The method according to claim 1, characterized in that, The attitude information includes the actual yaw rate and wheelbase; the driving information includes vehicle speed, rear wheel steering angle, front wheel steering angle, and steering wheel angle. Based on the driving information and the attitude information, the vehicle's yaw angle information is determined, including: determining the ideal yaw rate based on the wheelbase, vehicle speed, rear wheel steering angle, and front wheel steering angle; determining the yaw rate deviation value based on the ideal yaw rate and the actual yaw rate; determining the actual yaw acceleration based on the actual yaw rate; determining the ideal yaw acceleration based on the vehicle speed and the steering wheel angle; and determining the yaw acceleration deviation value based on the ideal yaw acceleration and the actual yaw acceleration.

3. The method according to claim 2, characterized in that, Determining the collision level based on the yaw angle information includes: determining the collision level based on a first preset level threshold range corresponding to the yaw angular velocity deviation value and a second preset level threshold range corresponding to the actual yaw angular acceleration.

4. The method according to claim 2, characterized in that, The vehicle's attitude control information includes the target steering wheel, the steering angle of the target steering wheel, and the target suspension height. Based on the driving information, the attitude information, the yaw angle information, the collision location, and the collision level, the vehicle's attitude control information is determined, including: determining the target steering wheel and the steering angle of the target steering wheel based on the collision location and the collision level; and determining the target suspension height based on the attitude information and the collision level.

5. The method according to claim 4, characterized in that, The step of determining the target steering wheel and the steering angle of the target steering wheel based on the collision location and the collision level includes: taking the wheel closest to the collision location as the target steering wheel; and determining the steering angle of the target steering wheel within a plurality of preset steering angles based on the target steering wheel, the collision location, and the collision level.

6. The method according to claim 4, characterized in that, The attitude information includes the current suspension height; determining the target suspension height based on the attitude information and the collision level includes: determining an initial suspension height within a plurality of preset suspension heights based on the collision level; and determining the target suspension height based on the current suspension height and the initial suspension height.

7. A vehicle, characterized in that, The vehicle includes: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 6.

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