Vehicle travel control method and device, electronic equipment and storage medium

Abstract

The present disclosure provides a vehicle driving control method and device, electronic equipment and storage medium, and relates to the technical field of data processing. The method obtains attitude information and speed information of the vehicle at the current time, wherein the attitude information includes an attitude angle and a center of mass height, and the center of mass height is determined in real time according to the attitude angle and the speed information. Therefore, the dynamic rollover index determined according to the actual center of mass height, the speed information and the attitude angle corresponds to the vehicle in motion at the current time, and thus, compared with the fixed center of mass height, the vehicle is prevented from rolling over to a certain extent.

Description

Technical Field

[0001] This disclosure belongs to the field of data processing technology, and specifically relates to a vehicle driving control method, device, electronic device and storage medium. Background Technology

[0002] Vehicle rollover prevention aims to prevent vehicles from rolling over due to excessive lateral acceleration or impact with obstacles. Related technologies calculate the static rollover index using the center of gravity height of the logistics vehicle in an unloaded state. When the static rollover index exceeds a certain threshold, relevant rollover prevention strategies are implemented. However, since the center of gravity height of the logistics vehicle varies depending on the loaded materials, the method of calculating the static rollover index and fixing the threshold to prevent the logistics vehicle from rolling over is not accurate and poses a safety hazard during the operation of the logistics vehicle. Summary of the Invention

[0003] This disclosure proposes a vehicle driving control method, device, electronic equipment, and storage medium.

[0004] A first aspect of this disclosure provides a vehicle driving control method, the method comprising: The vehicle's current attitude and speed information are acquired; the attitude information includes attitude angles and center of gravity height; the center of gravity height is determined in real time based on the attitude angles and speed information. The dynamic rollover index is determined based on the center of gravity height, the velocity information, and the attitude angle. The control strategy for the vehicle at the current moment is determined based on the relationship between the dynamic rollover index and the preset risk index range.

[0005] In this embodiment of the disclosure, the velocity information includes acceleration information and angular velocity information; determining the dynamic rollover index based on the center of mass height, the velocity information, and the attitude angle includes: The static rollover index is calculated based on the center of gravity height, the acceleration information, and the attitude angle. The rollover energy index is calculated based on the pre-acquired total mass of the vehicle, the angular velocity information, the vehicle's moment of inertia, and the height of the center of gravity. The total mass of the vehicle includes the vehicle's own mass and the load mass. The rollover energy index refers to the energy condition of the vehicle rolling over, and the energy represents kinetic energy and potential energy. The dynamic rollover index is calculated based on the attitude angle, the static rollover index, and the rollover energy index.

[0006] In this embodiment of the disclosure, the preset risk index range includes a first risk index range and a second risk index range, wherein the upper limit of the first risk index range is the lower limit of the second risk index range; determining the vehicle control strategy based on the relationship between the dynamic rollover index and the preset risk index range includes: If the dynamic rollover index falls within the range of the first risk index, then the maximum steering angle of the vehicle is set to an initial maximum steering angle of a first preset ratio, and the longitudinal speed of the vehicle is reduced by a first preset deceleration; the initial maximum steering angle is calculated based on the center of gravity height. If the dynamic rollover index falls within the range of the second risk index, then the maximum steering angle of the vehicle is set to the initial maximum steering angle of the second preset ratio, and the longitudinal speed of the vehicle is reduced by the second preset deceleration; the first preset ratio is less than the second preset ratio, and the first preset deceleration is less than the second preset deceleration.

[0007] In this embodiment of the disclosure, the method further includes: If the dynamic rollover index is greater than the upper limit of the second risk index range and the lateral acceleration in the vehicle's acceleration information is within the preset acceleration range, then the center of gravity height is updated based on the attitude angle and the acceleration information, and the dynamic rollover index is determined based on the updated center of gravity height.

[0008] In this embodiment of the disclosure, the attitude angle includes the roll angle, and updating the center of mass height based on the attitude angle and the acceleration information includes: Based on the pre-acquired rolling force relationship, a mapping relationship is generated based on the roll angle change rate, acceleration information and dynamic characteristic parameters; wherein the dynamic characteristic parameters are calculated based on the center of mass height; Estimate the dynamic characteristic parameters at the current moment based on the current roll angle change rate and the current acceleration information; The updated centroid height is calculated based on the dynamic characteristic parameters at the current moment.

[0009] In this embodiment of the disclosure, the step of calculating the rollover energy index based on the pre-acquired total mass of the vehicle, the angular velocity information, the vehicle's moment of inertia, and the center of gravity height includes: Based on the preset roll coefficient, the total mass, the roll angular velocity in the angular velocity information, and the center of mass height, the first energy index is calculated. A second energy index is calculated based on the total mass, the center of gravity height, and the rollover angle threshold; the rollover angle threshold is calculated based on the vehicle's wheelbase and center of gravity height. The quotient of the first energy index and the second energy index is taken as the tumbling energy index.

[0010] In this embodiment of the disclosure, the rollover angle threshold is determined in the following manner: The initial energy index is obtained by dividing half of the wheel track by the center of mass height. The arctangent function of the initial energy index is used as the rollover angle threshold.

[0011] In this embodiment of the disclosure, the initial maximum steering angle is calculated in the following manner: The first parameter is obtained by dividing the wheelbase of the vehicle by the square of the longitudinal speed of the vehicle. The second parameter is obtained by multiplying the preset rollover index by the vehicle's wheelbase and then by the center of gravity parameter; the center of gravity parameter is obtained by dividing the gravitational acceleration by twice the center of gravity height. The initial maximum steering angle is obtained by taking the arctangent function of the product of the first parameter and the first parameter.

[0012] A second aspect of this disclosure provides a vehicle driving control device, the device comprising: The acquisition module is used to acquire the vehicle's current attitude and speed information; the attitude information includes attitude angles and center of gravity height; the center of gravity height is determined in real time based on the attitude angles and speed information. The dynamic rollover index determination module is used to determine the dynamic rollover index based on the center of gravity height, the velocity information, and the attitude angle. The control module is used to determine the control strategy of the vehicle at the current moment based on the relationship between the dynamic rollover index and the preset risk index range.

[0013] An embodiment of the third aspect of this disclosure 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 computer program to implement the method described in the first aspect or any optional embodiment of the first aspect.

[0014] An embodiment of the fourth aspect of this disclosure provides a computer-readable storage medium having a computer program stored thereon, the program being executed by a processor to implement the method described in the first aspect or any optional embodiment of the first aspect.

[0015] The technical solutions provided in this disclosure have at least the following technical effects or advantages: This embodiment of the disclosure obtains the vehicle's current attitude and speed information, wherein the attitude information includes attitude angle and center of gravity height. Since the center of gravity height is determined in real time based on the attitude angle and speed information, the dynamic rollover index determined based on the actual center of gravity height, speed information and attitude angle corresponds to the vehicle in motion at the current moment. Therefore, compared with the method of fixing the center of gravity height, it is more effective in preventing the vehicle from rolling over to a certain extent.

[0016] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart of a vehicle driving control method provided in an embodiment of this disclosure is shown; Figure 2 A schematic diagram of the structure of a vehicle driving control device provided in another embodiment of this disclosure is shown; Figure 3 This diagram illustrates the structure of an electronic device according to an embodiment of the present disclosure; Figure 4 A schematic diagram of a storage medium provided according to an embodiment of the present disclosure is shown. Detailed Implementation

[0018] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0019] It should be noted that, unless otherwise stated, the technical or scientific terms used in this disclosure shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure pertains.

[0020] This disclosure provides a vehicle driving control method, apparatus, electronic device, and storage medium. The technical solutions of this disclosure are described in detail below with reference to specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this disclosure will now be described with reference to the accompanying drawings.

[0021] like Figure 1 As shown, this disclosure provides a vehicle driving control method, which can be applied to the processor of the current vehicle or the cloud server corresponding to the current vehicle. The method includes: In step S11, the vehicle's current attitude and speed information are obtained.

[0022] The attitude information includes attitude angles and center of mass height; the center of mass height is determined in real time based on the attitude angles and velocity information.

[0023] For example, attitude angle refers to the rotation angle of the vehicle body relative to the ground coordinate system, which usually includes roll angle (rotation about the X-axis), pitch angle (rotation about the Y-axis), and yaw angle (rotation about the Z-axis); velocity information refers to the velocity vector of the vehicle's center of mass in three-dimensional space, which usually includes longitudinal velocity and lateral velocity, etc.

[0024] Triaxial acceleration and angular velocity are typically obtained through inertial measurement units deployed on vehicles, while speed information such as vehicle speed is obtained using wheel speed sensors, velocity sensors, or GPS (Global Positioning System).

[0025] In step S12, the dynamic rollover index is determined based on the center of gravity height, velocity information, and attitude angle.

[0026] For example, the dynamic rollover index is an indicator used to quantify the risk of a vehicle rolling over during dynamic driving. Unlike static rollover indices (such as static load transfer ratio), the dynamic rollover index considers the angular velocity (inertia), angular acceleration (dynamic force), and dynamically changing center of gravity height of the vehicle's roll motion, and can predict rollover trends earlier.

[0027] Using the real-time determined center of gravity height and roll angle, the potential energy stored by the vehicle due to the shift in center of gravity is calculated. When the vehicle rolls, the center of gravity shifts to one side and rises; this potential energy is the main driving force for vehicle rollover. Using the roll angular velocity and the vehicle's moment of inertia, the kinetic energy of the vehicle's roll motion is calculated. This energy reflects the inertia of the vehicle's swaying; if the kinetic energy is too large, even if the driver straightens the steering wheel, the vehicle may continue to roll due to inertia, leading to a rollover. Adding the roll potential energy to the kinetic energy yields the dynamic rollover index.

[0028] In some embodiments, the determination of the dynamic rollover index can also be achieved in the following ways: calculating the static rollover index based on the center of gravity height, acceleration information, and attitude angle; calculating the rollover energy index based on the pre-acquired total mass, angular velocity information, moment of inertia, and center of gravity height of the vehicle; the total mass of the vehicle includes the vehicle's own mass and the load mass; the rollover energy index refers to the energy condition of the vehicle rollover, and energy represents kinetic energy and potential energy; and calculating the dynamic rollover index based on the attitude angle, the static rollover index, and the rollover energy index.

[0029] For example, the vehicle's moment of inertia refers to the rolling moment of inertia of the vehicle body about its longitudinal axis, which can be obtained by consulting the vehicle's relevant parameter manual, etc. Acceleration information includes lateral acceleration, and attitude angles include the vehicle's roll angle.

[0030] Typically, lateral acceleration in speed information is obtained by reading data from vehicle sensors. When a vehicle tilts, its own weight causes an increase in lateral acceleration. Therefore, after obtaining the initial lateral acceleration, gravity compensation can be applied to it to obtain a more accurate lateral acceleration reading.

[0031] Gravity compensation can be achieved by constructing an attitude rotation matrix from the vehicle coordinate system to the ground coordinate system based on the yaw angle, roll angle, and pitch angle; transforming the gravity vector to the vehicle coordinate system according to the attitude rotation matrix to obtain the component of gravity in the lateral direction; and subtracting the gravity component from the lateral acceleration to obtain the lateral inertial acceleration at the center of mass.

[0032] When calculating the dynamic rollover index, the static rollover value can be calculated first. The static rollover index can be calculated from the vehicle's center of gravity height when unloaded. For example, the static rollover index can be calculated using the following formula: LTR_qs=(2*h_est / (t*g))*(a_y+g*tan(φ)) Where LTR_qs is the static rollover index; h_est is the vehicle's unloaded center of gravity height; t is the vehicle's wheelbase; g is the gravitational acceleration; a_y is the lateral acceleration; and φ is the roll angle.

[0033] The rollover energy index can be calculated by constructing a rollover dynamics model. For example, based on the preset rollover coefficient, total mass, roll rate information, and center of gravity height, a first energy index is calculated; based on the total mass, center of gravity height, and rollover angle threshold, a second energy index is calculated; the rollover angle threshold is calculated based on the vehicle's wheelbase and center of gravity height; the quotient of the first energy index and the second energy index is taken as the rollover energy index.

[0034] For example, E_roll = 0.5 * I_φ * ω_φ^2 + m * g * h_est * (1 - cos(φ)); E_crit=m*g*h_est*(1-cos(φ_crit)); RI = E_roll / E_crit Where I_φ is the rolling moment of inertia about the longitudinal axis of the vehicle body, ω_φ is the roll rate, m is the total mass of the vehicle, φ_crit is the roll angle threshold determined based on the track width and center of gravity height, and RI is the rollover energy index. After obtaining the energy roll index, the dynamic roll index is calculated based on the roll angle, static roll index, and energy roll index.

[0035] Specifically, LTR_ext = sgn(φ) * max(|LTR_qs|, sqrt(RI)) Among them, LTR_ext refers to the dynamic rollover index; LTR_qs refers to the static rollover index; and RI refers to the energy rollover index.

[0036] The rollover angle threshold is determined as follows: half the wheelbase is divided by the center of gravity height to obtain the initial energy index; the arctangent function of the initial energy index is used as the rollover angle threshold. For example, φ_crit = arctan((t / 2) / h_est). Here, φ_crit refers to the rollover angle threshold; t refers to the wheelbase; and h_est refers to the center of gravity height.

[0037] In step S13, the vehicle control strategy at the current moment is determined based on the relationship between the dynamic rollover index and the preset risk index range.

[0038] For example, the preset risk index range is defined within the rollover risk level interval in the vehicle controller. This range divides the continuous values ​​of the dynamic rollover index into several discrete risk level intervals, such as a safe zone, a warning zone, and a danger zone. Each interval corresponds to a pre-calibrated control strategy. The control strategy refers to the differentiated active intervention actions performed to address different rollover risk levels. It typically includes a combination of measures such as warning prompts and active braking control (deceleration).

[0039] The mapping relationship between the dynamic rollover index and risk level is pre-defined and stored. This mapping typically exists in the form of multi-level threshold intervals. For example: when the dynamic rollover index < 0.3, it is judged as a low-risk level; when 0.3 ≤ dynamic rollover index < 0.6, it is judged as a medium-risk level; when 0.6 ≤ dynamic rollover index < 0.8, it is judged as a high-risk level; and when the dynamic rollover index ≥ 0.8, it is judged as a critical rollover level. The threshold calibration is usually based on the summary of vehicle dynamics simulation and real vehicle test data.

[0040] In each control cycle, the vehicle controller reads the real-time dynamic rollover index calculated by the upper-level algorithm via the internal communication bus and uses it as the input variable for the current control cycle. The controller compares the current dynamic rollover index with the preset risk index range level by level. It determines the risk interval to which the current dynamic rollover index belongs and outputs the corresponding risk level identifier (e.g., Level 0, Level 1, Level 2). Based on the determined risk level identifier, it calls the pre-stored control strategy set through methods such as lookup tables. The control actions corresponding to different levels are progressively stronger. For example, a low-risk level may only trigger a warning on the instrument panel (flashing text / icons) without intervening in chassis control; a medium-risk level may trigger engine torque limiting (e.g., reducing throttle opening) and activate the instrument panel audible and visual alarms; a high-risk level may activate single-wheel differential braking (e.g., active decompression of the outer front wheel in a curve) to generate anti-roll yaw moment; and a critical rollover level may trigger all-wheel emergency braking and activate active suspension (e.g., adjusting roll stiffness to the maximum) to prevent rollover to the greatest extent possible. It achieves layered and progressive safety control for vehicles, from early warning to active intervention and then to extreme protection, ensuring both daily comfort and safety under extreme conditions.

[0041] In some embodiments, the preset risk index range includes a first risk index range and a second risk index range, wherein the upper limit of the first risk index range is the lower limit of the second risk index range; the vehicle control strategy is determined based on the relationship between the dynamic rollover index and the preset risk index range, including: if the dynamic rollover index belongs to the first risk index range, then setting the maximum steering angle of the vehicle to an initial maximum steering angle of a first preset proportion, and reducing the longitudinal speed of the vehicle by a first preset deceleration; the initial maximum steering angle is calculated based on the center of gravity height; if the dynamic rollover index belongs to the second risk index range, then setting the maximum steering angle of the vehicle to an initial maximum steering angle of a second preset proportion, and reducing the longitudinal speed of the vehicle by a second preset deceleration; the first preset proportion is less than the second preset proportion, and the first preset deceleration is less than the second preset deceleration.

[0042] For example, the first risk index range / second risk index range refers to dividing the dynamic rollover index into risk intervals of different severity. The first range typically corresponds to a medium risk level, and the second range corresponds to a high risk level, where rollover is imminent and strong intervention is required. The initial maximum steering angle refers to the theoretical upper limit of the steering wheel angle that ensures the vehicle's lateral stability under the current vehicle condition. It is usually calculated in real-time from parameters such as center of gravity height, wheelbase, and tire lateral stiffness. The higher the center of gravity, the smaller the initial maximum steering angle. The first preset ratio / second preset ratio refers to a limiting coefficient (e.g., 0.6, 0.3) on the initial maximum steering angle. A coefficient less than 1 indicates that the steering angle requested by the driver will be forcibly reduced to a certain percentage of its original maximum value. If the first preset ratio is less than the second preset ratio, the higher the risk, the stricter the steering permission restriction. The first preset deceleration / second preset deceleration refers to the target value of longitudinal deceleration requested when the vehicle actively decelerates. If the first preset deceleration is less than the second preset deceleration, the higher the risk, the stronger the braking intervention. Longitudinal velocity refers to the velocity component of the vehicle's center of gravity along the longitudinal axis of the vehicle body.

[0043] In some embodiments, if the dynamic rollover index is greater than the upper limit of the second risk index range and the lateral acceleration in the vehicle's acceleration information is within a preset acceleration range, the center of gravity height is updated based on the attitude angle and acceleration information, and the dynamic rollover index is determined based on the updated center of gravity height.

[0044] For example, the upper limit of the second risk index range refers to the boundary threshold of the highest risk level in the preset risk level range. When the dynamic rollover index exceeds the upper limit of the second risk index range, it indicates that the vehicle has entered a critical rollover state, and the conventional control strategy is no longer sufficient to completely suppress the rollover risk, requiring the triggering of higher-order intervention logic.

[0045] The preset acceleration range refers to the effective range of lateral acceleration set to ensure the convergence accuracy of the center of gravity height estimation algorithm. When the lateral acceleration is too small, the roll excitation is insufficient, the signal-to-noise ratio is low, and the parameter identification results are unreliable; when the lateral acceleration is too large, the vehicle may enter a strongly nonlinear region (such as tire slippage). This range is usually taken as |ay|∈[1.5m / s2, 4.0m / s2]. Updating the center of gravity height refers to forcibly triggering a re-estimation of the center of gravity height under critical rollover conditions. This is to confirm whether the vehicle load state has changed abruptly under extreme conditions (such as cargo displacement, suspension breakdown), or to verify the reliability of the previous estimate under strongly nonlinear conditions.

[0046] The method for updating the center of mass height is the same as the method for determining the center of mass height in real time based on attitude angle and velocity information described earlier. The following section will introduce the method for updating the center of mass height. In some embodiments, the attitude angle includes the roll angle. Updating the center of mass height based on the attitude angle and acceleration information includes: generating a mapping relationship based on the roll angle change rate, acceleration information, and dynamic characteristic parameters based on pre-acquired rolling force relationships; wherein the dynamic characteristic parameters are calculated based on the center of mass height; estimating the dynamic characteristic parameters at the current moment based on the roll angle change rate and acceleration information at the current moment; and calculating the updated center of mass height based on the dynamic characteristic parameters at the current moment.

[0047] For example, the rollover dynamics relationship refers to the dynamic mathematical model of vehicle roll. This relationship establishes the relationship between parameters such as roll angle, lateral acceleration, center of gravity height, rollover damping coefficient, and moment of inertia. Among these, the rollover damping coefficient and moment of inertia can be fixed values ​​and can be directly obtained from relevant vehicle parameters. Here, the rollover dynamics relationship is a specific manifestation of the aforementioned rollover dynamics model.

[0048] Specifically, the tumbling dynamics relationship is as follows: I_φ*ddot(φ)+c_φ*dot(φ)+k_φ*φ=m*h_eff*a_y Where c_φ is the roll damping coefficient, k_φ is the roll stiffness, h_eff is the equivalent center of mass height, and I_φ is the roll moment of inertia about the longitudinal axis of the vehicle body.

[0049] The tumbling dynamics equations are rewritten as follows: ddot(φ)=-θ1*dot(φ)-θ2*φ+θ3*a_y, Among them, θ1=c_φ / I_φ, θ2=k_φ / I_φ, θ3=m*h_eff / I_φ; The parameters θ1, θ2, and θ3 are estimated online using methods such as recursive least squares algorithm or extended Kalman filter algorithm, and the centroid height and roll stiffness are updated by calculating θ2 and θ3 according to the pre-established mapping relationship.

[0050] Taking the Kalman filter algorithm as an example, the online estimation process can be as follows: The roll angle and lateral acceleration obtained at each sampling time k are used to construct a regression vector. x_k=[-dot(φ_k),-φ_k,a_yk]^T, Where φ_k is the roll angle at time k, and a_yk is the lateral acceleration at time k.

[0051] Construct the observation y_k=ddot(φ_k); according to K_k=P_{k-1}x_k / (λ+x_k^TP_{k-1}x_k), _k= _{k-1}+K_k(y_k-x_k^T _{k-1}), P_k=(1 / λ)(P_{k-1}-K_kx_k^TP_{k-1}), Online parameter estimation update Let _k and its covariance matrix P_k, where λ is the forgetting factor, 0≤λ≤1.

[0052] The initial maximum steering angle is calculated as follows: the vehicle's wheelbase is divided by the square of the vehicle's longitudinal velocity to obtain the first parameter; the product of the preset rollover index and the vehicle's track width is multiplied by the center of gravity parameter to obtain the second parameter; the center of gravity parameter is obtained by dividing the gravitational acceleration by twice the center of gravity height; and the initial maximum steering angle is obtained by the arctangent function of the product of the first parameter and the second parameter.

[0053] For example, |tan(δ_max)|=(LTR_safe*t*g / (2*h_est))*(L / v^2) Wherein, δ_max refers to the initial maximum steering angle; L is the wheelbase; v is the longitudinal vehicle speed; h_est is the center of gravity height; g is the gravitational acceleration; t is the wheel track; LTR_safe refers to the preset rollover index, also known as the safe transfer load ratio threshold. Specifically, it can be a manually set value or calculated based on the static rollover index and the dynamic rollover index. The embodiments of this application do not limit the determination method of the above-mentioned preset rollover index, and those skilled in the art can set it according to the actual situation.

[0054] In summary, the embodiments of this disclosure obtain the vehicle's current attitude and speed information, wherein the attitude information includes attitude angle and center of gravity height. Since the center of gravity height is determined in real time based on the attitude angle and speed information, the dynamic rollover index determined based on the actual center of gravity height, speed information, and attitude angle corresponds to the vehicle in motion at the current moment. Therefore, compared with the method of fixing the center of gravity height, it is more effective in preventing the vehicle from rolling over to a certain extent.

[0055] correspond Figure 1 The illustrated vehicle driving control method, in this disclosure embodiment also provides a vehicle driving control device, such as... Figure 2 As shown, the device includes: The acquisition module 201 is used to acquire the vehicle's current attitude information and speed information; the attitude information includes attitude angle and center of gravity height; the center of gravity height is determined in real time based on the attitude angle and the speed information. The dynamic rollover index determination module 202 is used to determine the dynamic rollover index based on the center of gravity height, the velocity information, and the attitude angle. The control module 203 is used to determine the control strategy of the vehicle at the current moment based on the relationship between the dynamic rollover index and the preset risk index range.

[0056] The vehicle driving control device and the vehicle driving control method provided in the above embodiments of this disclosure are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0057] This disclosure also provides an electronic device for executing the above-described vehicle driving control method. Please refer to... Figure 3 This illustrates a schematic diagram of an electronic device provided by some embodiments of the present disclosure. For example... Figure 3 As shown, the electronic device 3 includes: a processor 300, a memory 301, a bus 302 and a communication interface 303. The processor 300, the communication interface 303 and the memory 301 are connected through the bus 302. The memory 301 stores a computer program that can run on the processor 300. When the processor 300 runs the computer program, it executes the vehicle driving control method provided in any of the foregoing embodiments of this disclosure.

[0058] The memory 301 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between virtual devices in the system is achieved through at least one communication interface 303 (which can be wired or wireless), such as the Internet, wide area network, local area network, or metropolitan area network.

[0059] Bus 302 can be an ISA bus, PCI bus, or EISA bus, etc. Buses can be divided into address buses, data buses, control buses, etc. Memory 301 is used to store programs. After receiving execution instructions, processor 300 executes the programs. The vehicle driving control method disclosed in any of the foregoing embodiments of this disclosure can be applied to processor 300, or implemented by processor 300.

[0060] The processor 300 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 300 or by instructions in software form. The processor 300 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this disclosure. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this disclosure can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 301. The processor 300 reads the contents of memory 301 and, in conjunction with its hardware, completes the steps of the above method.

[0061] The electronic device provided in this disclosure and the vehicle driving control method provided in this disclosure are based on the same inventive concept and have the same beneficial effects as the methods they employ, operate, or implement.

[0062] This disclosure also provides a computer-readable storage medium corresponding to the vehicle driving control method provided in the foregoing embodiments. Please refer to... Figure 4 The computer-readable storage medium shown is an optical disc 30, on which a computer program (i.e., a program product) is stored. When the computer program is run by a processor, it executes the vehicle driving control method provided in any of the aforementioned embodiments.

[0063] It should be noted that examples of computer-readable storage media may also 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 optical and magnetic storage media, which will not be elaborated here.

[0064] The computer-readable storage medium provided in the above embodiments of this disclosure and the vehicle driving control method provided in the embodiments of this disclosure are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0065] Although alternative embodiments of this disclosure have been described, those skilled in the art, upon learning the basic inventive concept, can make further changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this disclosure.

[0066] The above specific embodiments further illustrate the purpose, technical solution and beneficial effects of this disclosure. It should be understood that the above are only specific embodiments of this disclosure and are not intended to limit the scope of protection of this disclosure. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solution of this disclosure should be included within the scope of protection of this invention.

Claims

1. A vehicle driving control method, characterized in that, The method includes: The vehicle's current attitude and speed information are acquired; the attitude information includes attitude angles and center of gravity height; the center of gravity height is determined in real time based on the attitude angles and speed information. The dynamic rollover index is determined based on the center of gravity height, the velocity information, and the attitude angle. The control strategy for the vehicle at the current moment is determined based on the relationship between the dynamic rollover index and the preset risk index range.

2. The method according to claim 1, characterized in that, The velocity information includes acceleration information and angular velocity information; determining the dynamic rollover index based on the center of gravity height, the velocity information, and the attitude angle includes: The static rollover index is calculated based on the center of gravity height, the acceleration information, and the attitude angle. The rollover energy index is calculated based on the pre-acquired total mass of the vehicle, the angular velocity information, the vehicle's moment of inertia, and the height of the center of gravity. The total mass of the vehicle includes the vehicle's own mass and the load mass. The rollover energy index refers to the energy condition of the vehicle rolling over, and the energy represents kinetic energy and potential energy. The dynamic rollover index is calculated based on the attitude angle, the static rollover index, and the rollover energy index.

3. The method according to claim 2, characterized in that, The preset risk index range includes a first risk index range and a second risk index range, wherein the upper limit of the first risk index range is the lower limit of the second risk index range. The step of determining the vehicle control strategy based on the relationship between the dynamic rollover index and the preset risk index range includes: If the dynamic rollover index falls within the range of the first risk index, then the maximum steering angle of the vehicle is set to an initial maximum steering angle of a first preset ratio, and the longitudinal speed of the vehicle is reduced by a first preset deceleration; the initial maximum steering angle is calculated based on the center of gravity height. If the dynamic rollover index falls within the range of the second risk index, then the maximum steering angle of the vehicle is set to the initial maximum steering angle of the second preset ratio, and the longitudinal speed of the vehicle is reduced by the second preset deceleration; the first preset ratio is less than the second preset ratio, and the first preset deceleration is less than the second preset deceleration.

4. The method according to claim 3, characterized in that, The method further includes: If the dynamic rollover index is greater than the upper limit of the second risk index range and the lateral acceleration in the vehicle's acceleration information is within the preset acceleration range, then the center of gravity height is updated based on the attitude angle and the acceleration information, and the dynamic rollover index is determined based on the updated center of gravity height.

5. The method according to claim 4, characterized in that, The attitude angle includes the roll angle, and updating the center of mass height based on the attitude angle and the acceleration information includes: Based on the pre-acquired rolling force relationship, a mapping relationship is generated based on the roll angle change rate, acceleration information and dynamic characteristic parameters; wherein the dynamic characteristic parameters are calculated based on the center of mass height; Estimate the dynamic characteristic parameters at the current moment based on the current roll angle change rate and the current acceleration information; The updated centroid height is calculated based on the dynamic characteristic parameters at the current moment.

6. The method according to claim 5, characterized in that, The calculation of the rollover energy index based on the pre-acquired total mass of the vehicle, the angular velocity information, the vehicle's moment of inertia, and the center of gravity height includes: Based on the preset roll coefficient, the total mass, the roll angular velocity in the angular velocity information, and the center of mass height, the first energy index is calculated. A second energy index is calculated based on the total mass, the center of gravity height, and the rollover angle threshold; the rollover angle threshold is calculated based on the vehicle's wheelbase and center of gravity height. The quotient of the first energy index and the second energy index is taken as the tumbling energy index.

7. The method according to claim 6, characterized in that, The rollover angle threshold is determined in the following way: The initial energy index is obtained by dividing half of the wheel track by the center of mass height. The arctangent function of the initial energy index is used as the rollover angle threshold.

8. The method according to claim 3, characterized in that, The initial maximum steering angle is calculated in the following way: The first parameter is obtained by dividing the wheelbase of the vehicle by the square of the longitudinal speed of the vehicle. The second parameter is obtained by multiplying the preset rollover index by the vehicle's wheelbase and then by the center of gravity parameter; the center of gravity parameter is obtained by dividing the gravitational acceleration by twice the center of gravity height. The initial maximum steering angle is obtained by taking the arctangent function of the product of the first parameter and the first parameter.

9. A vehicle driving control device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle's current attitude and speed information; the attitude information includes attitude angles and center of gravity height; the center of gravity height is determined in real time based on the attitude angles and speed information. The dynamic rollover index determination module is used to determine the dynamic rollover index based on the center of gravity height, the velocity information, and the attitude angle. The control module is used to determine the control strategy of the vehicle at the current moment based on the relationship between the dynamic rollover index and the preset risk index range.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory, wherein the processor, when executing the computer program, implements the method of any one of claims 1 to 8.

11. A computer-readable storage medium storing a computer program that, when executed by a processor, implements the method of any one of claims 1 to 8.

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