Vehicle control method and vehicle

Abstract

The application relates to a vehicle control method and a vehicle, and belongs to the technical field of intelligent driving. The method comprises the following steps: judging whether the vehicle meets a preset steering condition according to real-time state parameters; then calculating a real-time yaw angle of the vehicle based on the real-time state parameters, and judging whether a preset gear shifting trigger condition is met based on the real-time yaw angle and the real-time state parameters, so as to generate a gear shifting signal and control the vehicle to shift gears through the gear shifting signal. In the application, the state of the vehicle is predicted during the driving process, and it is judged whether the vehicle can shift gears, so that the driving intention of the vehicle is autonomously recognized, the gear position is autonomously switched, the accuracy of the gear shifting timing is improved, and the problem that it is difficult for a person to manually switch the gear position when the vehicle is steering at a medium or high speed is solved.

Description

Technical Field

[0001] This application relates to the technical field of intelligent driving, and more particularly to a vehicle control method and a vehicle. Background Technology

[0002] On wet and slippery roads, vehicles are prone to turning when traveling at medium to high speeds, which not only changes their original direction of travel but also affects driving safety.

[0003] Based on the usage and safety requirements of most gear shifting scenarios, the speed range for gear shifting in existing vehicles is typically compressed to within 10 kph. At medium to high speeds, the vehicle speed exceeds the range where gear shifting is possible, and the vehicle does not respond to gear shifting, relying entirely on the driver's active operation.

[0004] The aforementioned existing technologies are highly dependent on the driver, have difficulty shifting gears, and are prone to loss of steering control and collisions. Summary of the Invention

[0005] To address the challenges of manually shifting gears when a vehicle traveling at medium to high speeds is turning, this application provides a vehicle control method and a vehicle that automatically shifts gears by monitoring the vehicle's status in real time, thus solving the problem of difficulty in manually shifting gears when a vehicle skids or fishtails while reversing at medium to high speeds.

[0006] Firstly, a vehicle control method is provided, which is applied to a chassis domain controller.

[0007] In this embodiment of the application, the vehicle control method includes: Obtain the vehicle's real-time status parameters; Based on the real-time status parameters, determine whether the vehicle meets the preset steering conditions; When the vehicle meets the steering conditions, the real-time yaw angle of the vehicle is calculated based on the real-time state parameters, and it is determined whether the preset shift trigger conditions are met based on the real-time yaw angle and the real-time state parameters. When the shift triggering condition is met, a shift signal is generated and sent to the power domain controller.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, by automatically identifying whether the vehicle is turning during driving and calculating the vehicle's real-time yaw angle, a shift signal can be automatically generated when the vehicle is nearing completion of a U-turn, enabling automatic switching between reverse and forward gears. This avoids the danger of the vehicle continuing to travel in the opposite direction after turning at high speeds due to the driver's failure to manually shift gears in time. It also eliminates the need to brake to reduce speed and then manually shift gears, maintaining the driver's original directional intention and improving safety and driving pleasure.

[0009] In this embodiment of the application, the step of determining whether the preset shift trigger condition is met based on the real-time yaw angle and the real-time state parameters includes: Based on the real-time status parameters and the real-time yaw angle, determine whether the vehicle meets the preset shift preconditions; When the vehicle meets the aforementioned shift prerequisites, the target value of the yaw angle is determined based on the real-time yaw rate and real-time steering wheel angle in the real-time status parameters. Determine whether the real-time yaw angle has reached the target yaw angle value; When the real-time yaw angle reaches the target yaw angle value, it is determined that the shift trigger condition is met.

[0010] In conjunction with the first aspect, some implementations of the first aspect first determine whether the real-time state parameters and real-time yaw angle meet the preconditions for shifting. Then, based on the real-time yaw rate and real-time steering wheel angle, the target value of the yaw angle is determined. Only when the real-time yaw angle reaches the target value and meets the shift triggering condition is a shift signal generated. Multi-condition comprehensive judgment can prevent false triggering, and the dynamic target value allows the shifting timing to adaptively adjust according to the vehicle's rotation speed and steering amplitude. Shifting is advanced when the vehicle is turning rapidly and appropriately delayed when making a smooth U-turn, thus balancing directional continuity, power continuity, and posture stability, reducing the risk of reverse drive, and improving the accuracy and robustness of automatic shifting.

[0011] In this embodiment of the application, determining the target yaw angle value based on the real-time yaw rate and real-time steering wheel angle in the real-time state parameters includes: Obtain a preset yaw angle threshold mapping relationship, which includes the correspondence between yaw angular velocity, steering wheel angle and target yaw angle value; Based on the mapping relationship between the real-time yaw rate, the real-time steering wheel angle, and the yaw angle threshold, the corresponding target yaw angle value is determined.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the correspondence between yaw rate, steering wheel angle, and target yaw angle values ​​is predetermined. In actual vehicles, by directly obtaining real-time yaw rate and real-time steering wheel angle, and combining the correspondence, the target yaw angle value can be quickly determined. This standardizes complex calibration relationships, reduces computational load, and improves response time, facilitating adjustments for different vehicle models and driving modes. Furthermore, consistent lookup table results reduce real-time calculation fluctuations and improve the repeatability and calibrability of shift timing.

[0013] In this embodiment of the application, determining whether the vehicle meets the preset shift preconditions based on the real-time state parameters and the real-time yaw angle includes: Determine whether the real-time vehicle speed in the real-time status parameters is greater than a preset first vehicle speed determination threshold. Determine whether the real-time yaw angle is within the preset yaw angle determination range; Based on whether the wheel speed information in the real-time status parameters meets the first wheel change condition; If both are true, then the vehicle is determined to meet the aforementioned shift prerequisites.

[0014] In conjunction with the first aspect, certain implementations of the first aspect set explicit preconditions for gear shifting. These include a vehicle speed condition ensuring the vehicle is in a medium-to-high speed reversing scenario, a yaw angle condition confirming the vehicle's steering is nearing completion, and wheel speed information matching the first wheel change condition to rule out single-wheel slippage or sensor noise. These three factors form a redundant check, reducing the probability of erroneous gear shifts. The shift is only triggered when the vehicle's direction of motion has genuinely changed and the speed is appropriate, thereby improving the safety and reliability of automatic gear shifting and avoiding unexpected gear changes and driving interference.

[0015] In this embodiment of the application, determining whether the vehicle meets the preset steering conditions based on the real-time state parameters includes: Determine whether the real-time vehicle speed in the real-time status parameters is greater than a preset second vehicle speed determination threshold. Determine whether the real-time yaw rate in the real-time status parameters is greater than a preset yaw rate determination threshold; Based on whether the wheel speed information in the real-time status parameters meets the conditions for the second wheel change; If all conditions are met, the vehicle is determined to meet the preset steering conditions.

[0016] In conjunction with the first aspect, in some implementations of the first aspect, the steering conditions include a real-time vehicle speed greater than a second vehicle speed threshold, a real-time yaw rate greater than a yaw rate threshold, and wheel speed information satisfying the second wheel change condition. Real-time vehicle speed ensures the vehicle is in a high-speed driving state, real-time yaw rate reflects the vehicle's rapid rotation around its vertical axis, and wheel speed information meeting the conditions indicates a substantial change in the direction of motion. The combination of these three factors can confirm, from a dynamic perspective, that the vehicle is steering at high speed, excluding normal reversing steering and low-speed parking. This allows for timely and accurate subsequent yaw angle calculation and gear shifting decisions, providing a reliable triggering premise for safe automatic gear shifting, reducing missed and false judgments, and improving the system's response accuracy.

[0017] In this embodiment of the application, the vehicle control method further includes: If the real-time vehicle speed is greater than a preset first vehicle speed threshold, the vehicle gear is switched according to the shift signal; otherwise, the shift signal is not responded to.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, after generating the shift signal, it is then determined whether the real-time vehicle speed exceeds a first vehicle speed threshold. If so, gear shifting is executed according to the signal; otherwise, it is not executed. This vehicle speed determination ensures that automatic gear shifting only occurs when the vehicle is turning at medium to high speeds, while at low speeds, the shift is returned to the driver, avoiding deviations from parking or stopping intentions. Automatic shifting at high speeds prevents the vehicle from continuing to travel in the opposite direction after turning, improving safety. At the same time, not executing at low speeds retains the flexibility of manual control. This achieves layered vehicle speed management, making automatic gear shifting both safe and in line with driver intentions, reducing erroneous intervention.

[0019] In this embodiment of the application, the vehicle control method further includes: Determine whether the real-time vehicle speed is less than a preset second vehicle speed determination threshold. If so, control the vehicle to run according to the user's gear shifting operation; wherein the second vehicle speed determination threshold is less than the first vehicle speed determination threshold.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, it is determined whether the vehicle speed is less than a second vehicle speed threshold. If so, the user's gear shifting operation is followed, and the second vehicle speed threshold is less than the first vehicle speed threshold. This setting creates a low-speed manual zone, returning gear control to the driver in scenarios such as parking, fine-tuning, and stopping after a U-turn. Automatic gear shifting does not intervene, avoiding conflict with the driver's intentions and also avoiding the uncontrollable risks brought about by automatic gear shifting at low speeds. The driver can have complete control over the gear direction, improving operational flexibility and precise control capabilities, while ensuring safety in low-speed conditions.

[0021] In this embodiment of the application, the vehicle control method further includes: Determine whether the real-time vehicle speed is greater than the second vehicle speed determination threshold and less than the first vehicle speed determination threshold. If so, the vehicle will not respond to the shift signal or the user's shift operation.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, it is determined whether the vehicle speed is greater than a first vehicle speed threshold and less than a second vehicle speed threshold. If so, neither the shift signal nor the shift operation is responded to. This intermediate speed range serves as a shift prohibition zone to avoid conflicts between automatic and manual shifting, and also to prevent frequent gear changes when the intention is unclear. Maintaining the current gear makes vehicle behavior predictable, prevents power interruption and sudden attitude changes, and improves stability during transitional operating conditions.

[0023] In this embodiment of the application, the calculation of the vehicle's real-time yaw angle based on the real-time state parameters includes: Determine the starting time of the yaw angle integral; Starting from the initial moment of the yaw angle integral, the yaw rate in the real-time state parameters is obtained; The yaw rate is integrated over time to obtain the real-time yaw angle of the vehicle relative to the starting moment of the yaw angle integration.

[0024] In conjunction with the first aspect, in some implementations of the first aspect, a yaw rate sensor is typically already configured. After determining the start time of integration, the yaw angle of the vehicle relative to the original direction can be continuously obtained through integration, eliminating the need for expensive direct measurement sensors, thus reducing costs and facilitating engineering implementation. This continuous yaw angle provides a basic attitude quantity for determining the shift timing after the steering conditions are met, enabling the vehicle to judge the degree of steering completion in real time, providing a data basis for automatic gear shifting judgment.

[0025] Secondly, a vehicle control system is provided for use in a vehicle. This system includes: The data acquisition module is configured to acquire the vehicle's real-time status parameters; The condition judgment module is configured to determine whether the vehicle meets the preset steering conditions based on the real-time status parameters. The signal generation module is configured to calculate the real-time yaw angle of the vehicle based on the real-time state parameters when the vehicle meets the steering conditions, and to determine whether a preset shift trigger bar is met based on the real-time yaw angle and the real-time state parameters. When the shift triggering condition is met, a shift signal is generated and sent to the power domain controller.

[0026] Thirdly, a computer program product is provided, the computer program product comprising: computer program code, which, when run on a computer, causes the computer to execute the vehicle control method of the first aspect described above.

[0027] Fourthly, a computer-readable storage medium is provided that stores computer program code, which is executed by one or more processors, such that when the computer program code is run on a processor, an apparatus including the one or more processors performs the vehicle control method of the first aspect described above.

[0028] Fifthly, embodiments of this application provide a chip system including a processor for calling a computer program or computer instructions stored in a memory, so that the processor executes the vehicle control method of the first aspect described above.

[0029] In a sixth aspect, an electronic device according to an embodiment of this application includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it causes the electronic device to implement the vehicle control method of the first aspect.

[0030] In a seventh aspect, a vehicle is provided. The vehicle includes the vehicle control system described in the second aspect above, or the computer-readable storage medium described in the fourth aspect above, or the chip system described in the fifth aspect above, or the electronic device described in the sixth aspect above.

[0031] The beneficial effects of the technical solutions provided in this application include at least the following: The vehicle control method and vehicle provided in this application embodiment collect real-time vehicle speed, real-time yaw rate, wheel speed information, etc. during the vehicle's driving process to determine whether the vehicle can shift gears. This achieves the effect of the vehicle autonomously recognizing driving intentions and autonomously completing gear shifting, solving the problem of the difficulty of manually shifting gears when a vehicle traveling at medium to high speeds is turning.

[0032] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this application more apparent, specific embodiments of this application are given below. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the vehicle control method according to an embodiment of this application.

[0035] Figure 2 This is another schematic diagram of the vehicle control method according to an embodiment of this application.

[0036] Figure 3 This is another schematic diagram of the vehicle control method according to an embodiment of this application.

[0037] Figure 4 This is a schematic diagram of the architecture of the vehicle control system according to an embodiment of this application.

[0038] In the diagram, 401 is the data acquisition module; 402 is the condition judgment module; and 403 is the signal generation module. Detailed Implementation

[0039] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0040] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0041] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0042] In the embodiments provided in this application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0043] In the automotive industry, existing vehicle gear shifting designs are typically based on the usage and safety needs of most shifting scenarios, compressing the speed range of forward and reverse gear shifting to within 10 kph, in order to avoid unexpected gear shifting above 10 kph that could cause severe vehicle deceleration and difficulty in handling.

[0044] The vehicle's gears include R, N, and D.

[0045] R gear is reverse gear, which makes the vehicle move backward.

[0046] N gear is neutral, cutting off power transmission between the engine or motor and the transmission output shaft.

[0047] D gear is the forward gear, allowing the vehicle to drive normally.

[0048] On slippery roads, vehicles traveling at medium to high speeds are prone to skidding, causing them to veer sharply. When turning, drivers typically need to grip the steering wheel tightly to maintain control of the vehicle, leaving them little time to brake, slow down, or manually shift gears. If the driver fails to brake in time to reduce speed or bring the vehicle to a stop and manually shift gears, the vehicle will continue traveling in the opposite direction after the sharp turn. However, drivers usually intend to maintain their original direction of travel, not to stop and change direction. Therefore, a sudden reversal of direction can catch the driver off guard, increasing the risk of loss of control and collision.

[0049] Furthermore, when driving a vehicle in a specific location, if the driver performs a drift, they still need to maintain the original direction of travel. At this time, they need to apply the brakes to reduce speed and manually shift gears, which greatly reduces the driving and handling pleasure.

[0050] In existing technologies, there is a lack of design for vehicle attitude perception and automatic gear shifting direction. All of them rely on manual gear shifting by the driver, which leads to difficulties in controlling the timing of gear shifts and high operating difficulty when the vehicle is moving at medium and high speeds.

[0051] Based on the above application scenarios, this application proposes a vehicle control method.

[0052] Figure 1 This is a schematic flowchart illustrating a vehicle control method provided in this embodiment. The method is applicable to vehicles. The method includes the following steps.

[0053] S101. Obtain the real-time status parameters of the vehicle.

[0054] During driving, real-time status parameters include, but are not limited to, real-time vehicle speed, real-time yaw rate and wheel speed information. Wheel speed information is used to characterize at least the wheel speed and rotation direction of the corresponding wheel.

[0055] S102. Determine whether the vehicle meets the preset steering conditions based on real-time status parameters.

[0056] Specifically, based on real-time vehicle speed, real-time yaw rate, and wheel speed information from real-time status parameters, it is determined whether the vehicle meets preset steering conditions. Among these, the steering conditions are used to determine whether the vehicle is making a U-turn.

[0057] S103. When the vehicle meets the steering conditions, calculate the real-time yaw angle of the vehicle based on the real-time state parameters, and determine whether the preset shift trigger conditions are met based on the real-time yaw angle and the real-time state parameters.

[0058] Specifically, the real-time yaw angle is calculated based on the real-time yaw rate in the real-time state parameters.

[0059] Specifically, the system determines whether the shift trigger conditions are met based on real-time yaw angle, real-time vehicle speed, and wheel speed information.

[0060] S104. When the shift triggering condition is met, a shift signal is generated and sent to the power domain controller.

[0061] In this embodiment of the application, during the vehicle's movement, the yaw angle represents the degree of deflection of the vehicle's front end relative to the original direction of travel, and can directly reflect the progress of the vehicle's steering.

[0062] When a vehicle travels at medium to high speeds on slippery surfaces or other surfaces with low coefficients of friction, it is prone to skidding. In this situation, the front of the vehicle will rapidly rotate around its vertical axis, and the yaw angle will continuously increase. Based on this, the vehicle quickly determines whether it meets the steering conditions by monitoring real-time vehicle speed, real-time yaw rate, and wheel speed information in real-time status parameters. Once the conditions are met, the system further checks whether the real-time yaw angle and the real-time vehicle speed and wheel speed information in the real-time status parameters meet the shift trigger conditions. If the shift trigger conditions are met, a shift signal is generated, allowing the powertrain to automatically shift gears. This process enables automatic gear shifting, breaking the traditional constraints of manual driver operation and low-speed limitations, and avoiding the risk of collisions caused by failure to shift gears in time after a turn at medium to high speeds.

[0063] In real-world driving scenarios involving rapid vehicle turns, drivers must exert maximum effort to maintain control, often leaving them no time to brake or shift gears. Furthermore, in certain terrains, drivers require continuous maneuvering to control the vehicle's direction, making the process complex and prone to loss of control. This application addresses this by automatically recognizing vehicle steering and proactively shifting gears. Drivers no longer need to be distracted by shifting gears while maintaining full control; they can simply use the accelerator and brake to decide whether to continue forward or decelerate to a stop. This enhances active safety while preserving the continuity and driving pleasure of dynamic drifting.

[0064] In existing technologies, there is usually a lack of methods for automatic gear shifting in vehicles, or methods that rely solely on fixed speed thresholds to determine whether gear shifting is permitted. However, fixed thresholds cannot adapt to different steering angles, which can easily lead to premature, late, or false gear shifts. Furthermore, relying on a single signal for judgment results in low reliability and makes it difficult to cope with complex road surfaces and sensor fluctuations.

[0065] To solve the above problems, such as Figure 2 As shown, in one embodiment of this application, determining whether a preset shift trigger bar is met based on real-time yaw angle and real-time state parameters includes: S201 determines whether the vehicle meets the preset shift conditions based on real-time status parameters and real-time yaw angle.

[0066] Specifically, based on the real-time vehicle speed, wheel speed information, and real-time yaw angle in the real-time status parameters, it is determined whether the vehicle meets the preset preconditions for shifting.

[0067] S202, when the vehicle meets the preconditions for shifting, determine the target value of the yaw angle based on the real-time yaw rate and real-time steering wheel angle in the real-time state parameters. Specifically, the larger the real-time yaw rate, the smaller the corresponding target yaw angle value; conversely, the smaller the real-time yaw rate, the larger the corresponding target yaw angle value.

[0068] The larger the real-time steering wheel angle, the smaller the corresponding target yaw angle value; conversely, the smaller the real-time steering wheel angle, the larger the corresponding target yaw angle value.

[0069] S203, determine whether the real-time yaw angle has reached the yaw angle target.

[0070] S204, when the real-time yaw angle reaches the target value of the yaw angle, it is determined that the shift trigger condition is met.

[0071] In this embodiment, the accuracy and robustness of gear shift triggering are significantly improved through multi-data joint judgment. First, conditional judgment is performed using real-time vehicle speed, wheel speed information, and real-time yaw angle to ensure that gear shifting is only triggered when the vehicle is actually turning and the vehicle speed is appropriate, and the wheel speed information meets the conditions, avoiding false triggering by a single signal. Second, the target yaw angle is not a fixed value but is dynamically determined based on the real-time yaw rate and steering wheel angle. A larger yaw rate and steering wheel angle result in a smaller target yaw angle, leading to earlier gear shifting and timely switching of power direction to prevent the vehicle from continuing to drive in the opposite direction during violent tail-swings. Conversely, a smaller yaw rate and steering wheel angle result in a larger target yaw angle, appropriately delaying gear shifting to avoid power interruption or sudden attitude changes. This dynamic adjustment matches the timing of gear shift triggering with the actual dynamics of the vehicle, accommodating both aggressive and smooth driving needs. Finally, a shift signal is generated by comparing the real-time yaw angle with the target yaw angle value, so that the shift timing is dynamically and adaptively adjusted with the vehicle. When the real-time yaw angle reaches the target value, it indicates that the vehicle steering is close to completion. At this time, the shift can ensure smooth steering transition and avoid power interruption and attitude instability caused by premature shifting, thus taking into account safety, smoothness and power continuity.

[0072] In one embodiment of this application, as Figure 3 As shown, the target yaw angle value is determined based on the real-time yaw rate and real-time steering wheel angle from the real-time state parameters, including: S301, obtain the preset yaw angle threshold mapping relationship, which includes the correspondence between yaw angular velocity, steering wheel angle and target yaw angle value.

[0073] Specifically, a yaw angle threshold table is constructed, and the yaw angle threshold mapping relationship is stored based on the form of the yaw angle threshold table. The yaw angle threshold table includes multiple yaw rate intervals, multiple steering wheel angle intervals, and target yaw angle values ​​corresponding to combinations of different yaw rate intervals and steering wheel angle intervals.

[0074] Specifically, different yaw angle threshold tables are used when the vehicle turns in different directions.

[0075] For example, when a vehicle is making a clockwise drift and U-turn, the yaw angle thresholds are shown in the table below.

[0076]

[0077] Where φ is the real-time steering wheel angle.

[0078] In the table, "left" indicates that the steering wheel is turned to the left, that is, turned counterclockwise, corresponding to the vehicle turning to the left.

[0079] In the table, "right" indicates that the steering wheel is turned to the right, that is, clockwise, which corresponds to the vehicle turning to the right.

[0080] φ≥left 30° indicates that the steering wheel is turned 30° or more to the left.

[0081] Left 15°<φ≤left 30° indicates that the steering wheel is turned to the left at an angle greater than 15° and less than or equal to 30°.

[0082] φ≤left 15° indicates that the steering wheel is turned 15° or less to the left.

[0083] φ≤15° to the right indicates that the steering wheel is turned 15° or less to the right.

[0084] "Right 15°<φ≤Right 30°" means that the steering wheel is turned to the right at an angle greater than 15° and less than or equal to 30°.

[0085] S302 determines the corresponding target yaw angle value based on the mapping relationship between real-time yaw rate, real-time steering wheel angle, and yaw angle threshold.

[0086] Specifically, based on the yaw rate range where the real-time yaw rate is located and the steering wheel angle range where the real-time steering wheel angle is located, the corresponding yaw angle target value is determined in the yaw angle threshold table.

[0087] In this embodiment, the complex nonlinear relationship between yaw rate, steering wheel angle, and target yaw angle is solidified through a pre-calibrated yaw angle threshold table. This table uses yaw rate intervals as rows and steering wheel angle intervals as columns, with the data within the table representing the corresponding target yaw angle values. This transforms the multidimensional nonlinear mapping relationship into a two-dimensional lookup table operation. By combining the actual detected data with the preset yaw angle threshold mapping relationship, the expected value is quickly obtained, balancing computational efficiency, response speed, fault tolerance, and platform adaptability while reducing computational costs, thus facilitating rapid mass production.

[0088] In real-world vehicle control, the vehicle only needs to read the real-time yaw rate and real-time steering wheel angle. Based on the range of these values, the system can quickly look up and determine the most suitable target yaw angle value for the current operating condition in a threshold table. This table-based method requires minimal computation, eliminates the need for real-time solution of complex functions or iterative calculations, offers fast response times, is suitable for embedded real-time control, has low processor power requirements, and is beneficial for widespread application in mass-produced vehicles.

[0089] Meanwhile, the yaw angle threshold table makes the calibration of shift timing very flexible. Different models and different driving modes can adjust the shift characteristics by modifying the table data without changing the control program architecture.

[0090] For example, in Sport mode, the target yaw angle can be appropriately reduced to allow for earlier gear shifts. In Comfort mode, the target yaw angle can be appropriately increased to allow for smoother gear shifts. This requires no changes to the control program architecture, significantly shortening the development cycle and reducing calibration costs.

[0091] The interval design of the yaw angle threshold table also has fault tolerance. Even if the sensor signal fluctuates slightly, as long as it falls within the same interval, the target value remains stable, avoiding frequent shift timing jumps and improving system consistency and calibrability.

[0092] In addition, when the signal is near the interval boundary, jitter can be further suppressed through hysteresis design or filtering to ensure the stability of shift decisions.

[0093] In one embodiment of this application, the target value of the yaw angle in the yaw angle threshold table can be determined empirically or further corrected by the rate of change of the yaw angle velocity.

[0094] Specifically, when the yaw rate is rapidly decreasing, it indicates that the vehicle's rotational trend is about to stop, and the gear shift can be appropriately delayed to avoid a sudden change in power after shifting, which could cause the vehicle to sway in the opposite direction. When the yaw rate is still rapidly increasing, it indicates that the vehicle's steering amplitude is increasing, and the gear shift should be made earlier to quickly change the direction of power. This ensures that the gear shift timing matches not only the current yaw angle but also the dynamic trend of the vehicle's rotation, improving attitude stability.

[0095] In one embodiment of this application, determining whether the vehicle meets preset shift preconditions based on real-time state parameters and real-time yaw angle includes: Determine whether the real-time vehicle speed in the real-time status parameters is greater than the preset first vehicle speed determination threshold.

[0096] Determine whether the real-time yaw angle is within the preset yaw angle judgment range.

[0097] Based on whether the wheel speed information in the real-time status parameters meets the conditions for the change of the first wheel.

[0098] Specifically, the first wheel change condition is set to the change in the rotation direction of at least three wheels in the vehicle.

[0099] If all conditions are met, the vehicle is deemed to have met the prerequisites for shifting gears.

[0100] The first vehicle speed determination threshold can be set to 20 kph.

[0101] The preset yaw angle determination range can be set to [162°, 135°].

[0102] In this embodiment, a multi-redundant shifting mechanism is constructed through the AND logic judgment of three conditions: real-time vehicle speed, real-time yaw angle, and wheel speed information. When the real-time vehicle speed exceeds a first speed threshold, it ensures the vehicle is in a medium-to-high speed driving state, indicating that the driver typically has a clear intention to maintain the original direction.

[0103] Specifically, when the real-time vehicle speed is higher than the first vehicle speed judgment threshold, and the driver slips and steers while driving at medium to high speed, the driver's true intention is usually to continue driving forward after turning, rather than to stop and change direction. Therefore, allowing automatic gear shifting at this time is in line with the driver's expectations.

[0104] When the real-time yaw angle is within the preset yaw angle judgment range, it indicates that the U-turn is nearing completion. It should be noted that a yaw angle that is too small indicates the U-turn is not yet fully completed, and shifting gears at this point may result in a lack of smooth steering transition. A yaw angle that is too large indicates the U-turn has exceeded the ideal shifting window, potentially missing the optimal timing. Therefore, limiting the yaw angle within a reasonable range ensures that gear shifting occurs at the appropriate moment when the U-turn is nearing completion and the steering is about to return to normal.

[0105] At least three wheels changed their rotation direction, confirming a substantial change in the overall vehicle's direction of motion, rather than individual wheel slippage or sensor noise. Changes in the direction of a single wheel or two wheels may be caused by localized slippery road conditions, single-wheel lock-up, or momentary sensor malfunctions, and are insufficient to indicate a change in the overall vehicle's direction of motion. When at least three of the four wheels deflect in different directions, it indicates that the vehicle as a whole has entered a new direction of motion, providing sufficient kinematic justification for gear shifting.

[0106] In this application, shifting is only permitted when all three conditions mentioned above are met simultaneously, greatly reducing the probability of false triggering and avoiding incorrect gear shifting during low-speed parking, slight skidding, or normal reversing and turning. The combined determination of multiple conditions improves the reliability of automatic shifting, enhances the vehicle's robustness to complex road conditions and sensor anomalies, and provides a solid decision-making basis for safe automatic shifting.

[0107] In one embodiment of this application, determining whether a vehicle meets preset steering conditions based on real-time state parameters includes: Determine whether the real-time vehicle speed in the real-time status parameters is greater than the preset second vehicle speed determination threshold.

[0108] Determine whether the real-time yaw rate in the real-time status parameters is greater than the preset yaw rate threshold.

[0109] Determine whether the wheel speed information in the real-time status parameters meets the conditions for the change of the second wheel.

[0110] Specifically, the second wheel change condition is set to whether the wheel speed of at least two wheels in the vehicle gradually decreases from the wheel speed corresponding to the first direction to zero or the difference from zero is lower than a preset wheel speed determination threshold, and then changes to the wheel speed corresponding to the second direction, which is opposite to the first direction.

[0111] If all conditions are met, the vehicle is determined to meet the preset steering conditions.

[0112] The second vehicle speed determination threshold can be set to 10 kph.

[0113] Specifically, in the process of determining the wheel speed and its direction, the real-time vehicle speed must be above the second vehicle speed determination threshold, and at the same time, it is determined whether the wheel speed changes from any value to zero. After reaching zero, the wheel rotates in the opposite direction of the original direction.

[0114] In this embodiment, real-time vehicle speed, real-time yaw rate, and wheel speed information are combined to determine whether the steering conditions are met. When the vehicle speed is lower than the second vehicle speed threshold, the vehicle is usually in a low-speed parking or fine-tuning state. At this time, even if there is slight slippage, it is not enough to require automatic gear shifting. However, when the real-time vehicle speed is higher than the second vehicle speed threshold, it indicates that the vehicle is traveling at medium to high speed and there is a possibility of dangerous fishtailing. Therefore, using vehicle speed as one of the judgment conditions can effectively narrow the identification range.

[0115] A real-time yaw rate exceeding the yaw rate threshold indicates that the vehicle is rapidly rotating around its vertical axis, consistent with the most typical dynamic characteristics of a fishtail. Therefore, as a direct physical quantity for measuring how fast a vehicle rotates around its vertical axis, when the yaw rate exceeds the calibrated threshold, it indicates that the vehicle has entered a significant skidding steering state, rather than a slight sway caused by normal steering or road bumps.

[0116] A change in the direction of the wheels indicates that the vehicle's actual direction of motion has changed. This is an important basis for confirming from a kinematic perspective that the vehicle has made a U-turn. If the wheels continue to rotate in their original direction, even if the yaw rate is large, it may only be a body sway rather than a true turn.

[0117] The combination of these three factors accurately detects turning and U-turns, effectively eliminating interference from normal reversing turns, low-speed maneuvering, and road bumps. For example, during a normal reversing turn, the vehicle speed may be relatively high, but the yaw rate usually does not exceed a threshold, and the wheel direction does not reverse. During low-speed maneuvering, the wheel direction may change, but neither the vehicle speed nor the yaw rate meets the requirements. Road bumps may cause instantaneous fluctuations in the yaw rate, but the wheel direction does not continuously reverse. Therefore, all three conditions must be met simultaneously to determine if a turning condition is met, significantly improving recognition accuracy.

[0118] Once the steering conditions are confirmed, the vehicle can quickly start calculating the yaw angle and determining the shift trigger conditions, thus gaining valuable time for automatic shifting. The judgment logic is simple and reliable, and the required signals can all be provided by conventional sensors. No additional hardware is required, resulting in low cost and timely response. While ensuring recognition accuracy, it also takes into account engineering feasibility and economy, thereby improving the active safety performance of the entire vehicle.

[0119] In one embodiment of this application, in addition to setting the yaw rate threshold based on human experience, the yaw rate threshold can also be determined based on the road surface adhesion coefficient.

[0120] Specifically, the current road surface adhesion coefficient is estimated using signals from wheel speed sensors, acceleration sensors, and yaw rate sensors, employing either the slope method or Kalman filtering. The yaw rate threshold is then dynamically adjusted based on the adhesion coefficient.

[0121] For example, if the road surface adhesion coefficient is low, the vehicle is on a low-adhesion surface. In this case, lowering the yaw rate threshold helps identify fishtailing earlier, increasing the target yaw rate value, and preventing premature gear shifting that could lead to vehicle instability. Conversely, if the road surface adhesion coefficient is high, the vehicle is on a high-adhesion surface. In this case, the yaw rate threshold can be appropriately increased to delay gear shifting and ensure continuous power delivery.

[0122] Vehicle drift dynamics vary significantly under different road surface adhesion conditions. Low-traction surfaces are more prone to drifting, and sudden torque changes during gear shifts can trigger secondary instability, thus requiring earlier identification and more cautious gear shifting. High-traction surfaces offer more controllable vehicle posture, allowing for appropriately delayed gear shifts to maintain power. Through adaptive adjustments, the system can achieve optimal shift timing under various road conditions, improving active safety and driving comfort. This solution is particularly suitable for all-terrain vehicles or vehicles frequently driven on wet, slippery, or icy roads.

[0123] Currently, to ensure driving safety, gear shifting is limited to below 10 kph to prevent accidental shifting at medium to high speeds. At medium to high speeds, gear shifting is not initiated and relies entirely on manual operation by the driver. This results in the vehicle failing to automatically shift gears after a fishtailing maneuver at medium to high speeds, causing it to continue moving in the opposite direction. At low speeds, it remains completely dependent on the driver, leading to low automation and insufficient safety. However, during driving, drivers do not need to shift gears every time they make a fishtailing maneuver. Therefore, the vehicle must not only execute the automatic shifting logic but also respect the driver's intention to manually shift gears.

[0124] To simultaneously meet the needs of intelligent gear shifting in vehicles and the actual needs of drivers, in one embodiment of this application, the vehicle control method further includes: Determine whether the real-time vehicle speed is greater than a preset first vehicle speed threshold. If so, switch the vehicle's gear according to the shift signal; otherwise, do not control the vehicle to shift gears according to the shift signal.

[0125] In this embodiment, a vehicle speed gating is added after the shift signal is generated to ensure that automatic shifting is only executed when the vehicle speed is higher than a first speed threshold. When the vehicle speed is high, the driver may experience a fishtailing motion at medium to high speeds, typically intending to make a U-turn and continue driving forward. Executing automatic shifting at this time prevents the vehicle from turning around and traveling in the opposite direction, eliminating safety hazards. When the vehicle speed is lower than the first speed threshold, the driver may be parking, making minor adjustments, or preparing to stop, with unclear intentions. Forcing automatic shifting might go against the driver's wishes. Therefore, the shift signal is not executed, returning control to the driver, respecting driving intentions while avoiding control conflicts caused by automatic shifting at low speeds. This speed-layered execution strategy strikes a balance between safety and intention, making automatic shifting more intelligent and user-friendly.

[0126] In one embodiment of this application, the vehicle control method further includes: The system determines whether the real-time vehicle speed is less than a preset second speed threshold. If so, it controls the vehicle to operate according to the user's gear shifting operation. The second speed threshold is less than the first speed threshold.

[0127] This application embodiment further clarifies the control method that prioritizes manual control in the low-speed range. When the vehicle speed is below a second speed threshold, the vehicle is determined to be in a low-speed fine-tuning operation scenario, such as parking, reversing into a parking space, or making minor adjustments after a U-turn. At this time, the driver has a clear need for control over the gear direction, and automatic gear shifting may interfere with the driving intention. In this case, the vehicle does not execute the automatic gear shifting logic and controls the vehicle operation according to the user's gear shifting operation. The driver can freely switch between different gears to precisely control the vehicle's movement, improving operational flexibility and safety in low-speed conditions. At the same time, the second speed threshold is lower than the first speed threshold, clearly distinguishing between the low-speed manual zone and the medium-to-high-speed automatic zone, while leaving a transition between the two to avoid frequent switching between automatic and manual control when the vehicle speed fluctuates near the threshold, ensuring a consistent driving experience and reflecting respect for the driver's intention.

[0128] In one embodiment of this application, the vehicle control method further includes: Determine whether the real-time vehicle speed is greater than the second vehicle speed threshold and less than the first vehicle speed threshold. If so, the vehicle will not respond to the shift signal or the user's shift operation.

[0129] In this embodiment, an intermediate transition zone, namely a shift-prohibited zone, is set between the low-speed manual zone and the high-speed automatic zone. When the vehicle speed is between a first vehicle speed threshold and a second vehicle speed threshold, the driver's intention may be unclear, and the vehicle's dynamics may be in a critical state. If automatic shifting is executed at this time, it may violate the driver's intention due to inaccurate intention judgment. If the system responds to the user's manual shifting, it may cause the vehicle to stop suddenly, resulting in power interruption and affecting driving safety. At this time, the vehicle chooses to keep the gear unchanged, neither shifting automatically nor responding to manual shifting, so that the vehicle behavior remains predictable, avoiding sudden changes in attitude or power fluctuations caused by shifting, and improving stability and safety in transitional conditions.

[0130] At the same time, prohibiting gear shifting also provides the driver with a window of opportunity to make a calm judgment. Once the vehicle speed has clearly fallen into the low or high speed range, the appropriate control strategy can then be handed over to handle the situation, effectively preventing gear shifting conflicts and improving the overall robustness of the vehicle.

[0131] Specifically, the vehicle has a pre-set first speed threshold and a second speed threshold, with the second speed threshold being lower than the first speed threshold. During vehicle operation, when the real-time speed exceeds the first speed threshold, the vehicle is in the high-speed automatic zone. In this state, the driver cannot immediately shift gears, and the vehicle automatically shifts according to the shift signal. When the real-time speed is below the second speed threshold, the vehicle is in the low-speed manual zone. The driver can manually shift gears, and this operation takes priority, meaning the vehicle is controlled according to the user's shifting commands. When the real-time speed exceeds the second speed threshold but is less than the first speed threshold, the vehicle is in the transition prohibition zone. In this zone, the vehicle speed is high, and the driver's intention is unclear. For driving safety, the vehicle neither responds to shift signals nor to user shifting commands, maintaining the current gear. In the transition prohibition zone, if the real-time speed continues to rise above the first speed threshold, the vehicle automatically enters the high-speed automatic zone; if the speed continues to fall below the second speed threshold, the vehicle automatically enters the low-speed manual zone.

[0132] The vehicle control method provided in this application is adapted to scenarios where the vehicle automatically switches to forward gear after a fishtailing and U-turn while driving in reverse.

[0133] During high-speed reverse driving, the system continuously collects motion status information such as real-time vehicle speed, real-time yaw rate, wheel rotation direction, and steering wheel angle. When the real-time vehicle speed exceeds a second speed threshold, the yaw rate exceeds the threshold, and the wheel rotation direction changes, the vehicle is deemed to meet the turning conditions, indicating that it has entered a U-turn state. The yaw rate is then integrated to obtain the real-time yaw angle. When the real-time vehicle speed exceeds a first speed threshold, the real-time yaw angle is within a preset range, and at least three wheel rotation directions change, the shift prerequisites are met. The system then queries the yaw angle threshold table based on the real-time yaw rate and steering wheel angle to obtain the target yaw angle value corresponding to the current vehicle state. When the real-time yaw angle reaches the target value, a shift signal is generated. Upon receiving the shift signal, the power control system, combined with the real-time vehicle speed exceeding the first speed threshold, automatically shifts the vehicle from R to D gear.

[0134] When shifting gears according to the shift signal, it can also be set to shift from R to N, and then from N to D. After receiving the shift signal, the vehicle first controls the transmission to shift from R to N, briefly interrupting power, and then shifts to D and gradually restores torque. During N, the engine speed is synchronized to the target value through motor or engine torque control to reduce shift shock. At the same time, the N dwell time is adjusted according to vehicle speed and yaw rate of change; the higher the vehicle speed and the faster the yaw rate of change, the shorter the dwell time, to quickly complete the direction change.

[0135] It should be noted that the vehicle control method provided in this application is not limited to the single scenario of automatically switching to forward gear after a fishtailing or U-turn while driving in reverse gear, but can be adapted to various working conditions in which the vehicle undergoes significant changes in posture such as turning, skidding, fishtailing or U-turn while moving at medium and high speeds.

[0136] When the vehicle is traveling at high speed in D gear, if a fishtailing or U-turn occurs due to a sharp turn, low-traction road surface, or drifting maneuver, the chassis control system collects real-time motion status information such as vehicle speed, yaw rate, wheel rotation direction, and steering wheel angle. Based on changes in real-time vehicle speed, yaw rate, and wheel rotation direction, it determines whether the vehicle meets the steering conditions. Once the steering conditions are met, the yaw rate is integrated to obtain the real-time yaw angle. A shift prerequisite condition is set for this condition, and based on changes in real-time vehicle speed, yaw angle, and wheel rotation direction, it is determined whether the shift prerequisite condition is met. If the shift prerequisite condition is met, the yaw angle threshold table calibrated for this condition is consulted based on the real-time yaw rate and steering wheel angle to obtain the target yaw angle value corresponding to the current vehicle state. When the real-time yaw angle reaches this target value, a shift signal is generated to switch from D gear to R gear. The powertrain control system further combines this with the real-time vehicle speed to shift the gear from D gear to R gear. After shifting gears, the vehicle's direction of movement is aligned with the direction the car is facing. The driver can continue driving in the original intended direction by pressing the accelerator, or slow down and stop by releasing the accelerator and applying the brakes. This avoids the confusion caused by the car's direction of movement being opposite to the direction the car is facing, thus improving active safety and driving continuity.

[0137] In this situation, when shifting gears, you can switch from D to N and then from N to R.

[0138] Furthermore, this application can also be applied to dynamic steering scenarios of four-wheel drive or rear-wheel drive vehicles on low-traction surfaces such as ice, snow, wet, slippery, and gravel roads. If the vehicle is in reverse gear and a drift / spin-off is nearing completion, the vehicle will switch from reverse to drive (D). If the vehicle is in drive (D) and a drift / spin-off is nearing completion, the vehicle will switch from drive (D) to reverse. If it is only a sideslip and there is no situation where the gear direction is opposite to the direction of movement, the current gear will be maintained, and the vehicle's own electronic stability control system and torque control will stabilize the vehicle.

[0139] For the different scenarios mentioned above, the data involved in steering judgment and shift timing decision, such as the yaw angle judgment range, yaw rate judgment threshold, yaw angle threshold table, vehicle speed judgment threshold, and wheel change conditions, all need to be matched and optimized according to the specific vehicle model, drive type, suspension characteristics, tire specifications, road surface adhesion conditions, driving mode, and experimental calibration results.

[0140] For example, for sporty vehicles, the target yaw angle can be appropriately reduced to allow for earlier gear shifts, ensuring smooth power delivery. For low-traction surfaces or snow driving modes, the yaw rate threshold can be appropriately increased to prevent accidental gear shifts due to road bumps or slight sideslip. For front-wheel drive, rear-wheel drive, or four-wheel drive vehicles, the yaw angle threshold tables need to be calibrated separately due to differences in drift dynamics. These calibrations can be completed through real-vehicle testing, simulation analysis, or bench testing, and the calibration data should be stored in the memory of the chassis control system or powertrain control system.

[0141] By matching different parameters for different scenarios, the vehicle control method can accurately identify the vehicle posture, reasonably determine the shifting time, and automatically complete the gear direction switching or torque control in various medium and high speed steering scenarios, thereby improving the active safety, handling stability and driving pleasure of the whole vehicle.

[0142] In one embodiment of this application, calculating the real-time yaw angle of a vehicle based on real-time state parameters includes: Determine the starting time of the yaw angle integral.

[0143] Starting from the moment of the yaw rate integral, obtain the yaw rate from the real-time state parameters.

[0144] By integrating the yaw rate over time, the real-time yaw angle of the vehicle relative to the starting moment of the yaw angle integration is obtained.

[0145] In this embodiment, the vehicle is typically equipped with a yaw rate sensor. After determining the start and end times of integration, the yaw angle is obtained by time integration of the real-time yaw rate collected by the yaw rate sensor. The integral calculation can continuously output the yaw angle, reflecting the vehicle's attitude change relative to its original direction of travel in real time, providing a key input for determining the shift timing after the steering conditions are met. The calculation method of yaw angle by integration is simple and fast, with low computational load, suitable for real-time control, and can be seamlessly integrated with existing sensor architectures.

[0146] Since yaw rate sensors are widely used in modern vehicles for systems such as ESC, there is no need to add additional hardware to directly measure the yaw angle. At the same time, the vehicle can accurately determine the degree of completion of the turn based on the quickly calculated yaw angle, supporting the vehicle's automatic gear shifting. This achieves low-cost and high-reliability attitude perception while ensuring performance.

[0147] In one embodiment of this application, multi-sensor fusion can be used to estimate the yaw angle.

[0148] Specifically, the vehicle is equipped with a yaw rate sensor, a lateral acceleration sensor, a longitudinal acceleration sensor, a wheel speed sensor, a steering wheel angle sensor, and a combined navigation module. Using Kalman filtering or extended Kalman filtering algorithms, the integral result of the yaw rate is used as the predicted value, while signals such as lateral acceleration, wheel speed difference, and steering wheel angle are used as observed values ​​to perform a fusion estimation of the yaw angle. Simultaneously, the GPS heading angle change rate in the combined navigation module is used to correct the yaw angle on open roads, suppressing integral zero drift.

[0149] In one embodiment of this application, to better adapt to user driving habits, data such as the driver's historical gear shifting operations, accelerator and brake usage habits, and steering wheel operation amplitude are recorded, and a driver style model is established through statistics or machine learning. For drivers who prefer sporty driving, the target yaw angle is automatically reduced, resulting in earlier gear shifts. For drivers who prefer smooth driving, the target yaw angle is automatically increased. This allows the vehicle to adapt to different drivers and enhances the driver's personalized experience.

[0150] This application provides a vehicle control system applicable to vehicles. Figure 4 The diagram shown is a structural schematic of the vehicle control system.

[0151] The vehicle control system includes: The data acquisition module 401 is configured to acquire the real-time status parameters of the vehicle.

[0152] The condition judgment module 402 is configured to determine whether the vehicle meets the preset steering conditions based on real-time status parameters.

[0153] The signal generation module 403 is configured to calculate the real-time yaw angle of the vehicle based on real-time state parameters when the vehicle meets the steering conditions, and to determine whether the preset shift trigger conditions are met based on the real-time yaw angle and real-time state parameters.

[0154] When the shift trigger condition is met, a shift signal is generated and sent to the power domain controller.

[0155] By executing the aforementioned vehicle control methods through the vehicle control system, a complete closed loop is achieved, from motion state perception, steering condition judgment, yaw angle calculation, shift trigger condition determination to shift execution and torque control in the power domain controller. This enables the vehicle to automatically shift to forward gears when a fishtails or U-turn occurs during medium-to-high-speed driving, effectively avoiding the danger of continuing to drive in the opposite direction due to failure to shift gears in time after a fishtailing in reverse at medium-to-high speeds, thus improving active safety.

[0156] By employing speed-based tiered judgment and multi-condition redundancy judgment, the vehicle can adapt to different driving intentions and operating conditions, balancing safety, comfort, and sporty performance. Simultaneously, the driver does not need to be distracted by gear shifting when fully controlling the vehicle, reducing the difficulty of handling and preserving the continuity and enjoyment of dynamic drift driving.

[0157] This vehicle can be widely used in traditional fuel vehicles, hybrid vehicles, and pure electric vehicles equipped with automatic transmissions, and has broad prospects for industrial application.

[0158] In one embodiment of this application, the signal generation module 403 is further configured as follows: Based on real-time status parameters and real-time yaw angle, determine whether the vehicle meets the preset shift preconditions.

[0159] When the vehicle meets the preconditions for shifting gears, the target value of the yaw angle is determined based on the real-time yaw rate and real-time steering wheel angle in the real-time state parameters.

[0160] Determine whether the real-time yaw angle has reached the target value.

[0161] When the real-time yaw angle reaches the target value, the shift trigger condition is determined to be met.

[0162] In one embodiment of this application, the signal generation module 403 is further configured as follows: Obtain the preset yaw angle threshold mapping relationship, which includes the correspondence between yaw angular velocity, steering wheel angle and target yaw angle value.

[0163] Based on the mapping relationship between real-time yaw rate, real-time steering wheel angle, and yaw threshold, the corresponding target yaw angle value is determined.

[0164] In one embodiment of this application, the signal generation module 403 is further configured as follows: Determine whether the real-time vehicle speed in the real-time status parameters is greater than the preset first vehicle speed determination threshold.

[0165] Determine whether the real-time yaw angle is within the preset yaw angle judgment range.

[0166] Based on whether the wheel speed information in the real-time status parameters meets the conditions for the change of the first wheel.

[0167] If all conditions are met, the vehicle is deemed to have met the prerequisites for shifting gears.

[0168] In one embodiment of this application, the condition judgment module 402 is further configured as follows: Determine whether the real-time vehicle speed in the real-time status parameters is greater than the preset second vehicle speed determination threshold.

[0169] Determine whether the real-time yaw rate in the real-time status parameters is greater than the preset yaw rate threshold.

[0170] Determine whether the wheel speed information in the real-time status parameters meets the conditions for the change of the second wheel.

[0171] If all conditions are met, the vehicle is determined to meet the preset steering conditions.

[0172] In one embodiment of this application, the vehicle control system further includes: The gear control module is configured to: determine whether the real-time vehicle speed is greater than a preset first vehicle speed threshold; if so, switch the vehicle's gear according to the gear shift signal; otherwise, do not respond to the gear shift signal.

[0173] In one embodiment of this application, the vehicle control system further includes: The gear shift control module is configured to: determine whether the real-time vehicle speed is less than a preset second vehicle speed threshold; if so, control the vehicle to operate according to the user's gear shifting operation. The second vehicle speed threshold is less than a first vehicle speed threshold.

[0174] In one embodiment of this application, the vehicle control system further includes: The gear control module is configured to: determine whether the real-time vehicle speed is greater than the second vehicle speed determination threshold and less than the first vehicle speed determination threshold; if so, the vehicle will not respond to the gear shift signal or the user's gear shift operation.

[0175] In one embodiment of this application, the signal generation module 403 is further configured as follows: Determine the starting time of the yaw angle integral.

[0176] Starting from the moment of the yaw rate integral, obtain the yaw rate from the real-time state parameters.

[0177] By integrating the yaw rate over time, the real-time yaw angle of the vehicle relative to the starting moment of the yaw angle integration is obtained.

[0178] In one embodiment of this application, the data acquisition module 401 is further configured to: collect signals such as accelerator pedal opening, brake pedal position, steering wheel torque, and driver's hand force.

[0179] The vehicle control system also includes a driver intent recognition module, which is configured to further determine the driver's intent when the vehicle meets the steering conditions and the gear shifting conditions.

[0180] Specifically, if the accelerator pedal opening is greater than a preset threshold or the steering wheel torque direction is consistent with the U-turn direction, it is determined that the driver intends to maintain the original direction of travel, and automatic gear shifting is allowed according to the shift signal.

[0181] If the brake pedal position is greater than the preset threshold or the accelerator pedal is fully released and the steering wheel torque is reversed, it is determined that the driver intends to stop, automatic gear shifting is prohibited, and the driver must manually control the vehicle.

[0182] In one embodiment of this application, the vehicle control system and the Electronic Stability Control (ESC) system cooperate in control. When the vehicle meets the steering conditions, the vehicle control system sends a cooperation request to the ESC while calculating the yaw angle and shift timing. The ESC applies single-wheel braking or reduces engine torque according to the vehicle state to assist in stabilizing the vehicle's attitude. After the shift signal is generated, the ESC first confirms whether the vehicle attitude is within a controllable range. If it is controllable, the shift is executed. If it is uncontrollable, the shift is postponed until the ESC stabilizes the vehicle attitude before execution. After the shift is completed, the ESC exits cooperation, and the vehicle control system takes over torque control.

[0183] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to execute the vehicle control method described in the above embodiments. This computer program can be installed in a vehicle system.

[0184] This application also provides a computer-readable storage medium storing program code that is executed by one or more processors. When the program code runs on the processor, it causes a device including one or more processors to perform the vehicle control method described in the above embodiments. The processor running this computer-readable storage medium can be mounted in a vehicle system.

[0185] It should be understood that when the modules or units described herein are implemented using software, they can be implemented in whole or in part as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0186] This application provides a chip system including a processor, or the chip system including a memory and a processor, for calling computer programs or computer instructions stored in the memory to cause the processor to execute the vehicle control method involved in the above embodiments. The chip system can be a single chip or a chip module composed of multiple chips. The chip system can be installed in a vehicle system.

[0187] This application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the electronic device implements the vehicle control method described in the above embodiments. This electronic device can be installed in a vehicle system.

[0188] This application provides a vehicle.

[0189] For example, the vehicle includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it causes the processor to implement the vehicle control method described in the above embodiments.

[0190] In one embodiment of this application, the vehicle includes a wheel speed sensor, a yaw rate sensor, and a steering wheel angle sensor.

[0191] The wheel speed sensor is installed near the wheel and works with a gear ring that rotates with the wheel or half-shaft to detect the wheel's rotational speed and direction of rotation.

[0192] The yaw rate sensor is installed in the center of the vehicle to detect the real-time yaw rate.

[0193] The steering wheel angle sensor is mounted on the steering column below the steering wheel, coaxially with the steering column, and is used to measure the real-time steering wheel angle and rotational angular velocity.

[0194] Wheel speed sensors, yaw rate sensors, and steering wheel angle sensors are all connected to the processor. During vehicle operation, they send the wheel rotation direction, real-time yaw rate, and real-time steering wheel angle to the processor, respectively. The processor executes a computer program to quickly determine whether the vehicle meets steering conditions based on the received wheel rotation direction, real-time yaw rate, and real-time steering wheel angle. It then determines the appropriate gear shift timing, generates a shift signal, and sends it to the vehicle's power control system.

[0195] In one embodiment of this application, the vehicle also includes a power control system. When the power control system receives a shift signal, the power system immediately performs a gear shift. At this time, the vehicle is close to completing the U-turn. The driver can also easily control the longitudinal torque drive of the vehicle by combining the subjective perception of the vehicle's posture.

[0196] When a vehicle needs to gradually decelerate and stop in its original direction, the driver does not need to press the accelerator pedal or only lightly presses it. The vehicle will not be able to park in a suitable position and will not be in a dangerous situation where it moves backward after the direction of the vehicle changes.

[0197] When a vehicle needs to continue moving in the original direction, the driver can actively press the accelerator pedal to accelerate the vehicle forward from the original speed.

[0198] For example, when a vehicle is reversing at about 40 kph on a wet road, it suddenly skids, fishtails, and turns around. When the yaw angle reaches about 150°, the vehicle control system sends a shift signal, and the power control system immediately switches from R to D gear.

[0199] At this point, if the driver wishes to stop, they only need to release the accelerator pedal or lightly press it, and the vehicle will creep or coast slowly in D gear. The driver can then lightly press the brake pedal to park smoothly in a suitable location. Because the gear has been switched to D gear, the vehicle will not be in the dangerous situation of continuing to move backward in R gear after the direction of the car has been reversed.

[0200] If the driver wishes to continue moving forward, they can press the accelerator pedal, and the power system will output forward torque, allowing the vehicle to continue accelerating forward from the original speed.

[0201] In this application, the vehicle executes vehicle control methods through the collaboration of the vehicle control system and the power control system, forming an integrated control link for vehicle state perception, steering condition judgment, yaw angle calculation, shift timing decision, gear switching, and torque adjustment.

[0202] From the perspective of the vehicle as a whole, the vehicle has the ability to automatically switch to forward gear when it fishtails and turns around while driving in reverse, thereby avoiding the safety hazard of continuing to drive in the opposite direction due to untimely gear shifting after fishtailing in reverse at medium and high speeds, thus improving the overall active safety performance of the vehicle.

[0203] At the same time, with this vehicle, the driver does not need to divert their attention to shift gears while concentrating on controlling the vehicle, which significantly reduces the operational burden. The sense of continuity and driving pleasure of dynamic drift driving is maintained, and a balance is achieved between safety, comfort and sporty performance.

[0204] Furthermore, by implementing vehicle control methods, vehicles can be managed in zones based on vehicle speed, and with the help of multiple redundant condition determinations, they can match different driving intentions and complex operating conditions, which has broad prospects for industrial applications.

[0205] Those skilled in the art will recognize that the modules, units, and method steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0206] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be covered. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, Applied to a chassis domain controller, the method includes: Obtain the vehicle's real-time status parameters; Based on the real-time status parameters, determine whether the vehicle meets the preset steering conditions; When the vehicle meets the steering conditions, the real-time yaw angle of the vehicle is calculated based on the real-time state parameters, and it is determined whether the preset shift trigger conditions are met based on the real-time yaw angle and the real-time state parameters. When the shift triggering condition is met, a shift signal is generated and sent to the power domain controller.

2. The vehicle control method according to claim 1, characterized in that, The step of determining whether the preset shift trigger condition is met based on the real-time yaw angle and the real-time state parameters includes: Based on the real-time status parameters and the real-time yaw angle, determine whether the vehicle meets the preset shift preconditions; When the vehicle meets the aforementioned shift prerequisites, the target value of the yaw angle is determined based on the real-time yaw rate and real-time steering wheel angle in the real-time status parameters. Determine whether the real-time yaw angle has reached the target yaw angle value; When the real-time yaw angle reaches the target yaw angle value, it is determined that the shift trigger condition is met.

3. The vehicle control method according to claim 2, characterized in that, The determination of the target yaw angle value based on the real-time yaw rate and real-time steering wheel angle in the real-time state parameters includes: Obtain a preset yaw angle threshold mapping relationship, which includes the correspondence between yaw angular velocity, steering wheel angle and target yaw angle value; Based on the mapping relationship between the real-time yaw rate, the real-time steering wheel angle, and the yaw angle threshold, the corresponding target yaw angle value is determined.

4. The vehicle control method according to claim 2, characterized in that, The step of determining whether the vehicle meets the preset shift preconditions based on the real-time state parameters and the real-time yaw angle includes: Determine whether the real-time vehicle speed in the real-time status parameters is greater than a preset first vehicle speed determination threshold. Determine whether the real-time yaw angle is within the preset yaw angle determination range; Based on whether the wheel speed information in the real-time status parameters meets the first wheel change condition; If both are true, then the vehicle is determined to meet the aforementioned shift prerequisites.

5. The vehicle control method according to claim 1, characterized in that, The step of determining whether the vehicle meets the preset steering conditions based on the real-time status parameters includes: Determine whether the real-time vehicle speed in the real-time status parameters is greater than a preset second vehicle speed determination threshold. Determine whether the real-time yaw rate in the real-time status parameters is greater than a preset yaw rate determination threshold; Determine whether the wheel speed information in the real-time status parameters meets the second wheel change condition; If all conditions are met, the vehicle is determined to meet the preset steering conditions.

6. The vehicle control method according to claim 1, characterized in that, Also includes: If the real-time vehicle speed is greater than a preset first vehicle speed threshold, the vehicle gear is switched according to the shift signal; otherwise, the shift signal is not responded to.

7. The vehicle control method according to claim 6, characterized in that, Also includes: Determine whether the real-time vehicle speed is less than a preset second vehicle speed determination threshold. If so, control the vehicle to run according to the user's gear shifting operation; wherein the second vehicle speed determination threshold is less than the first vehicle speed determination threshold.

8. The vehicle control method according to claim 7, characterized in that, Also includes: Determine whether the real-time vehicle speed is greater than the second vehicle speed determination threshold and less than the first vehicle speed determination threshold. If so, the vehicle will not respond to the shift signal or the user's shift operation.

9. The vehicle control method according to claim 1, characterized in that, The calculation of the vehicle's real-time yaw angle based on the real-time state parameters includes: Determine the starting time of the yaw angle integral; Starting from the initial moment of the yaw angle integral, the yaw rate in the real-time state parameters is obtained; The yaw rate is integrated over time to obtain the real-time yaw angle of the vehicle relative to the starting moment of the yaw angle integration.

10. A vehicle, characterized in that, The vehicle performs the vehicle control method as described in any one of claims 1-9.

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