Progressive out-of-control correction method and system based on vehicle state feedback

Abstract

The invention discloses a progressive out-of-control correction method and system based on vehicle state feedback. The method comprises the steps that state parameters in the vehicle running process are obtained in real time; obtaining an out-of-control risk index of the vehicle according to the state parameters; grading the out-of-control degree of the vehicle according to the out-of-control risk index, and correspondingly generating an out-of-control control quantity for correcting the out-of-control vehicle by each vehicle control unit according to a vehicle out-of-control grading result; obtaining an intervention degree index of a driver for operating the out-of-control vehicle, and generating an out-of-control fusion control instruction according to the intervention degree index and the out-of-control control quantity; and controlling each vehicle control unit to correct the out-of-control vehicle according to the out-of-control fusion control instruction. Based on the above data processing flow, smooth, accurate and humanized vehicle stability control is realized through refined state evaluation, hierarchical progressive intervention and intelligent man-machine cooperation.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a progressive runaway correction method and system based on vehicle state feedback. Background Technology

[0002] When a vehicle experiences a slight loss of control while in motion, traditional electronic stability systems typically restore vehicle stability through emergency braking or forceful intervention. This intervention method has the following problems: 1. Traditional systems immediately apply maximum braking force or steering torque when loss of control is detected, resulting in sudden changes in vehicle posture and poor passenger comfort.

[0003] 2. Forceful intervention can easily cause the vehicle to switch from one state of loss of control to another, thus creating the risk of overcorrection.

[0004] 3. The system uses the same intervention strategy for both minor and severe loss of control, lacks a graded treatment mechanism, and cannot identify the degree of loss of control.

[0005] 4. Traditional systems completely take over vehicle control, ignoring any corrective actions the driver may be taking, leading to human-machine conflict. Summary of the Invention

[0006] This invention provides a progressive runaway correction method and system based on vehicle state feedback, which achieves smooth, accurate and human-centered vehicle stability control through refined state assessment, graded progressive intervention and intelligent human-machine collaboration. Firstly, a progressive runaway correction method based on vehicle state feedback is provided, including: Real-time acquisition of vehicle status parameters during driving; The vehicle's risk of loss of control is obtained based on the aforementioned state parameters; The degree of vehicle loss of control is classified according to the loss of control risk index, and the loss of control control quantity for each vehicle control unit to correct the loss of control vehicle is generated according to the loss of control classification result. Obtain the driver's intervention degree index for operating the out-of-control vehicle, and generate an out-of-control fusion control command based on the intervention degree index and the out-of-control control quantity; The out-of-control fusion control command controls each vehicle control unit to correct the out-of-control vehicle.

[0007] In some embodiments, the state parameters include the centroid sideslip angle and the yaw rate error; The calculation method for the centroid sideslip angle is shown in the following formula: ; In the formula, β is the centroid sideslip angle; v y v is the lateral velocity of the vehicle.x ψ is the vehicle's longitudinal velocity; ψ is the vehicle's yaw angle. The calculation method for the yaw rate error is shown in the following formula: γ error = γ actual - γ desired ; in, ; In the formula, γ error For yaw rate error; γ actual γ is the actual yaw rate of the vehicle; desired The desired yaw rate; δ sw L is the steering wheel angle; L is the vehicle wheelbase; K is the stability factor.

[0008] In some embodiments, the method for obtaining the vehicle's runaway risk index based on the state parameters is shown in the following formula: ; In the formula, L is the vehicle's risk index of loss of control; k1 and k2 are weighting coefficients; β is the sideslip angle; γ error This represents the yaw rate error.

[0009] In some embodiments, the step of classifying the degree of vehicle loss of control according to the loss of control risk index, and generating the corresponding loss of control quantity for each vehicle control unit to correct the loss of control vehicle based on the vehicle loss of control classification result, includes: When the out-of-control risk index is detected to be less than the first index threshold, the vehicle is determined to be in a stable state. When the loss of control risk index is detected to be greater than or equal to the first index threshold and less than the second index threshold, the degree of vehicle loss of control is determined to be slight loss of control, and a first steering assist torque is generated and sent to the electric power steering unit. When the loss of control risk index is detected to be greater than or equal to the second index threshold and less than the third index threshold, the degree of vehicle loss of control is determined to be mild loss of control. A second steering assist torque is generated and sent to the electric power steering unit, and a wheel braking force is generated and sent to the wheel braking unit. When the loss of control risk index is detected to be greater than or equal to the third index threshold, the degree of vehicle loss of control is determined to be severe loss of control. The steering wheel angle is generated and sent to the electric power steering unit, the braking force difference between the left and right wheels is generated and sent to the wheel braking unit, and the power torque opening is generated and sent to the power control unit.

[0010] In some embodiments, the first steering assist torque is calculated using the following formula: ; In the formula, T assist1t is the first steering assist torque; Kp1 is the proportional gain coefficient; β is the centroid sideslip angle; t is the duration from the start of the slight runaway level; τ is the time constant.

[0011] In some embodiments, the second steering assist torque is calculated using the following formula: ; In the formula, T assist2 Kp2 is the second steering assist torque; Kd is the proportional gain coefficient; dβ / dt is the differential gain coefficient; dβ / dt is the rate of change of the centroid sideslip angle. The method for calculating the wheel braking force is shown in the following formula: ; In the formula, To apply in the The braking force on each wheel; Kb is the braking control gain coefficient; γ error This refers to the yaw rate error. For the first The weighting coefficient of each wheel.

[0012] In some embodiments, the method for calculating the steering wheel angle is shown in the following formula: ; In the formula, δ cmd Steering wheel angle; δ driver Input the steering wheel angle for the driver; K δ β is the steering superposition control gain coefficient; β is the centroid sideslip angle; The calculation method for the difference in braking force between the left and right wheels is shown in the following formula: ; in, ; In the formula, ΔF brake The braking force difference between the left and right wheels; ΔM is the yaw correction torque; K Δ γ is the yaw moment control gain coefficient; track is the vehicle track width; actual γ is the actual yaw rate of the vehicle; desired The desired yaw rate; The calculation method for the power torque opening is shown in the following formula: ; In the formula, α throttle For power torque opening; α driver Basic opening; K α β is the dynamic attenuation gain coefficient; β is the centroid sideslip angle.

[0013] In some embodiments, the intervention index is calculated using the following formula: ; In the formula, D driver T is an indicator of intervention level. driver The torque applied to the steering wheel by the driver; T max This is the calibrated value for the maximum hand torque of the steering wheel; ω steer ω is the angular velocity of the steering wheel rotation. max This is the calibration value for the maximum angular velocity of the steering wheel. The method for generating a runaway fusion control command based on the intervention degree index and the runaway control quantity is shown in the following formula: ; in, ; ; In the formula, u system For runaway control quantity; u driver The control quantity for the driver to operate the out-of-control vehicle; u final W represents the control quantity corresponding to the runaway fusion control command. system W driver Control the weights.

[0014] In some embodiments, controlling each vehicle control unit to correct the runaway vehicle according to the runaway fusion control command includes: Set the priority coefficients for each vehicle control unit; When it is detected that each vehicle control unit has obtained each out-of-control fusion control command, a weighted average is calculated for each priority coefficient corresponding to each vehicle control unit and each out-of-control fusion control command. The weighted average calculation results are used to control each vehicle control unit to correct out-of-control vehicles.

[0015] Secondly, a progressive runaway correction system based on vehicle state feedback is provided, including: The status parameter acquisition module is used to acquire the status parameters of the vehicle in real time during driving. The risk index calculation module is communicatively connected to the state parameter acquisition module and is used to obtain the vehicle's runaway risk index based on the state parameters. The runaway control quantity calculation module is communicatively connected to the risk index calculation module. It is used to classify the degree of vehicle runaway based on the runaway risk index, and generate runaway control quantities for each vehicle control unit to correct the runaway vehicle according to the vehicle runaway classification results. The fusion module, communicatively connected to the runaway control quantity calculation module, is used to acquire the driver's intervention degree index for operating the runaway vehicle, and generate a runaway fusion control command based on the intervention index and the runaway control quantity; and... The correction module is communicatively connected to the fusion module and is used to control each vehicle control unit to correct the out-of-control vehicle according to the out-of-control fusion control command.

[0016] Thirdly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the progressive runaway correction method based on vehicle state feedback as described above.

[0017] Fourthly, embodiments of the present invention provide an electronic device, including a storage medium, a processor, and a computer program stored in the storage medium and executable on the processor, wherein the processor, when executing the computer program, implements the progressive runaway correction method based on vehicle state feedback as described above.

[0018] Compared with the prior art, the advantages of the present invention are as follows: 1. This invention categorizes the degree of vehicle loss of control based on a loss-of-control risk index, and generates corresponding control quantities for each vehicle control unit to correct the loss of control based on the classification results. Therefore, this invention, through a gradual intervention strategy, avoids the abruptness and sudden changes in vehicle posture caused by the emergency strong intervention of traditional systems, significantly improving driving comfort and subjective experience. Simultaneously, the loss-of-control risk index based on stability theory can continuously and accurately quantify the risk and degree of vehicle loss of control, achieving refined tiered processing from warning to takeover, making the response strategy more targeted.

[0019] 2. By acquiring the driver's intervention degree index when operating the out-of-control vehicle, and generating out-of-control fusion control commands based on the intervention degree index and the out-of-control control quantity, this invention can intelligently identify the driver's corrective intentions and operational intensity, and dynamically adjust its own intervention degree. While ensuring the bottom line of safety, it minimizes human-machine conflict and preserves the driver's control and enjoyment. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating a progressive runaway correction method based on vehicle state feedback according to the present invention. Figure 2 This is a schematic diagram of a progressive runaway correction system based on vehicle state feedback according to the present invention. Detailed Implementation

[0021] Referring now to specific embodiments of the invention, examples of which are illustrated in the accompanying drawings. Although the invention will be described in conjunction with specific embodiments, it will be understood that it is not intended to limit the invention to the described embodiments. Rather, it is intended to cover variations, modifications, and equivalents included within the spirit and scope of the invention as defined by the appended claims. It should be noted that the method steps described herein can be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of both.

[0022] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] Note: The examples described below are merely specific examples and are not intended to limit the embodiments of the present invention to the specific steps, values, conditions, data, order, etc. Those skilled in the art can utilize the concept of the present invention to construct more embodiments not mentioned herein by reading this specification.

[0024] Please see Figure 1 This invention provides a progressive runaway correction method based on vehicle state feedback. The method includes: Step S100: Real-time acquisition of vehicle status parameters during driving, including the sideslip angle and yaw rate error. The sideslip angle β is a key parameter for evaluating the lateral stability of a vehicle. It is defined as the angle between the vehicle's velocity direction and the longitudinal axis of the vehicle body. The calculation method for the sideslip angle is shown in the following formula: ; In the formula, β is the centroid sideslip angle, in radians (rad); v y The lateral velocity of the vehicle is expressed in meters per second (m / s); v x ψ represents the vehicle's longitudinal velocity, measured in meters per second (m / s); ψ represents the vehicle's yaw angle, measured in radians (rad). The yaw rate error reflects the deviation between the actual rotation state and the desired state of the vehicle. The calculation method for the yaw rate error is shown in the following formula: γ error = γ actual - γ desired ; in, ; In the formula, γ error This refers to the yaw rate error, expressed in radians per second (rad / s); γ actual γ represents the vehicle's actual yaw rate, expressed in radians per second (rad / s).desired is the desired yaw rate; δ sw is the steering wheel angle; L is the wheelbase of the vehicle; K is the stability factor.

[0025] Step S200, the out-of-control index L is a dimensionless scalar used to comprehensively quantify the out-of-control risk of the vehicle; the method for obtaining the out-of-control risk index of the vehicle according to the state parameters is shown in the following formula: ; In the formula, L is the out-of-control risk index of the vehicle, and the larger the value, the higher the out-of-control risk; k1 and k2 are weighting coefficients used to balance the contributions of the sideslip angle and the yaw rate error in out-of-control judgment; β is the sideslip angle at the center of mass; γ error is the yaw rate error.

[0026] Step S300, classify the out-of-control degree of the vehicle according to the out-of-control risk index, and generate an out-of-control control amount for each vehicle control unit to correct the out-of-control vehicle according to the vehicle out-of-control classification result, including: Step S310, when it is detected that the out-of-control risk index is less than the first index threshold, it is determined that the vehicle is in a stable state; Specifically, when L < L1, it is determined to be in a stable state. Here, L1 is the first index threshold (example value 0.05). The system only monitors and does not intervene actively.

[0027] Step S320, when it is detected that the out-of-control risk index is greater than or equal to the first index threshold and less than the second index threshold, it is determined that the out-of-control degree of the vehicle is a slight out-of-control level, generate a first steering assist torque and send it to the electric power steering unit; Specifically, when L1 ≤ L < L2, it is determined to be slightly out-of-control. Here, L2 is the second index threshold (example value 0.15), and the system enters a warning. At this level, it needs to intervene in a very low intensity and smooth manner. The main purpose is to provide a tactile warning to the driver and apply a small assist to delay the out-of-control trend.

[0028] The calculation method of the first steering assist torque is shown in the following formula: ; In the formula, T assist1 is the first steering assist torque, with the unit of Newton-meter (Nm); Kp1 is the proportional gain coefficient; β is the sideslip angle at the center of mass; t is the duration from the start of entering the slight out-of-control level; τ is the time constant used to control the smoothness of the torque increase and avoid step mutations.

[0029] When it is determined that the vehicle out-of-control level is a slight out-of-control level, a first steering assist torque related to the sideslip angle and smoothly increasing with time is applied to the steering column through the Electric Power Steering (EPS) system.

[0030] Step S330, when it is detected that the out-of-control risk index is greater than or equal to the second index threshold and less than the third index threshold, it is determined that the vehicle out-of-control level is a mild out-of-control level, a second steering assist torque is generated and sent to the electric power steering unit, and a wheel braking force is generated and sent to the wheel braking unit; Specifically, when L2 ≤ L < L3, it is determined as a mild out-of-control, where L3 is the third index threshold (example value 0.30). When the out-of-control level deepens, the system enhances the intervention intensity on the basis of early warning and actively assists the driver to perform stability correction.

[0031] By introducing the second steering assist torque, the tendency of the vehicle body to swing can be suppressed; the calculation method of the second steering assist torque is shown in the following formula: ; In the formula, T assist2 is the second steering assist torque; Kp2 is the proportional gain coefficient, satisfying Kp2 > Kp₁; Kd is the differential gain coefficient; dβ / dt is the change rate of the center-of-mass sideslip angle; By selectively applying braking force to a single or multiple wheels, a torque for correcting the vehicle yaw is generated. The calculation method of the wheel braking force is shown in the following formula: ; In the formula, is the wheel braking force applied to the th wheel, with the unit of Newton (N); Kb is the braking control gain coefficient; γ error is the yaw rate error; is the th wheel's weight coefficient.

[0032] Step S340, when it is detected that the out-of-control risk index is greater than or equal to the third index threshold, it is determined that the vehicle out-of-control level is a severe out-of-control level, a steering wheel steering angle is generated and sent to the electric power steering unit, a braking force difference between the left and right side wheels is generated and sent to the wheel braking unit, and a power torque opening is generated and sent to the power control unit.

[0033] Specifically, when L ≥ L3, it is determined as a severe out-of-control. At this level, it is necessary to take over the vehicle control with the maximum authority and comprehensively use all actuators for strong intervention to quickly stabilize the vehicle.

[0034] This is a steering overlay control: the calculation method for the steering wheel angle is shown in the following formula: ; In the formula, δ cmd Steering wheel angle, in radians (rad); δ driver Input the steering wheel angle for the driver; K δ β is the steering superposition control gain coefficient; β is the centroid sideslip angle; To strongly intervene in an out-of-control vehicle, instead of simply braking a single wheel, the required corrective yaw moment is directly calculated and achieved through the difference in braking force between the left and right wheels. The calculation method for the difference in braking force between the left and right wheels is shown in the following formula: ; in, ; In the formula, ΔF brake The braking force difference between the left and right wheels; ΔM is the yaw correction torque, in Newton-meters (Nm); K Δ γ is the yaw moment control gain coefficient; track is the vehicle track width in meters (m); actual γ is the actual yaw rate of the vehicle; desired The desired yaw rate; By actively reducing the output torque of the engine or drive motor, drive wheel slippage is reduced, thus assisting in the recovery of tire lateral force; the calculation method for the power torque opening is shown in the following formula: ; In the formula, α throttle For the power torque opening, the range is [0,1]; α driver K represents the basic opening calculated from the driver's accelerator pedal signal. α β is the dynamic attenuation gain coefficient; β is the centroid sideslip angle.

[0035] Step S400: Obtain the intervention degree index of the driver's operation on the out-of-control vehicle, and generate an out-of-control fusion control command based on the intervention degree index and the out-of-control control quantity; To ensure the smoothness and overall optimization of system intervention, it is necessary to fuse and arbitrate multi-source control commands and evaluate the intensity of the driver's active operation in real time. The calculation method of the intervention degree index is shown in the following formula: ; In the formula, D driver T is an intervention level indicator, dimensionless; a larger value indicates more aggressive driver operation. driver The torque applied to the steering wheel by the driver; T max This is the calibrated value for the maximum hand torque of the steering wheel; ω steerω is the angular velocity of the steering wheel rotation. max This is the calibration value for the maximum angular velocity of the steering wheel. The method for generating a runaway fusion control command based on the intervention degree index and the runaway control quantity is shown in the following formula: ; in, ; ; In the formula, u system For runaway control quantity; u driver The control quantity for the driver to operate the out-of-control vehicle; u final This is the control quantity corresponding to the runaway fusion control command. This control quantity corresponds to each braking force, each steering angle, etc. in step S300; W system W driver Control weights, range [0,1].

[0036] Step S500, controlling each vehicle control unit to correct the runaway vehicle according to the runaway fusion control command, including: Set the priority coefficients for each vehicle control unit; When it is detected that each vehicle control unit has obtained each out-of-control fusion control command, a weighted average is calculated for each priority coefficient corresponding to each vehicle control unit and each out-of-control fusion control command. The weighted average calculation results are used to control each vehicle control unit to correct out-of-control vehicles.

[0037] Specifically, when the steering, braking, and power systems need to intervene simultaneously, priority arbitration and weighted fusion are used to ensure coordinated control actions. Based on the response speed and efficiency of each actuator to stability control, a fixed priority is set for each vehicle control unit: electric power steering unit (P_steer=1.0) > wheel braking unit (P_brake=0.8) > power control unit (P_power=0.6).

[0038] For commands that are coupled or conflicting (such as simultaneous requests for acceleration and braking), a weighted average is used for arbitration, and the specific algorithm is as follows: u total = Σ(P i u i ) / ΣP i ; Among them, P i Let u be the priority of the i-th vehicle control unit. i For the runaway fusion control command of the i-th vehicle control unit, u totalThe merged master control command is then sent as the final output to the vehicle control unit. This algorithm ensures the command dominance of high-priority actuators.

[0039] See also Figure 2 As shown, this embodiment of the invention also provides a progressive runaway correction system based on vehicle state feedback, comprising: The status parameter acquisition module is used to acquire the status parameters of the vehicle in real time during driving. The risk index calculation module is communicatively connected to the state parameter acquisition module and is used to obtain the vehicle's runaway risk index based on the state parameters. The runaway control quantity calculation module is communicatively connected to the risk index calculation module. It is used to classify the degree of vehicle runaway based on the runaway risk index, and generate runaway control quantities for each vehicle control unit to correct the runaway vehicle according to the vehicle runaway classification results. The fusion module, communicatively connected to the runaway control quantity calculation module, is used to acquire the driver's intervention degree index for operating the runaway vehicle, and generate a runaway fusion control command based on the intervention index and the runaway control quantity; and... The correction module is communicatively connected to the fusion module and is used to control each vehicle control unit to correct the out-of-control vehicle according to the out-of-control fusion control command.

[0040] In summary, the main innovations of this invention are as follows: 1. This invention categorizes the degree of vehicle loss of control based on a loss-of-control risk index, and generates corresponding control quantities for each vehicle control unit to correct the loss of control based on the classification results. Therefore, this invention, through a gradual intervention strategy, avoids the abruptness and sudden changes in vehicle posture caused by the emergency strong intervention of traditional systems, significantly improving driving comfort and subjective experience. Simultaneously, the loss-of-control risk index based on stability theory can continuously and accurately quantify the risk and degree of vehicle loss of control, achieving refined tiered processing from warning to takeover, making the response strategy more targeted.

[0041] 2. By acquiring the driver's intervention degree index when operating the out-of-control vehicle, and generating out-of-control fusion control commands based on the intervention degree index and the out-of-control control quantity, this invention can intelligently identify the driver's corrective intentions and operational intensity, and dynamically adjust its own intervention degree. While ensuring the bottom line of safety, it minimizes human-machine conflict and preserves the driver's control and enjoyment.

[0042] Specifically, this embodiment corresponds one-to-one with the above method embodiments. The functions of each module have been described in detail in the corresponding method embodiments, so they will not be repeated here.

[0043] Based on the same inventive concept, embodiments of this application also provide a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements all or part of the method steps of the above method.

[0044] The present invention can implement all or part of the processes in the above methods, or it can be accomplished by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content contained in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0045] Based on the same inventive concept, embodiments of this application also provide an electronic device, including a memory and a processor. The memory stores a computer program that runs on the processor. When the processor executes the computer program, it implements all or part of the method steps described above.

[0046] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of the computer device, connecting all parts of the computer device through various interfaces and lines.

[0047] Memory can be used to store computer programs and / or modules. The processor performs various functions of the computer device by running or executing the computer programs and / or modules stored in the memory, and by accessing data stored in the memory. Memory can primarily include a program storage area and a data storage area. The program storage area can store the operating system and application programs required for at least one function (e.g., sound playback, image playback, etc.); the data storage area can store data created based on mobile usage (e.g., audio data, video data, etc.). Furthermore, memory can include high-speed random access memory, and can also include non-volatile memory, such as hard disks, RAM, plug-in hard disks, smart media cards (SMC), secure digital cards (SD cards), flash cards, at least one disk storage device, flash memory device, or other volatile solid-state storage devices.

[0048] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, servers, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0049] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), servers, and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0050] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0051] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0052] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A progressive runaway correction method based on vehicle state feedback, characterized in that, include: Real-time acquisition of vehicle status parameters during driving; The vehicle's risk of loss of control is obtained based on the aforementioned state parameters; The degree of vehicle loss of control is classified according to the loss of control risk index, and the loss of control control quantity for each vehicle control unit to correct the loss of control vehicle is generated according to the loss of control classification result. Obtain the driver's intervention degree index for operating the out-of-control vehicle, and generate an out-of-control fusion control command based on the intervention degree index and the out-of-control control quantity; The out-of-control fusion control command controls each vehicle control unit to correct the out-of-control vehicle.

2. The progressive runaway correction method based on vehicle state feedback as described in claim 1, characterized in that, The state parameters include the centroid sideslip angle and the yaw rate error; The calculation method for the centroid sideslip angle is shown in the following formula: ； In the formula, β is the centroid sideslip angle; v y v is the lateral velocity of the vehicle. x ψ is the vehicle's longitudinal velocity; ψ is the vehicle's yaw angle. The calculation method for the yaw rate error is shown in the following formula: c error = c actual - c desired ; in, ; In the formula, γ error For yaw rate error; γ actual γ is the actual yaw rate of the vehicle; desired The desired yaw rate; δ sw L is the steering wheel angle; L is the vehicle wheelbase; K is the stability factor.

3. The progressive runaway correction method based on vehicle state feedback as described in claim 1, characterized in that, The method for obtaining the vehicle's runaway risk index based on the state parameters is shown in the following formula: ； In the formula, L is the vehicle's risk index of loss of control; k1 and k2 are weighting coefficients; β is the sideslip angle; γ error This represents the yaw rate error.

4. The progressive runaway correction method based on vehicle state feedback as described in claim 1, characterized in that, The process of classifying the degree of vehicle loss of control based on the loss of control risk index, and generating corresponding loss of control quantities for each vehicle control unit to correct the loss of control based on the vehicle loss of control classification results, includes: When the out-of-control risk index is detected to be less than the first index threshold, the vehicle is determined to be in a stable state. When the loss of control risk index is detected to be greater than or equal to the first index threshold and less than the second index threshold, the degree of vehicle loss of control is determined to be slight loss of control, and a first steering assist torque is generated and sent to the electric power steering unit. When the loss of control risk index is detected to be greater than or equal to the second index threshold and less than the third index threshold, the degree of vehicle loss of control is determined to be mild loss of control. A second steering assist torque is generated and sent to the electric power steering unit, and a wheel braking force is generated and sent to the wheel braking unit. When the loss of control risk index is detected to be greater than or equal to the third index threshold, the degree of vehicle loss of control is determined to be severe loss of control. The steering wheel angle is generated and sent to the electric power steering unit, the braking force difference between the left and right wheels is generated and sent to the wheel braking unit, and the power torque opening is generated and sent to the power control unit.

5. The progressive runaway correction method based on vehicle state feedback as described in claim 4, characterized in that, The calculation method for the first steering assist torque is shown in the following formula: ； In the formula, T assist1 t is the first steering assist torque; Kp1 is the proportional gain coefficient; β is the centroid sideslip angle; t is the duration from the start of the slight runaway level; τ is the time constant.

6. The progressive runaway correction method based on vehicle state feedback as described in claim 4, characterized in that, The calculation method for the second steering assist torque is shown in the following formula: ； In the formula, T assist2 Kp2 is the second steering assist torque; Kd is the proportional gain coefficient; dβ / dt is the differential gain coefficient; dβ / dt is the rate of change of the centroid sideslip angle. The method for calculating the wheel braking force is shown in the following formula: ； In the formula, To apply in the The braking force on each wheel; Kb is the braking control gain coefficient; γ error This refers to the yaw rate error. For the first The weighting coefficient of each wheel.

7. The progressive runaway correction method based on vehicle state feedback as described in claim 4, characterized in that, The method for calculating the steering wheel angle is shown in the following formula: ； In the formula, δ cmd Steering wheel angle; δ driver Input the steering wheel angle for the driver; K δ β is the steering superposition control gain coefficient; β is the centroid sideslip angle; The calculation method for the difference in braking force between the left and right wheels is shown in the following formula: ； in, ; In the formula, ΔF brake The braking force difference between the left and right wheels; ΔM is the yaw correction torque; K Δ γ is the yaw moment control gain coefficient; track is the vehicle track width; actual γ is the actual yaw rate of the vehicle; desired The desired yaw rate; The calculation method for the power torque opening is shown in the following formula: ； In the formula, α throttle For power torque opening; α driver Basic opening; K α β is the dynamic attenuation gain coefficient; β is the centroid sideslip angle.

8. The progressive runaway correction method based on vehicle state feedback as described in claim 1, characterized in that, The calculation method for the intervention degree index is shown in the following formula: ； In the formula, D driver T is an indicator of intervention level. driver The torque applied to the steering wheel by the driver; T max This is the calibration value for the maximum hand torque required to operate the steering wheel; ω steer The angular velocity of the steering wheel rotation; ω max This is the calibration value for the maximum angular velocity of the steering wheel. The method for generating a runaway fusion control command based on the intervention degree index and the runaway control quantity is shown in the following formula: ； in, ; ； In the formula, u system For runaway control quantity; u driver The control quantity for the driver to operate the out-of-control vehicle; u final W represents the control quantity corresponding to the runaway fusion control command. system W driver Control the weights.

9. The progressive runaway correction method based on vehicle state feedback as described in claim 1, characterized in that, The step of controlling each vehicle control unit to correct the runaway vehicle according to the runaway fusion control command includes: Set the priority coefficients for each vehicle control unit; When it is detected that each vehicle control unit has obtained each out-of-control fusion control command, a weighted average is calculated for each priority coefficient corresponding to each vehicle control unit and each out-of-control fusion control command. The weighted average calculation results are used to control each vehicle control unit to correct out-of-control vehicles.

10. A progressive runaway correction system based on vehicle state feedback, characterized in that, include: The status parameter acquisition module is used to acquire the status parameters of the vehicle in real time during driving. The risk index calculation module is communicatively connected to the state parameter acquisition module and is used to obtain the vehicle's runaway risk index based on the state parameters. The runaway control quantity calculation module is communicatively connected to the risk index calculation module. It is used to classify the degree of vehicle runaway based on the runaway risk index, and generate runaway control quantities for each vehicle control unit to correct the runaway vehicle according to the vehicle runaway classification results. The fusion module is communicatively connected to the runaway control quantity calculation module and is used to obtain the degree of intervention index of the driver's operation on the runaway vehicle, and generate a runaway fusion control command based on the intervention index and the runaway control quantity. as well as, The correction module is communicatively connected to the fusion module and is used to control each vehicle control unit to correct the out-of-control vehicle according to the out-of-control fusion control command.

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