An intervention threshold adjustment method and device, electronic equipment and storage medium

Abstract

The application provides an intervention threshold adjustment method and device, electronic equipment and a storage medium, and relates to the technical field of vehicles.The intervention threshold adjustment method provided by the application comprises the following steps: determining a driving style index according to driving behavior characteristics; determining an adaptive threshold according to the driving style index; when it is determined that a driver performs an active correction operation, adjusting the adaptive threshold, and taking the adjusted adaptive threshold as an actual effective threshold of an intervention timing of an electronic stability control system.The application can adapt the intervention timing of the electronic stability control system to the driving style of the driver and the current steering intention of the driver, so that a differentiated electronic stability control strategy can be formed according to the operation habits of different drivers, unnecessary system intervention is reduced on the basis of ensuring the stability control capability of the vehicle, the adaptability and acceptance of the electronic stability control system of drivers with different driving styles are improved, and the driving steering experience is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to an intervention threshold adjustment method, device, electronic device, and storage medium. Background Technology

[0002] Electronic Stability Control (ESC) is an important component of modern automotive active safety systems, primarily used to improve vehicle stability during steering, lane changes, and extreme maneuvers. When a vehicle exhibits a tendency to understeer or oversteer, the ESC system applies braking force to one or more wheels based on the vehicle's motion state, generating a corresponding yaw moment to suppress yaw deviation and restore the vehicle to a relatively stable driving state.

[0003] However, existing ESC control strategies typically employ a fixed or limited number of preset intervention thresholds. When the ESC intervention threshold is set too low, if the driver has strong vehicle control capabilities or actively engages in aggressive maneuvers, the vehicle may trigger ESC control before reaching the level that the driver deems necessary for system intervention. This results in frequent braking intervention, interfering with the driver's intentions and potentially reducing the driving experience. On the other hand, when the ESC intervention threshold is set too high, although unnecessary system intervention can be reduced, there may be issues with untimely intervention when the vehicle is approaching instability. This can cause the vehicle to only be controlled after a significant yaw deviation has occurred, requiring the application of strong braking force to restore stability. Summary of the Invention

[0004] The problem addressed by this invention is how to achieve adaptive ESC control.

[0005] To address the aforementioned problems, this invention provides an intervention threshold adjustment method, apparatus, electronic device, and storage medium.

[0006] In a first aspect, the present invention provides an intervention threshold adjustment method, comprising: Determine the driving style index based on driving behavior characteristics; An adaptive threshold is determined based on the driving style index, the adaptive threshold including a yaw rate deviation adaptive threshold and a lateral acceleration adaptive threshold; When it is determined that the driver is performing an active correction operation, the adaptive threshold is adjusted, and the adjusted adaptive threshold is used as the actual effective threshold for the intervention of the electronic stability control system.

[0007] Optionally, determining the driving style index based on driving behavior characteristics includes: The driving behavior characteristics are determined based on the driver's steering operation information, and the driving behavior characteristics include at least one of the following: steering activity characteristics, steering smoothness characteristics, steering abruptness characteristics, and return-to-center operation characteristics. After normalizing the driving behavior features, a weighted fusion is performed on the normalized driving behavior features to obtain the driving style index.

[0008] Optionally, after determining the driving style index based on driving behavior characteristics, the method further includes: The driving style index is smoothed according to the smoothing coefficient to obtain the smoothed driving style index.

[0009] Optionally, determining the adaptive threshold based on the driving style index includes: Based on the difference between the driving style index and the neutral style index, the first reference threshold corresponding to the yaw rate deviation is adjusted to obtain the adaptive threshold for the yaw rate deviation. Based on the difference between the driving style index and the neutral style index, the second reference threshold corresponding to the lateral acceleration is adjusted to obtain the adaptive threshold for lateral acceleration.

[0010] Optionally, after determining the adaptive threshold based on the driving style index, the intervention threshold adjustment method further includes: The adaptive thresholds for yaw rate deviation and lateral acceleration are respectively subjected to amplitude limiting processing so that the adaptive threshold for yaw rate deviation is within a first threshold range and the adaptive threshold for lateral acceleration is within a second threshold range.

[0011] Optionally, after determining the adaptive threshold based on the driving style index, the intervention threshold adjustment method further includes: The rate of change of the adaptive threshold for yaw rate deviation and the adaptive threshold for lateral acceleration are respectively restricted to ensure that the rate of change of the adaptive threshold for yaw rate deviation is within a first rate of change range and the rate of change of the adaptive threshold for lateral acceleration is within a second rate of change range.

[0012] Optionally, adjusting the adaptive threshold when it is determined that the driver is performing an active correction operation includes: When the steering direction corresponding to the driver's steering operation information is opposite to the deviation direction represented by the parameters corresponding to the vehicle's motion state, and the steering speed corresponding to the steering operation information meets the preset correction conditions, it is determined that the driver performs an active correction operation and adjusts the adaptive threshold.

[0013] In a second aspect, the present invention provides an intervention threshold adjustment device, comprising: The first module is used to determine the driving style index based on driving behavior characteristics; The second module is used to determine adaptive thresholds based on the driving style index, the adaptive thresholds including yaw rate deviation adaptive thresholds and lateral acceleration adaptive thresholds; The third module is used to adjust the adaptive threshold when it is determined that the driver is performing an active correction operation, and to use the adjusted adaptive threshold as the actual effective threshold for the intervention of the electronic stability control system.

[0014] Thirdly, the present invention provides an electronic device, including a memory and a processor; The memory is used to store computer programs; The processor is configured to implement the intervention threshold adjustment method as described in the first aspect when executing the computer program.

[0015] Fourthly, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the intervention threshold adjustment method as described in the first aspect.

[0016] The beneficial effects of the intervention threshold adjustment method of the present invention are as follows: by determining the driving style index based on driving behavior characteristics, determining the adaptive threshold of the electronic stability control system based on the driving style index, and further adjusting the adaptive threshold when the driver's active correction operation is detected, the intervention timing of the electronic stability control system can simultaneously adapt to the driver's driving style and the driver's current operating intention. This allows for the formation of differentiated electronic stability control strategies based on the operating habits of different drivers, reducing unnecessary system intervention while ensuring vehicle stability control capabilities, improving the adaptability and acceptance of the electronic stability control system by drivers with different driving styles, and improving the driving experience. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating the intervention threshold adjustment method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the process for determining the driving style index according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the process for determining the adaptive threshold according to an embodiment of the present invention; Figure 4 This is a system architecture diagram of the intervention threshold adjustment device according to an embodiment of the present invention; Figure 5 This is a system architecture diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0018] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0019] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0020] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0021] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0022] The names of the messages or information exchanged between the multiple devices in the embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of these messages or information.

[0023] like Figure 1 As shown, an embodiment of the present invention provides an intervention threshold adjustment method, comprising: S100: Determines the driving style index based on driving behavior characteristics.

[0024] Specifically, during vehicle operation, the electronic control unit acquires the driver's driving operation information in real time and determines driving behavior characteristics based on the acquired information. These driving behavior characteristics characterize the driver's operating habits and vehicle control tendencies during the current driving process. In one embodiment, driving behavior characteristics can be determined based on the driver's steering operation information. For example, the electronic control unit acquires the steering wheel angle in real time using a steering wheel angle sensor and calculates parameters such as steering wheel rotation speed and acceleration based on the steering wheel angle at continuous intervals. Then, it determines the driving behavior characteristics based on steering operation data within a preset time window. These driving behavior characteristics may include features characterizing the driver's steering operations. The driving behavior characteristics can be defined by at least one of the following: steering activity intensity characteristics, steering smoothness characteristics characterizing the stability of the driver's steering operation, steering abruptness characteristics characterizing the driver's tendency to turn quickly, and centering operation characteristics characterizing the driver's active centering operation habits. For example, when the driver frequently makes large-amplitude steering wheel operations within a period of time, and the steering wheel rotation speed is high and the steering operation changes are relatively drastic, it can be determined that the driver has a high degree of steering operation activity; when the driver's steering wheel operation changes are relatively gentle and continuous, it can be determined that the driver has a high degree of steering smoothness. By analyzing the above driving behaviors, driving behavior characteristics characterizing the driver's driving style can be formed.

[0025] After acquiring driving behavior characteristics, the electronic control unit (ECU) determines a driving style index based on these characteristics. The driving style index characterizes the driver's current driving style and can be set as a continuously changing value, rather than simply categorizing the driver into a few fixed driving modes. For example, the driving style index can be set within a preset range, where a lower index indicates relatively gentle and cautious driving, while a higher index indicates relatively aggressive and proactive driving. In one implementation, the ECU can process multiple acquired driving behavior characteristics and determine corresponding weights based on the characterization effect of each characteristic on driving style, thereby obtaining a comprehensive driving style index that reflects the driver's driving style. By using a continuous driving style index, changes in the driver's driving style can be represented as a continuous variable, without simply categorizing the driver into fixed comfort or sport modes. For example, as the driver's steering gradually changes from gentle to frequent and rapid movements, the driving style index determined by the ECU can gradually increase accordingly; when the driver returns to a gentler driving style, the driving style index can decrease accordingly.

[0026] S200: Determine adaptive thresholds based on the driving style index, the adaptive thresholds including yaw rate deviation adaptive thresholds and lateral acceleration adaptive thresholds.

[0027] Specifically, after determining the driving style index, the electronic control unit determines the adaptive threshold corresponding to the electronic stability control system based on the driving style index. The adaptive threshold is used to determine whether the vehicle has reached a state that requires the electronic stability control system to intervene in stability. The adaptive threshold can correspond to one or more vehicle motion parameters used to characterize the vehicle's stability state, such as yaw rate deviation, lateral acceleration, vehicle center of gravity sideslip state, or other parameters that can reflect the degree of vehicle stability.

[0028] In this embodiment, a baseline threshold corresponding to a neutral driving style can be preset, and the baseline threshold can be adjusted according to the change of the driving style index relative to the neutral driving style to obtain an adaptive threshold that matches the current driving style. For example, when the driving style index indicates that the driver is currently driving in a relatively conservative style, the intervention threshold of the electronic stability control system can be appropriately reduced so that the vehicle can enter stability control when the deviation from the stable state is small, thereby improving the timeliness of vehicle stability control. When the driving style index indicates that the driver is currently driving in a relatively aggressive style, the intervention threshold of the electronic stability control system can be appropriately increased so that the driver has more space for vehicle movement operation when making active operations, thereby reducing unnecessary intervention by the electronic stability control system when the driver can control the vehicle autonomously. Therefore, compared with the control method using a fixed intervention threshold, this embodiment can dynamically adjust the intervention threshold of the electronic stability control system according to the continuous change of the driver's driving style, so that the intervention threshold can match the driver's current operating characteristics.

[0029] It should be noted that the correspondence between the driving style index and the adaptive threshold can be predetermined based on vehicle dynamics characteristics, vehicle control objectives, and safety calibration requirements. For example, a functional relationship, mapping relationship, or lookup table relationship can be established between the driving style index and the intervention threshold. Through this correspondence, the adaptive threshold corresponding to the current moment can be determined based on the driving style index obtained in real time.

[0030] Furthermore, to avoid frequent changes in the adaptive threshold due to fluctuations in the driving style index within a short period of time, the driving style index or the adaptive threshold determined based on the driving style index can be stabilized accordingly, so that the adaptive threshold can change smoothly with changes in driving style.

[0031] S300: When it is determined that the driver performs an active correction operation, the adaptive threshold is adjusted, and the adjusted adaptive threshold is used as the actual effective threshold for the intervention of the electronic stability control system.

[0032] Specifically, during vehicle operation, the driver may actively correct the vehicle when it exhibits yaw or other deviations from a stable state. For example, when the vehicle shows signs of understeer or oversteer, the driver may actively correct the vehicle's direction by turning the steering wheel in the opposite direction. Therefore, based on the adaptive threshold determined according to driving style, the electronic control unit further detects whether the driver is performing an active correction operation. In one embodiment, the electronic control unit can acquire vehicle motion state parameters and driver steering operation information, and determine whether the driver is actively correcting the vehicle's motion state based on the correspondence between the two. For example, when the driver's steering operation direction is opposite to the deviation direction represented by the vehicle's motion state, and the driver's steering operation speed reaches the preset correction condition, it can be determined that the driver is actively performing a vehicle correction operation. When it is determined that the driver is performing an active correction operation, the electronic control unit further adjusts the adaptive threshold already determined according to the driving style to obtain the adjusted actual effective threshold.

[0033] In one implementation, the actual effective threshold can be appropriately increased relative to the original adaptive threshold, thus delaying the intervention of the electronic stability control system (ESS) compared to situations where the driver has not made any active corrections. This allows the driver some maneuverability when they have already made corrections, reducing the likelihood of conflict between the ESS and driver intervention. For example, if the vehicle's motion has not yet reached a point of severe instability, and the driver has already actively corrected the vehicle's motion through a reverse steering maneuver, the electronic control unit can recognize this intention and further adjust the actual effective threshold based on the original adaptive threshold. This prevents the ESS from immediately intervening due to short-term deviations in the vehicle's motion. If the driver's correction is insufficient to restore stability, causing the vehicle's motion to continue deviating from a stable state and reaching the further adjusted actual effective threshold, the ESS can still intervene promptly to control vehicle stability. In another scenario, when no driver correction is detected, the adaptive threshold determined based on driving style can be directly used as the actual effective threshold to determine the intervention timing of the ESS.

[0034] In this way, the actual intervention time of the electronic stability control system is no longer determined solely by a fixed calibration threshold. Instead, it can simultaneously consider the driver's long-term or periodic driving style as well as the driver's active control intention at the current moment. This allows the electronic stability control system to reduce excessive intervention in the driver's normal operation while ensuring the vehicle's stability control requirements, thereby balancing vehicle active safety and driving experience.

[0035] The following provides a specific example of this embodiment: Step 1: Online Driving Style Recognition Step 1.1 Steering Operation Feature Acquisition The steering wheel angle δ is collected in real time with a sampling period Δt (50ms recommended), and the following calculations are performed: angular velocity : ; angular acceleration : ; Step 1.2 Calculation of Window Statistical Features Within each time window T (5-10 seconds recommended), calculate four statistical characteristics: Mean absolute value of angular velocity: This reflects the level of activity in the market. Standard deviation of angular velocity: This reflects the smoothness of the turn; Root mean square of angular acceleration: This reflects the degree of abruptness of the turn; Average return speed: This reflects the driver's sense of control over the vehicle; Where N represents the number of sampling points; Step 1.3 Style Index Calculation After normalizing the four features, a weighted sum is taken to obtain the driving style index S (value range 0~1): ; in Based on general engineering experience, =0.35, =0.30, =0.25, =0.10.

[0036] In real-vehicle calibration, the weight coefficients ω1, ω2, ω3, and ω4 can be determined through the following methods: First, recruit a representative group of drivers (e.g., conservative, neutral, and aggressive types), typically engineers from different disciplines, and collect data on steering wheel angle, angular velocity, acceleration, and return-to-center behavior under various conditions (e.g., curves, lane changes, and emergency avoidance) in a closed environment and on real roads. Then, professional evaluation experts subjectively score each driver's style (e.g., 0-1 points), and use regression analysis (e.g., multiple linear regression or random forests and support vector regression in machine learning) to establish a mapping relationship between the driver's subjective style score and the four objective characteristics. By optimizing the algorithm to minimize the prediction error, the optimal weight combination that makes the model prediction closest to the expert score is finally solved. In addition, closed-loop verification can be performed by combining vehicle dynamic response data (e.g., the number of times yaw rate exceeds the limit and the frequency of ESC intervention) to ensure that the weight allocation achieves the best balance between improving the driving experience and ensuring safety, and finally solidifies it into mass production calibration parameters.

[0037] S close to 0 indicates a conservative type, while S close to 1 indicates a radical type.

[0038] To prevent drastic fluctuations in the style index, a smoothing process is performed, resulting in a smoothed driving style index. Represented as: ; Where α is the smoothing coefficient (0.2 is recommended).

[0039] Step 2: Adaptive calculation of ESC intervention threshold Step 2.1 Definition of Baseline Threshold Define neutral style ( The baseline threshold at (=0.5): Yaw rate deviation reference threshold: (Recommended 4° / s); Lateral acceleration reference threshold: (0.5g recommended); Step 2.2 Style Adaptive Threshold Calculation Calculate adaptive thresholds (including adaptive thresholds for yaw rate deviation) based on the smoothed style index. Adaptive threshold for lateral acceleration ): ; ; Where K is the adjustable gain (recommended 0.5~0.8). When When the threshold is 0.5, it serves as the baseline value; When the threshold is equal to 1, the threshold increases by approximately K / 2, delaying intervention. When the threshold is 0, it decreases by approximately K / 2, allowing for early intervention.

[0040] Limit the threshold: ; ; in, This indicates the lower limit of the yaw rate deviation threshold. This indicates the upper limit of the yaw rate deviation threshold; This indicates the lower limit of the lateral acceleration threshold. This indicates the upper limit of the lateral acceleration threshold.

[0041] Step 3: Gradual transition and driver confirmation Step 3.1 Threshold smoothing rate limit To prevent sudden threshold changes, a limit is imposed on the rate of change of the threshold: ; ; in and These are the adaptive thresholds for yaw rate deviation. Adaptive threshold for lateral acceleration The corresponding maximum rate of change limit.

[0042] Step 3.2 Driver Correction and Confirmation When the yaw rate deviation approaches the current threshold ( The system detects whether the driver has made a corrective maneuver by counter-steering. If the direction of the steering wheel angle is opposite to the direction of the yaw rate deviation, and the yaw rate... (For confirmed correction operations, a steering speed threshold of 30° / s is recommended), indicating that the driver is actively making corrections; The actual effective threshold at this time is: ; The correction operation flag η=1 indicates that a correction operation has been detected (otherwise it is 0). To confirm the amplification factor (0.15 recommended). This mechanism further delays ESC intervention when the driver makes active corrections, avoiding interference.

[0043] In this embodiment, by determining a driving style index based on driving behavior characteristics and an adaptive threshold for the electronic stability control system based on the driving style index, and further adjusting the adaptive threshold when the driver's active correction operation is detected, the intervention timing of the electronic stability control system can simultaneously adapt to the driver's driving style and the driver's current operating intention. This allows for the formation of differentiated electronic stability control strategies based on different drivers' operating habits, reducing unnecessary system intervention while ensuring vehicle stability control capabilities, improving the adaptability and acceptance of the electronic stability control system by drivers with different driving styles, and enhancing the driving experience.

[0044] Optionally, determining the driving style index based on driving behavior characteristics includes: S110: Determine the driving behavior characteristics based on the driver's steering operation information, wherein the driving behavior characteristics include at least one of steering activity characteristics, steering smoothness characteristics, steering abruptness characteristics, and return-to-center operation characteristics.

[0045] Specifically, in combination Figure 2 As shown, during vehicle operation, the electronic control unit acquires the driver's steering operation information at a preset sampling period. The steering operation information includes at least the steering wheel angle. The electronic control unit determines the change of the steering wheel angle over time based on the steering wheel angle acquired at continuous sampling times, and determines driving behavior characteristics based on the steering operation information within a preset time window. In this embodiment, the driving behavior characteristics include steering activity characteristics, steering smoothness characteristics, steering abruptness characteristics, and return-to-center operation characteristics.

[0046] Among them, the steering activity feature is used to characterize the level of driver activity in steering operations within a preset time window. The electronic control unit can determine the steering activity feature based on the absolute value of the steering wheel angular velocity within the preset time window. For example, it can calculate the average value of the absolute value of the steering wheel angular velocity at each sampling moment within the time window. The larger the average value obtained, the more active the driver's steering operation is.

[0047] Steering smoothness characteristics are used to characterize the stability of the driver's steering operation. The electronic control unit can determine the steering smoothness characteristics based on the dispersion of the steering wheel angular velocity within a preset time window. For example, the steering smoothness characteristics can be determined based on the standard deviation of the steering wheel angular velocity. When the change in steering wheel angular velocity is small, it indicates that the driver's steering operation is relatively smooth; when the change in steering wheel angular velocity is large, it indicates that the change in the driver's steering operation is more obvious.

[0048] The steering agility feature is used to characterize the degree of rapid steering operation performed by the driver. The electronic control unit can determine the steering agility feature based on the steering wheel angle acceleration within a preset time window. For example, the steering agility feature can be determined based on the root mean square value of the steering wheel angle acceleration. When the root mean square value of the steering wheel angle acceleration is large, it indicates that the driver has a relatively obvious rapid steering operation during the steering process.

[0049] The return-to-center operation feature is used to characterize the driver's operation of actively restoring the steering wheel to the neutral position after completing the steering operation. The electronic control unit can determine the return-to-center operation feature based on the steering wheel return-to-center speed within a preset time window. Through the return-to-center operation feature, it is possible to further distinguish the operating habits of different drivers in controlling and correcting the vehicle's motion state during the vehicle steering process.

[0050] S120: After normalizing the driving behavior features, the driving style index is obtained by weighted fusion based on the normalized driving behavior features.

[0051] Specifically, after obtaining the aforementioned driving behavior characteristics, the electronic control unit performs normalization processing on each driving behavior characteristic to enable unified comparison and fusion of driving behavior characteristics with different dimensions or different numerical ranges. For example, it can convert each driving behavior characteristic to a preset normalization interval based on the preset minimum and maximum values ​​corresponding to each driving behavior characteristic. After completing the normalization processing, the electronic control unit performs weighted fusion based on the normalized driving behavior characteristics to obtain the driving style index.

[0052] In this optional embodiment, by extracting at least one of the following features from the driver's steering operation information: steering activity feature, steering smoothness feature, steering abruptness feature, and centering operation feature, and normalizing and weighting the driving behavior features, the driver's steering operation behavior can be comprehensively represented from multiple dimensions. This can simultaneously consider the driver's steering operation frequency, steering change degree, steering abruptness, and vehicle handling correction habits, thereby improving the ability of driving style recognition to represent the driver's actual operating habits.

[0053] Optionally, after determining the driving style index based on driving behavior characteristics, the method further includes: The driving style index is smoothed according to the smoothing coefficient to obtain the smoothed driving style index.

[0054] Specifically, because driver steering operations have a certain degree of randomness and instantaneous fluctuation, the driving style index calculated directly based on the current moment may vary significantly between adjacent control cycles. If the intervention threshold of the electronic stability control system is determined directly using the unprocessed driving style index, the intervention threshold may be frequently adjusted according to the instantaneous changes in the driving style index, thus affecting the stability of the electronic stability control system's control strategy. Therefore, after determining the driving style index, the electronic control unit smooths the driving style index according to a preset smoothing coefficient to obtain a smoothed driving style index. After smoothing, the smoothed driving style index can be used as an input parameter for subsequently determining the adaptive threshold of the electronic stability control system. Compared with directly using the instantaneous driving style index, using the smoothed driving style index allows the adaptive threshold to gradually change with the driver's driving style, without significant threshold jumps caused by single steering operations or short-term operation fluctuations.

[0055] In this optional embodiment, by smoothing the driving style index, the impact of the driver's instantaneous steering operations, occasional operational fluctuations, and sensor sampling changes on the driving style index is reduced, enabling the driving style index to more stably reflect the driver's overall driving operation characteristics within a certain time range. This avoids large changes in the driving style index between adjacent control cycles due to a single rapid steering operation, thereby reducing the possibility of frequent fluctuations in the adaptive threshold with the driving style index.

[0056] Optionally, determining the adaptive threshold based on the driving style index includes: S210: Based on the difference between the driving style index and the neutral style index, adjust the first reference threshold corresponding to the yaw rate deviation to obtain the adaptive threshold for the yaw rate deviation.

[0057] Specifically, in combination Figure 3 As shown, the electronic stability control system can determine whether the vehicle is prone to instability based on its yaw and lateral motion states during vehicle operation. In this embodiment, the electronic control unit selects yaw rate deviation and lateral acceleration as vehicle motion state parameters to determine the intervention timing of the electronic stability control system, and sets corresponding reference thresholds for each. The yaw rate deviation is used to characterize the degree of deviation between the actual yaw motion state and the target yaw motion state. The electronic control unit can calculate the yaw rate deviation based on the actual yaw rate and the target yaw rate determined based on the current driving state of the vehicle. The lateral acceleration is used to characterize the lateral motion state of the vehicle. When the vehicle performs steering, lane changing, or other lateral maneuvers, the lateral acceleration changes with the vehicle's motion state. When the lateral acceleration reaches a certain level, it can indicate that the vehicle is in a high lateral dynamic state.

[0058] In this embodiment, a neutral driving style index can be preset, and a first reference threshold and a second reference threshold corresponding to the neutral driving style index can be set. The first reference threshold is a reference threshold corresponding to the yaw rate deviation, and the second reference threshold is a reference threshold corresponding to the lateral acceleration. The electronic control unit adjusts the first reference threshold according to the difference between the driving style index and the neutral style index to obtain an adaptive threshold for the yaw rate deviation. At the same time, it adjusts the second reference threshold according to the difference between the driving style index and the neutral style index to obtain an adaptive threshold for the lateral acceleration.

[0059] When the smoothed driving style index approaches the neutral driving style index, the determined yaw rate deviation adaptive threshold and lateral acceleration adaptive threshold approach the corresponding baseline threshold. When the smoothed driving style index is higher than the neutral driving style index, it indicates that the driver's current driving operation is relatively aggressive. The electronic control unit can increase the yaw rate deviation adaptive threshold and lateral acceleration adaptive threshold, allowing the electronic stability control system to reduce unnecessary early intervention when the vehicle is still within the driver's controllable range, thereby reducing the impact of system intervention on the driver's driving intentions. When the smoothed driving style index is lower than the neutral driving style index, it indicates that the driver's current driving operation is relatively gentle. The electronic control unit can decrease the yaw rate deviation adaptive threshold and lateral acceleration adaptive threshold, allowing the electronic stability control system to intervene at an earlier stage when vehicle stability risks increase, thereby improving the timeliness of vehicle stability control. For example, as the driving style index gradually increases from a neutral level, the yaw rate deviation adaptive threshold and lateral acceleration adaptive threshold adjust to a higher level simultaneously; as the driving style index gradually decreases, the two adaptive thresholds adjust to a lower level simultaneously. Therefore, the intervention threshold of the electronic stability control system can be continuously changed according to the driver's driving style, rather than simply switching between multiple preset driving modes.

[0060] S220: Based on the difference between the driving style index and the neutral style index, the second reference threshold corresponding to the lateral acceleration is adjusted to obtain the adaptive threshold for lateral acceleration.

[0061] For details, please refer to the above description; further details will not be repeated here.

[0062] In this optional embodiment, corresponding benchmark thresholds are set for yaw rate deviation and lateral acceleration, respectively. The two benchmark thresholds are adjusted according to the difference between the driving style index and the neutral style index, thereby forming adaptive thresholds for yaw rate deviation and lateral acceleration that match the driver's current driving style. This can reflect the impact of the driver's driving style on the intervention requirements of the electronic stability control system from different vehicle motion state dimensions, avoiding the incomplete match between the vehicle stability control strategy and the actual vehicle motion state caused by adjusting only a single intervention parameter.

[0063] Optionally, after determining the adaptive threshold based on the driving style index, the intervention threshold adjustment method further includes: The adaptive thresholds for yaw rate deviation and lateral acceleration are respectively subjected to amplitude limiting processing so that the adaptive threshold for yaw rate deviation is within a first threshold range and the adaptive threshold for lateral acceleration is within a second threshold range.

[0064] Specifically, after determining the adaptive thresholds for yaw rate deviation and lateral acceleration based on the driving style index, to prevent changes in the driving style index from causing the adaptive thresholds to exceed the control range allowed by the vehicle dynamics characteristics and the electronic stability control system, the electronic control unit (ECU) performs amplitude limiting processing on the adaptive thresholds for yaw rate deviation and lateral acceleration, respectively. For example, the ECU presets a first threshold range corresponding to yaw rate deviation and a second threshold range corresponding to lateral acceleration. The first threshold range can be determined by the minimum and maximum allowable thresholds for yaw rate deviation, and the second threshold range can be determined by the minimum and maximum allowable thresholds for lateral acceleration. For the adaptive threshold for yaw rate deviation, when the adaptive threshold calculated based on the driving style index is less than the preset minimum threshold, it is adjusted to the minimum threshold; when the adaptive threshold for yaw rate deviation is greater than the preset maximum threshold, it is adjusted to the maximum threshold; when the adaptive threshold for yaw rate deviation is within the first threshold range, its calculation result is maintained. Similarly, for the adaptive threshold of lateral acceleration, when the calculated adaptive threshold of lateral acceleration is lower than the preset minimum threshold, it is limited to the corresponding minimum threshold; when the calculated adaptive threshold of lateral acceleration is higher than the preset maximum threshold, it is limited to the corresponding maximum threshold.

[0065] By using the above-mentioned limiting process, the adaptive threshold can always be kept within a pre-set reasonable range. On the one hand, when the driving style index is low, it can prevent the electronic stability control system from becoming too sensitive due to excessively lowering the threshold. On the other hand, when the driving style index is high, it can prevent the electronic stability control system from intervening too late due to excessively raising the threshold.

[0066] In one implementation, the first threshold range and the second threshold range can be determined based on vehicle dynamics characteristics, tire characteristics, vehicle control capabilities, and the safety calibration requirements of the electronic stability control system; different vehicle models can be set with different threshold ranges. Furthermore, the limiting process can be performed after each update of the adaptive threshold based on the driving style index, or it can be performed periodically according to a preset control cycle. The threshold obtained after the limiting process can be used as input parameters for subsequent driver active correction judgments and electronic stability control system intervention judgments.

[0067] In this optional embodiment, by limiting the adaptive threshold for yaw rate deviation and the adaptive threshold for lateral acceleration respectively, the two adaptive thresholds are respectively within the preset first threshold range and the second threshold range. This can prevent the adaptive threshold from being excessively reduced or increased when the driving style index is at an extreme value or undergoes abnormal changes, thereby preventing the electronic stability control system from becoming too sensitive or intervening too late.

[0068] Optionally, after determining the adaptive threshold based on the driving style index, the intervention threshold adjustment method further includes: The rate of change of the adaptive threshold for yaw rate deviation and the adaptive threshold for lateral acceleration are respectively restricted to ensure that the rate of change of the adaptive threshold for yaw rate deviation is within a first rate of change range and the rate of change of the adaptive threshold for lateral acceleration is within a second rate of change range.

[0069] Specifically, since the driver's driving style index may change with changes in driving behavior, if the adaptive threshold is updated directly based on the driving style index, the adaptive threshold may change rapidly when the driver changes driving operations in a short period of time. If the adaptive threshold changes significantly between adjacent control cycles, it may cause a sudden change in the intervention judgment condition of the electronic stability control system. Therefore, after determining the yaw rate deviation adaptive threshold and the lateral acceleration adaptive threshold, the electronic control unit limits the rate of change of the two adaptive thresholds respectively, so that they change gradually between adjacent control cycles at a preset maximum rate of change. For example, the electronic control unit can calculate the rate of change of the adaptive threshold based on the adaptive threshold obtained in the current control cycle and the adaptive threshold obtained in the previous control cycle. The electronic control unit presets a first rate of change limit. When the rate of change exceeds the first rate of change limit, the change in the current yaw rate deviation adaptive threshold is limited, so that it changes at a rate not exceeding the first rate of change limit. For example, when the yaw rate deviation adaptive threshold needs to be increased, the maximum threshold increase allowed in the current control cycle can be determined based on the first rate of change limit; when the yaw rate deviation adaptive threshold needs to be decreased, the maximum threshold decrease allowed in the current control cycle can be determined based on the corresponding rate of change limit. Similarly, the electronic control unit determines the rate of change of lateral acceleration based on the adaptive threshold of the current control cycle and the previous control cycle, and limits the rate of change according to a preset second rate of change limit.

[0070] In one implementation, a slope limitation method can be used to process the adaptive threshold. For example, the currently calculated target threshold is compared with the threshold that actually took effect in the previous control cycle. When the rate of change corresponding to the difference between the two exceeds a preset rate of change limit, the adaptive threshold is only allowed to change according to the rate of change limit, instead of directly using the currently calculated target threshold. Through the above processing, the adaptive threshold can gradually transition from one state to another. For example, when the driver gradually switches from a conservative driving state to an aggressive driving state, the yaw rate deviation adaptive threshold and the lateral acceleration adaptive threshold gradually increase without abrupt changes due to short-term changes in the driving style index; when the driver returns from an aggressive driving state to a relaxed driving state, the adaptive threshold also gradually decreases.

[0071] It should be noted that the rate of change limitation can be performed simultaneously with the amplitude limiting process. In one implementation, the target adaptive threshold can be calculated first based on the driving style index, then the target adaptive threshold can be amplitude limited, and then the rate of change of the amplitude-limited target adaptive threshold can be limited based on the actual effective threshold of the previous control cycle, so as to finally obtain the adaptive threshold actually used in the current control cycle.

[0072] In this optional embodiment, by limiting the rate of change of the yaw rate deviation adaptive threshold and the lateral acceleration adaptive threshold respectively, the adaptive threshold will not change abruptly between adjacent control cycles due to rapid changes in the driving style index. This allows the intervention threshold to gradually transition from a control state corresponding to one driving style to a control state corresponding to another driving style, avoiding sudden changes in the intervention decision boundary of the electronic stability control system.

[0073] Optionally, adjusting the adaptive threshold when it is determined that the driver is performing an active correction operation includes: When the steering direction corresponding to the driver's steering operation information is opposite to the deviation direction represented by the parameters corresponding to the vehicle's motion state, and the steering speed corresponding to the steering operation information meets the preset correction conditions, it is determined that the driver performs an active correction operation and adjusts the adaptive threshold.

[0074] Specifically, during vehicle operation, when the vehicle exhibits understeer, oversteer, or other lateral movement deviations, the driver may actively correct the steering wheel. If the electronic stability control system intervenes immediately after the driver has made this correction, the braking force applied by the system may conflict with the driver's intention, thus affecting the driver's sense of control over the vehicle. Therefore, when the vehicle's motion state approaches the current adaptive threshold, the electronic control unit further detects the driver's steering operation information and determines whether the driver is performing an active correction operation based on the relationship between the driver's steering operation and the vehicle's motion state. For example, the electronic control unit acquires parameters corresponding to the vehicle's motion state and the driver's steering operation information. The parameters corresponding to the vehicle's motion state can be yaw rate deviation, lateral acceleration, or other parameters used to characterize the vehicle's lateral stability. The electronic control unit first determines whether the vehicle's motion state is close to the current adaptive threshold. If the parameters corresponding to the vehicle's motion state have not yet reached the preset approach area, active correction confirmation may not be performed. When the parameters corresponding to the vehicle's motion state enter the preset approach area, it further determines whether the driver is performing an active correction operation.

[0075] In one implementation, a certain percentage of the parameters corresponding to the vehicle's motion state reaching the current adaptive threshold can be used as a condition for entering the active correction confirmation area. For example, when the yaw rate deviation reaches a preset percentage of the current yaw rate deviation adaptive threshold, the electronic control unit enters the active correction operation detection state. After entering the active correction operation detection state, the electronic control unit determines whether the driver is correcting the vehicle based on the relationship between the driver's steering direction and the deviation direction represented by the vehicle's motion state. For example, when the vehicle has a yaw motion tendency to deviate in the first direction, if the driver performs a steering operation in the second direction opposite to the first direction using the steering wheel, it can be considered that the steering operation has the effect of suppressing the current deviation trend of the vehicle. At this time, it can be further determined whether the driver has performed an active correction operation.

[0076] To avoid misinterpreting minor steering wheel movements by the driver as active correction operations, the electronic control unit further determines whether the steering speed corresponding to the driver's steering operation meets preset correction conditions. When the driver's steering direction is opposite to the vehicle's deviation direction and the steering speed reaches the preset correction speed, it is determined that the driver is performing an active correction operation. For example, in one embodiment, the steering wheel angular velocity being greater than the preset correction speed can be used as a confirmation condition for an active correction operation. When the steering wheel angular velocity reaches the preset correction speed and the steering direction is opposite to the vehicle's deviation direction, it is determined that the driver has a clear intention to perform an active correction operation. After determining that the driver has performed an active correction operation, the electronic control unit further adjusts the adaptive threshold determined according to the driving style to obtain the actual effective threshold.

[0077] In one implementation, the adaptive threshold can be amplified according to a preset threshold amplification factor, so that the actual effective threshold is higher than the adaptive threshold before the active correction operation is confirmed. During the period when the driver's active correction operation continues, the electronic control unit can maintain the adjusted actual effective threshold. When the driver's active correction operation ends, or when the vehicle's motion state returns to the preset stable area, further adjustment can be canceled, and the actual effective threshold can be restored to the adaptive threshold determined according to the driving style. For example, when the vehicle shows a certain degree of oversteering tendency, the driver actively corrects by turning the steering wheel in the opposite direction. If the vehicle's yaw rate deviation has not yet reached the original adaptive threshold, but has entered the active correction confirmation area, the electronic control unit detects the driver's reverse steering operation and determines that its steering speed has reached the preset correction condition. At this point, the electronic control unit raises the actual effective threshold, preventing the electronic stability control system from immediately intervening, thus allowing the driver to continue making active corrections. If the driver's active correction effectively reduces the vehicle's yaw rate deviation, moving the vehicle away from the instability zone, the electronic stability control system does not need to perform additional forced stability intervention. If the driver's active correction is insufficient to suppress the vehicle's instability trend, causing the vehicle's motion to continue to deteriorate and reach the further adjusted actual effective threshold, the electronic stability control system can still intervene in a timely manner, applying braking force to the corresponding wheels to generate yaw compensation torque to assist the vehicle in restoring stability. Therefore, this embodiment, by further recognizing the driver's active correction based on the driver's driving style adaptive threshold, achieves a secondary adjustment of the actual intervention timing of the electronic stability control system. This method can adjust the system's intervention sensitivity according to different driving styles and appropriately delay system intervention when the driver clearly expresses their intention to make active corrections, thereby reducing interference between the electronic stability control system and driver operation, while retaining the safe intervention capability of the electronic stability control system when the vehicle's motion continues to deteriorate.

[0078] In this optional embodiment, by detecting the relationship between the driver's steering operation direction and the deviation direction represented by the vehicle's motion state, and combining this with whether the driver's steering speed meets the preset correction conditions, it is determined whether the driver is actively correcting the vehicle's motion state. This can maintain the necessary vehicle stability control capability while respecting the driver's active operating intention, thus achieving a balance between driving freedom and active safety.

[0079] like Figure 4 As shown, an embodiment of the present invention provides an intervention threshold adjustment device 400, comprising: The first module 410 is used to determine the driving style index based on driving behavior characteristics; The second module 420 is used to determine an adaptive threshold based on the driving style index, the adaptive threshold including a yaw rate deviation adaptive threshold and a lateral acceleration adaptive threshold. The third module 430 is used to adjust the adaptive threshold when it is determined that the driver is performing an active correction operation, and to use the adjusted adaptive threshold as the actual effective threshold for the intervention of the electronic stability control system.

[0080] like Figure 5 As shown, an electronic device 500 provided in this embodiment of the invention includes a memory 520 and a processor 510; the memory 520 is used to store a computer program; the processor 510 is used to implement the intervention threshold adjustment method as described above when the computer program is executed.

[0081] Alternatively, an electronic device 500 includes a memory 520 and a processor 510 coupled to the memory 520; the memory 520 is configured to store a computer program; and the processor 510 is configured to perform the following operations when the computer program is executed: Determine the driving style index based on driving behavior characteristics; An adaptive threshold is determined based on the driving style index, the adaptive threshold including a yaw rate deviation adaptive threshold and a lateral acceleration adaptive threshold; When it is determined that the driver is performing an active correction operation, the adaptive threshold is adjusted, and the adjusted adaptive threshold is used as the actual effective threshold for the intervention of the electronic stability control system.

[0082] This invention provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the intervention threshold adjustment method as described above.

[0083] Alternatively, a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to perform the following operations: Determine the driving style index based on driving behavior characteristics; An adaptive threshold is determined based on the driving style index, the adaptive threshold including a yaw rate deviation adaptive threshold and a lateral acceleration adaptive threshold; When it is determined that the driver is performing an active correction operation, the adaptive threshold is adjusted, and the adjusted adaptive threshold is used as the actual effective threshold for the intervention of the electronic stability control system.

[0084] Electronic device 500, which can serve as a server or client of the present invention, is described below as an example of a hardware device applicable to various aspects of the present invention. Electronic device 500 is intended to represent various forms of digital electronic computer devices, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic device 500 can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0085] Electronic device 500 includes a computing unit that can perform various appropriate actions and processes based on a computer program stored in read-only memory (ROM) or a computer program loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The computing unit, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0086] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc. In this application, the units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of the present invention according to actual needs. Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units can be implemented in hardware or as software functional units.

[0087] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A method for adjusting an intervention threshold, characterized in that, include: Determine the driving style index based on driving behavior characteristics; An adaptive threshold is determined based on the driving style index, the adaptive threshold including a yaw rate deviation adaptive threshold and a lateral acceleration adaptive threshold; When it is determined that the driver is performing an active correction operation, the adaptive threshold is adjusted, and the adjusted adaptive threshold is used as the actual effective threshold for the intervention of the electronic stability control system.

2. The intervention threshold adjustment method according to claim 1, characterized in that, The determination of the driving style index based on driving behavior characteristics includes: The driving behavior characteristics are determined based on the driver's steering operation information, and the driving behavior characteristics include at least one of the following: steering activity characteristics, steering smoothness characteristics, steering abruptness characteristics, and return-to-center operation characteristics. After normalizing the driving behavior features, a weighted fusion is performed on the normalized driving behavior features to obtain the driving style index.

3. The intervention threshold adjustment method according to claim 2, characterized in that, After determining the driving style index based on driving behavior characteristics, the method also includes: The driving style index is smoothed according to the smoothing coefficient to obtain the smoothed driving style index.

4. The intervention threshold adjustment method according to claim 1, characterized in that, The step of determining the adaptive threshold based on the driving style index includes: Based on the difference between the driving style index and the neutral style index, the first reference threshold corresponding to the yaw rate deviation is adjusted to obtain the adaptive threshold for the yaw rate deviation. Based on the difference between the driving style index and the neutral style index, the second reference threshold corresponding to the lateral acceleration is adjusted to obtain the adaptive threshold for lateral acceleration.

5. The intervention threshold adjustment method according to claim 4, characterized in that, After determining the adaptive threshold based on the driving style index, the method further includes: The adaptive thresholds for yaw rate deviation and lateral acceleration are respectively subjected to amplitude limiting processing so that the adaptive threshold for yaw rate deviation is within a first threshold range and the adaptive threshold for lateral acceleration is within a second threshold range.

6. The intervention threshold adjustment method according to claim 4, characterized in that, After determining the adaptive threshold based on the driving style index, the method further includes: The rate of change of the adaptive threshold for yaw rate deviation and the adaptive threshold for lateral acceleration are respectively restricted to ensure that the rate of change of the adaptive threshold for yaw rate deviation is within a first rate of change range and the rate of change of the adaptive threshold for lateral acceleration is within a second rate of change range.

7. The intervention threshold adjustment method according to claim 1, characterized in that, The step of adjusting the adaptive threshold when it is determined that the driver is performing an active correction operation includes: When the steering direction corresponding to the driver's steering operation information is opposite to the deviation direction represented by the parameters corresponding to the vehicle's motion state, and the steering speed corresponding to the steering operation information meets the preset correction conditions, it is determined that the driver performs an active correction operation and adjusts the adaptive threshold.

8. An intervention threshold adjustment device, characterized in that, include: The first module is used to determine the driving style index based on driving behavior characteristics; The second module is used to determine adaptive thresholds based on the driving style index, the adaptive thresholds including yaw rate deviation adaptive thresholds and lateral acceleration adaptive thresholds; The third module is used to adjust the adaptive threshold when it is determined that the driver is performing an active correction operation, and to use the adjusted adaptive threshold as the actual effective threshold for the intervention of the electronic stability control system.

9. An electronic device, characterized in that, Including memory and processor; The memory is used to store computer programs; The processor is configured to implement the intervention threshold adjustment method as described in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that, The storage medium stores a computer program that, when executed by a processor, implements the intervention threshold adjustment method as described in any one of claims 1 to 7.

Images