Vehicle control method and device, vehicle, and storage medium

Abstract

The present application discloses a vehicle control method. The method includes the steps of: in response to a situation in which a vehicle in an autonomous driving mode is in an unstable state, determining a second rate of torque change based on a first rate of torque change obtained when the vehicle is in the unstable state, the second rate of torque change being smaller than the first rate of torque change; periodically calculating a torque of the vehicle based on the second rate of torque change using the torque obtained when the vehicle is in the unstable state as an initial value; controlling the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode; and controlling the vehicle based on the torque obtained when the vehicle exits the autonomous driving mode. The present application also discloses a computer-readable storage medium including the method, a program, a vehicle control device, a vehicle including the control device, and the storage medium.

Description

[Technical Field]

[0001] The present application relates to the field of automotive technology, and in particular to a vehicle control method and device, a vehicle, and a storage medium. [Background technology]

[0002] In weather conditions such as rain, snow, and fog, sensors such as vehicle radar and cameras cannot effectively identify changes in road conditions. When the driving torque or braking torque required by the vehicle's automatic driving system (ADS) does not match the road conditions and the vehicle continues to move, the vehicle's antilock brake system (ABS) or traction control system (TCS) may be activated.

[0003] When the ABS or TCS is activated, it will deactivate the vehicle's ADS and switch it to manual driving mode. After the ADS is deactivated, no driving or braking torque is provided. If the driver does not take over the vehicle in time, a traffic accident may occur. Summary of the Invention

[0004] The present application provides a vehicle control method and device, a vehicle, and a storage medium, whereby vehicle control is performed using the control method in the present application, thereby improving the driving safety of the vehicle. [Means for solving the problem]

[0005] According to a first aspect, the present application provides a vehicle control method. The method includes the steps of: in response to a situation in which a vehicle in an autonomous driving mode is in an unstable state, determining a second rate of torque change based on a first rate of torque change obtained when the vehicle is in the unstable state; periodically calculating a torque of the vehicle based on the second rate of torque change using the torque obtained when the vehicle is in the unstable state as an initial value; controlling the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode; and, after the exit, controlling the vehicle based on the torque obtained when the vehicle exited the autonomous driving mode. The second rate of torque change is smaller than the first rate of torque change.

[0006] In one embodiment of the present application, an unstable condition is a condition of the vehicle when neither the driving torque nor the braking torque of the vehicle is adapted to the road conditions for a period of time.

[0007] In this embodiment, when the vehicle becomes unstable, the torque change rate is reduced, thereby delaying the time it takes for the torque to reach the ABS or TCS activation threshold. Therefore, the activation time of the ABS or TCS is delayed, and the stopping time of the ADS is delayed, giving the driver more time to prepare to take over control of the vehicle. In addition, torque is still provided after the ADS is stopped, so that no accident will occur even if the driver does not take over control of the vehicle in time. According to the above two aspects, vehicle control is performed using the control method in the present application, which can improve the driving safety of the vehicle.

[0008] In this possible embodiment of the present application, whether the vehicle is in an unstable state may be determined based on the state of the vehicle. Optionally, the method further includes periodically acquiring status information of the vehicle, and determining whether the vehicle is in an unstable state based on the status information of the vehicle.

[0009] For example, the vehicle status information includes at least one of the following information: vehicle controller information, driver input information, speed information, vehicle environment information, ADS decision information, and feedback information.

[0010] In this embodiment, whether the vehicle is in an unstable state can be determined only by using the vehicle's status information, and all the information required for the determination is obtained using the vehicle's existing components, so no additional hardware is required and the cost is low.

[0011] In a possible embodiment of the present application, the status information includes a torque of the vehicle, and the step of determining whether the vehicle is in an unstable state includes a step of determining a rate of change of the torque of the vehicle over two adjacent time periods based on the torque of the vehicle that is periodically acquired, and a step of determining whether the vehicle is in an unstable state based on the rate of change of the torque of the vehicle over two adjacent time periods.

[0012] The vehicle torque can be either the vehicle driving torque or the braking torque. When the vehicle is in a braking scenario, the vehicle braking torque is obtained, and the corresponding torque change rate is the braking torque change rate. When the vehicle is in a driving scenario, the vehicle driving torque is obtained, and the corresponding torque change rate is the driving torque change rate. Since the principles of the control methods in the two scenarios are basically the same, the other steps in this application are not described separately, and both scenarios are included.

[0013] In this embodiment, the torque change rate of the vehicle is determined to determine whether the torque of the vehicle is suitable for the road surface condition, and further determine whether the vehicle is in an unstable state, so that the determination result is accurate.

[0014] For example, the step of determining whether the vehicle is in an unstable state based on the torque change rate of the vehicle for two adjacent time periods includes the steps of determining a minimum distance between the vehicle and an obstacle based on vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and obstacles around the vehicle, and determining that the vehicle is in an unstable state when the duration during which the second torque change rate is greater than the torque change rate threshold exceeds a first duration threshold and the minimum distance is greater than a distance threshold.

[0015] In this embodiment, a minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too short, a collision between the vehicle and the obstacle is likely to occur if the torque change rate is adjusted. In this case, the vehicle may be considered not to be in an unstable state, and therefore, the control function in this application is not activated. If the minimum distance between the vehicle and the obstacle exceeds a threshold and the duration during which the torque change rate is greater than the torque change rate threshold exceeds a first duration threshold, the vehicle may be considered to be in an unstable state. In this case, a safe distance between the vehicle and the obstacle can be ensured, and premature stopping of the ADS can be prevented by adjusting the torque change rate.

[0016] In another possible embodiment of the present application, the status information includes a vehicle speed and a wheel speed of the vehicle, and the step of determining whether the vehicle is in an unstable state includes the steps of determining a wheel slip rate of the vehicle in each period based on an average vehicle speed and an average wheel speed of the vehicle that are periodically acquired, the wheel slip rate being a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed, and determining whether the vehicle is in an unstable state based on the wheel slip rate of the vehicle in each period.

[0017] In this embodiment, the wheel slip ratio of the vehicle is determined to reflect whether the torque of the vehicle is suitable for the road surface condition, and further determine whether the vehicle is in an unstable state, so that the determination result is accurate.

[0018] For example, the step of determining whether the vehicle is in an unstable state based on the wheel slip rate of the vehicle in each period includes the steps of determining a minimum distance between the vehicle and an obstacle based on vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distances between the vehicle and obstacles around the vehicle, and determining that the vehicle is in an unstable state when the duration during which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold and the minimum distance is greater than a distance threshold.

[0019] In this embodiment, a minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too short, a collision between the vehicle and the obstacle is likely to occur if the torque change rate is adjusted. In this case, the vehicle may not be considered to be in an unstable state, and therefore, the control function in this application is not activated. On the other hand, if the minimum distance between the vehicle and the obstacle exceeds a threshold and the duration during which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold, the vehicle may be considered to be in an unstable state. In this case, a safe distance between the vehicle and the obstacle can be ensured, and the ADS can be prevented from prematurely stopping by adjusting the torque change rate.

[0020] In a possible embodiment of the present application, the step of determining the second rate of change of torque based on the first rate of change of torque obtained when the vehicle is in an unstable state includes the steps of determining a torque change rate difference based on the first rate of change of torque obtained when the vehicle is in an unstable state, where the value of the torque change rate difference is positively correlated with the value of the first rate of change of torque, and determining the second rate of change of torque based on the first rate of change of torque and the torque change rate difference.

[0021] In this embodiment, since the first torque change rate is higher, the time to reach the ABS or TCS activation threshold may be faster. To avoid this, a larger torque change rate difference must be used for adjustment, and the time to activate the vehicle's ABS or TCS is delayed as much as possible, providing the driver with sufficient reaction time. In addition, since the torque change rate is lower, the vehicle runs more stably.

[0022] In another possible embodiment of the present application, the step of determining the second rate of change of torque based on the first rate of change of torque obtained when the vehicle is in an unstable state includes the steps of determining a torque change rate difference based on a minimum distance between the vehicle and an obstacle, where the minimum distance between the vehicle and the obstacle is a minimum value of the distance between the vehicle and obstacles around the vehicle, and the value of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle in a braking scenario, and the value of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle in a driving scenario; and determining the second rate of change of torque based on the first rate of change of torque and the torque change rate difference.

[0023] In braking scenarios, the braking torque is adjusted to avoid a large reduction in speed to avoid a collision with an obstacle, and in driving scenarios, the torque change rate is adjusted to reduce vehicle acceleration as much as possible to avoid a collision with an obstacle.

[0024] In this embodiment, a smaller minimum distance between the vehicle and the obstacle indicates a smaller adjustment of the torque change rate difference. If the torque change rate is adjusted too much, an accident may easily occur. That is, in this solution, the time to activate the vehicle's ABS or TCS is delayed as long as possible to provide the driver with sufficient reaction time, while ensuring safety.

[0025] For example, the torque change rate difference remains unchanged. For example, only the torque change rate difference and the second torque change rate are calculated, and then the second torque change rate is always used.

[0026] For example, the torque change rate differential changes with changes in the minimum distance between the vehicle and the obstacle. For example, the torque change rate differential and the second torque change rate are calculated periodically, and in each period, the second torque change rate determined in the previous period is used.

[0027] Optionally, the method further includes outputting prompt information in response to a situation in which the vehicle in autonomous driving mode is in an unstable state, the prompt information being used to prompt the driver to take manual control of the vehicle.

[0028] In this embodiment, prompt information is output to prompt the driver to prepare for manual driving takeover, thereby avoiding traffic accidents caused by untimely takeover and improving driving safety.

[0029] For example, the prompt information may be output using a panel on the vehicle, and the formats include, but are not limited to, text prompt information, vibration information, image prompt information, video prompt information, indicator flashing prompt information, and audio prompt information (voice or buzzer), etc.

[0030] Optionally, the method further includes ceasing to control the torque of the vehicle and manually controlling the vehicle when a condition is met, the condition including at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, a throttle pedal, and a steering wheel.

[0031] In this embodiment, the vehicle detects a manual takeover command or instruction, deactivates the control function in this application, and hands over the control function to manual control.

[0032] According to a second aspect, the present application provides a vehicle control device, comprising: a determination unit configured to, in response to a situation in which the vehicle in the autonomous driving mode is in an unstable state, determine a second torque change rate based on a first torque change rate obtained when the vehicle is in an unstable state, the second torque change rate being smaller than the first torque change rate; a control unit configured to periodically calculate a torque of the vehicle based on a second torque change rate using the torque obtained when the vehicle becomes unstable as an initial value, control the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode, and control the vehicle based on the torque obtained when the vehicle exits the autonomous driving mode; Includes.

[0033] Optionally, the apparatus comprises: an acquisition unit configured to periodically acquire status information of a vehicle; Further includes:

[0034] The determining unit is further configured to determine whether the vehicle is in an unstable state based on the status information of the vehicle.

[0035] Optionally, the status information includes a torque of the vehicle, and the determination unit is configured to determine a torque change rate of the vehicle in two adjacent time periods based on the periodically acquired torque of the vehicle, and to determine whether the vehicle is in an unstable state based on the torque change rate of the vehicle in the two adjacent time periods.

[0036] Optionally, the determination unit is configured to determine a minimum distance between the vehicle and the obstacle based on the vehicle environment information, the minimum distance between the vehicle and the obstacle being a minimum value of distances between the vehicle and obstacles around the vehicle, and to determine that the vehicle is in an unstable state when the duration during which the second torque change rate is greater than the torque change rate threshold exceeds the first duration threshold and the minimum distance is greater than the distance threshold.

[0037] Optionally, the status information includes a vehicle speed and a wheel speed of the vehicle, and the determination unit is configured to determine a wheel slip ratio of the vehicle in each period based on an average vehicle speed and an average wheel speed of the vehicle that are periodically acquired, the wheel slip ratio being a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed, and to determine whether the vehicle is in an unstable state based on the wheel slip ratio of the vehicle in each period.

[0038] Optionally, the determination unit is configured to determine a minimum distance between the vehicle and the obstacle based on the vehicle environment information, the minimum distance between the vehicle and the obstacle being a minimum value of distances between the vehicle and obstacles around the vehicle, and determine that the vehicle is in an unstable state when a duration during which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold and the minimum distance is greater than a distance threshold.

[0039] Optionally, the determination unit is configured to determine a torque change rate difference based on a first torque change rate obtained when the vehicle is in an unstable state, the value of the torque change rate difference being positively correlated with the value of the first torque change rate, and to determine a second torque change rate based on the first torque change rate and the torque change rate difference.

[0040] Optionally, the determination unit is configured to determine the torque change rate difference based on a minimum distance between the vehicle and the obstacle, wherein the minimum distance between the vehicle and the obstacle is a minimum value of a distance between the vehicle and obstacles around the vehicle, and the value of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle in a braking scenario, and the value of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle in a driving scenario; and determine the second torque change rate based on the first torque change rate and the torque change rate difference.

[0041] Optionally, the torque change rate difference remains unchanged or the torque change rate difference varies with changes in the minimum distance between the vehicle and the obstacle.

[0042] Optionally, the apparatus comprises: an output unit configured to output prompt information in response to a situation in which the vehicle in the autonomous driving mode is in an unstable state, the prompt information being used to prompt the driver to manually control the vehicle; Further includes:

[0043] Optionally, the control unit is further configured to stop controlling the torque of the vehicle and take manual control of the vehicle when a condition is met.

[0044] The conditions include at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, a throttle pedal, and a steering wheel.

[0045] According to a third aspect, the present application provides a vehicle, the vehicle including the vehicle control device according to the second aspect and a vehicle control unit, the vehicle control device being connected to the vehicle control unit.

[0046] According to a fourth aspect, the present application provides a vehicle control device, the vehicle control device including a processor and a memory, the memory configured to store software programs and modules, the processor operating or executing the software programs and / or modules stored in the memory, thereby causing the vehicle control device to implement the method of any possible implementation of the first aspect.

[0047] Optionally, there are one or more processors and one or more memories.

[0048] Optionally, the memory may be integrated into the processor, or the memory and the processor may be located separately.

[0049] In a specific implementation process, the memory may be a non-transitory memory such as a read only memory (ROM). The memory and the processor may be integrated into one chip or may be located on different chips. The type of memory and the method of arranging the memory and the processor are not limited in this embodiment of the present application.

[0050] Optionally, the vehicle control device may be deployed in a public cloud to provide vehicle control services.

[0051] According to a fifth aspect, the present application provides a computer program product, comprising computer program code that, when run by a computer, enables the computer to perform the method of any possible implementation of the first aspect.

[0052] According to a sixth aspect, the present application provides a computer-readable storage medium configured to store program code for execution by a processor, the program code being for implementing the method of any possible implementation of the first aspect.

[0053] According to a seventh aspect, there is provided a chip, comprising a processor configured to retrieve instructions from a memory and to operate on the instructions stored in the memory, such that a communications device in which the chip is implemented performs a method of any possible implementation of the first aspect.

[0054] According to an eighth aspect, another chip is provided, comprising an input interface, an output interface, a processor, and a memory. The input interface, the output interface, the processor, and the memory are connected to each other via an internal connection path. The processor is configured to execute code in the memory. When the code is executed, the processor is configured to perform the method of any possible implementation of the first aspect. [Brief explanation of the drawings]

[0055] [Figure 1] 1 is a flowchart of a vehicle control method according to an embodiment of the present application. [Figure 2] 1 is a flowchart of a vehicle control method according to an embodiment of the present application. [Figure 3] FIG. 1 is a block diagram of the structure of a braking system according to an embodiment of the present application. [Figure 4] FIG. 1 is a schematic diagram of a control process provided in the related art. [Figure 5] FIG. 2 is a schematic diagram of a control process according to an embodiment of the present application. [Figure 6] 1 is a flowchart of a vehicle control method according to an embodiment of the present application. [Figure 7] 1 is a block diagram of a vehicle control device according to an embodiment of the present application. [Figure 8] 1 is a schematic diagram of the structure of a vehicle control device according to an exemplary embodiment of the present application; DETAILED DESCRIPTION OF THE INVENTION

[0056] To make the objectives, technical solutions and advantages of the present application clearer, the following further describes in detail the embodiments of the present application with reference to the accompanying drawings.

[0057] In order to facilitate understanding of the technical solutions provided in the embodiments of the present application, the system architecture of the present application will be described first. The technical solutions provided in the embodiments of the present application can be applied to multiple different system architectures. The following describes two system architectures with reference to Figures 1 and 2.

[0058] 1 is a flowchart of a vehicle control method according to an embodiment of the present application. The method can be performed by a vehicle's braking system, such as an integrated brake system (IBS) and an electronic stability control system (ESC). As shown in FIG. 1, the method includes the following steps:

[0059] 101: In response to a situation in which a vehicle in an autonomous driving mode is in an unstable state, a second torque change rate is determined based on a first torque change rate obtained when the vehicle is in an unstable state.

[0060] The second rate of change of torque is less than the first rate of change of torque.

[0061] In this embodiment of the application, an autonomous driving mode is a manner in which a vehicle's autonomous driving system controls the vehicle's driving.

[0062] In this embodiment of the present application, an unstable condition is a condition of the vehicle when neither the driving torque nor the braking torque of the vehicle is adapted to the road conditions for a period of time.

[0063] 102: Periodically calculate the torque of the vehicle based on a second torque change rate using the torque obtained when the vehicle becomes unstable as an initial value, control the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode, and control the vehicle based on the torque obtained when the vehicle exits the autonomous driving mode.

[0064] For example, the torque obtained when the vehicle becomes unstable is A, and the second torque change rate is B. In a first period, torque C is obtained by calculation based on A and B, in a second period, torque D is obtained by calculation based on C and B, in a third period, torque D is obtained by calculation based on D and B, and so on.

[0065] Since the torque of the vehicle constantly changes based on the second torque change rate, when the torque of the vehicle reaches a torque threshold for activating the ABS or TCS, the ABS or TCS is activated, and when the ABS or TCS is activated, the ABS of the vehicle is stopped.

[0066] In this embodiment of the present application, when the vehicle becomes unstable, the torque change rate is reduced, thereby delaying the time for the torque to reach the ABS or TCS activation threshold. Therefore, the activation time of the ABS or TCS is delayed, and the stopping time of the ADS is delayed, so that the driver has more time to prepare to take over control of the vehicle. In addition, after the ADS is stopped, torque is still provided, so that even if the driver does not take over control of the vehicle in time, no accident will occur. According to the above two aspects, vehicle control is performed using the control method of the present application, which can improve the driving safety of the vehicle.

[0067] 2 is a flowchart of a vehicle control method according to an embodiment of the present application. The method can be performed by a brake system of a vehicle. As shown in FIG. 2, the method includes the following steps:

[0068] 201: Periodically obtain vehicle status information.

[0069] For example, the vehicle status information includes at least one of the following information: vehicle controller information, driver input information, speed information, vehicle environment information, ADS decision information, and feedback information. The status information is provided by various components. In order to better apply the status information to the vehicle control method, data fusion may be performed first after the information is received. Details will not be described here.

[0070] The vehicle controller information is information stored in a component such as an ADS, a braking electronic control unit (ECU), or a vehicle control unit (VCU), e.g., the status of a previous ignition cycle. The function of the vehicle controller information is to determine whether there is a malfunction in the relevant function of the vehicle to determine whether the steps provided herein can be executed. If a malfunction occurs based on the vehicle controller information, the steps provided herein are stopped. If no malfunction occurs based on the vehicle controller information, the steps provided herein are executed.

[0071] The driver input information includes input information of components such as vehicle panel buttons, a brake pedal, a throttle pedal, and a steering wheel. The vehicle panel buttons may include buttons for controlling activation of the control functions in the present application, and may also include a manual driving switch button. The control functions in the present application are control functions implemented using the vehicle control method provided in the present application.

[0072] The speed information includes wheel speed, vehicle speed, acceleration, etc. provided by the sensor modules.

[0073] The vehicle environment information includes obstacle information, traffic light information, lane information, and crosswalk information, etc. The obstacle information includes obstacle distance information. The obstacles may include other vehicles and other types of obstacles around the vehicle. Related information of other vehicles around the vehicle may be obtained using the network connection module, and other information is obtained using the environment recognition module (e.g., radar or camera light).

[0074] The ADS decision information includes the target acceleration / deceleration and target drive / braking torque provided by the ADS.

[0075] The feedback information includes the required drive torque fed back by the VCU and the motor control unit (MCU) provided by the associated ECU, and the feedback status of the vehicle actuators.

[0076] 3 is a block diagram of the structure of a braking system according to this embodiment of the present application. As shown in FIG. 3, the braking system 3 includes a detection module 31, a determination module 32, a control module 33, and an execution module 34. The detection module is configured to perform step 201, the determination module is configured to perform step 202, the control module is configured to perform steps 203 to 207 (the control portion is only performed in 206 and 207), and the execution module is configured to perform steps 206 to 208 (the execution portion is only performed in 206 and 207). For example, the aforementioned modules may be implemented in the form of software.

[0077] The control module includes two parts: braking torque control and driving torque control, which can be controlled based on the vehicle running status.

[0078] The execution module includes a control unit and a pressure unit (e.g., hydraulic unit). The control unit generates a control command based on the torque indicated by the control module, and the pressure unit performs an operation under the command control of the control unit. The control unit here includes, but is not limited to, a brake ECU, a VCU, and an MCU.

[0079] For example, when the braking system is disconnected (e.g., IBS100), motor pressure closed-loop control or solenoid valve control is directly used, which allows the pressure unit to operate based on the predicted pressure. The IBS100 system is used as an example. This system includes eight solenoid valves. After the control function provided in this application operates, closed-loop control is performed on the motor and pipeline pressure sensors to respond to the target braking force and perform braking control for the entire vehicle. In addition, based on the operating conditions, the eight solenoid valves can be used to adjust the torque change rate to suppress sudden torque changes. When the braking system is not disconnected, motor pressure closed-loop control or solenoid valve control is required to draw brake fluid from the cylinder to achieve the target pressure.

[0080] In other words, regardless of whether the braking system is a decoupled braking system or a non-decoupled braking system, the control functions provided in the present application can be implemented by cooperation of the motor pressure closed-loop control and the solenoid valve control.

[0081] In addition, Figure 3 further illustrates the relationship between the braking system 3, the ADS 2, and the VCU 1. These three jointly implement vehicle control by exchanging information such as the feedback status of driving torque, braking torque, and interaction requirements.

[0082] 202: Determine whether the vehicle is in an unstable state based on the vehicle status information.

[0083] When the vehicle is in an unstable state, steps 203, 204 and the subsequent steps are executed, i.e., the control function in this application is enabled; otherwise, steps 203, 204 and the subsequent steps are not executed, i.e., the control function in this application is not enabled.

[0084] In a possible embodiment of the present application, the status information includes a torque of the vehicle, and the step of determining whether the vehicle is in an unstable state comprises: determining a torque change rate of the vehicle for two adjacent time periods based on periodically acquired torque of the vehicle; determining whether the vehicle is experiencing an unstable condition based on a rate of change of torque of the vehicle between two adjacent time periods; Includes.

[0085] The vehicle torque can be either the vehicle driving torque or the braking torque. When the vehicle is in a braking scenario, the vehicle braking torque is obtained, and the corresponding torque change rate is the braking torque change rate. When the vehicle is in a driving scenario, the vehicle driving torque is obtained, and the corresponding torque change rate is the driving torque change rate. Since the principles of the control methods in the two scenarios are basically the same, the other steps in this application are not described separately, and both scenarios are included.

[0086] In this embodiment, the rate of change of torque of the vehicle is determined to determine whether the torque of the vehicle is compatible with the road conditions and further to determine whether the vehicle is experiencing an unstable condition.

[0087] For example, the step of determining whether the vehicle is in an unstable state based on the rate of change of torque of the vehicle in two adjacent time periods may include: determining a minimum distance between the vehicle and the obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and the obstacles around the vehicle; determining that the vehicle is in an unstable condition when the duration that the second rate of change of torque is greater than the rate of change of torque threshold exceeds a first duration threshold and the minimum distance is greater than a distance threshold; Includes.

[0088] In this embodiment, a minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too short, a collision between the vehicle and the obstacle is likely to occur if the torque change rate is adjusted. In this case, the vehicle may be considered not to be in an unstable state, and therefore, the control function in this application is not activated. If the minimum distance between the vehicle and the obstacle exceeds a threshold and the duration during which the torque change rate is greater than the torque change rate threshold exceeds a first duration threshold, the vehicle may be considered to be in an unstable state. In this case, a safe distance between the vehicle and the obstacle can be ensured, and premature stopping of the ADS can be prevented by adjusting the torque change rate.

[0089] In this embodiment of the present application, the torque change rate threshold, the first duration threshold, and the distance threshold may be selected based on different vehicles, and the values ​​of these thresholds may be selected through multiple tests. The first duration threshold is used as an example, and the scale of the first duration threshold is "seconds", for example, 3 seconds.

[0090] In another possible embodiment of the present application, the status information includes a vehicle speed and a wheel speed of the vehicle, and the step of determining whether the vehicle is in an unstable state includes: determining a wheel slip ratio of the vehicle for each period based on an average vehicle speed and an average wheel speed of the vehicle that are periodically acquired, the wheel slip ratio being a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed; determining whether the vehicle is in an unstable state based on the wheel slip rate of the vehicle during each time period; Includes.

[0091] In this embodiment, the vehicle's wheel slip rate is determined to determine whether the vehicle's torque is compatible with the road conditions and further to determine whether the vehicle is experiencing an unstable condition.

[0092] For example, the step of determining whether the vehicle is in an unstable state based on the wheel slip rate of the vehicle in each period includes: determining a minimum distance between the vehicle and the obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and the obstacles around the vehicle; determining that the vehicle is in an unstable condition when the duration that the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold and the minimum distance is greater than a distance threshold; Includes.

[0093] In this embodiment, a minimum distance between the vehicle and the obstacle is determined. If the minimum distance between the vehicle and the obstacle is too short, a collision between the vehicle and the obstacle is likely to occur if the torque change rate is adjusted. In this case, the vehicle may not be considered to be in an unstable state, and therefore, the control function in this application is not activated. On the other hand, if the minimum distance between the vehicle and the obstacle exceeds a threshold and the duration during which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold, the vehicle may be considered to be in an unstable state. In this case, a safe distance between the vehicle and the obstacle can be ensured, and the ADS can be prevented from prematurely stopping by adjusting the torque change rate.

[0094] In this embodiment of the present application, the wheel slip ratio threshold and the second duration threshold may be selected based on different vehicles, and the values ​​of these thresholds may be selected through multiple tests. The value of the second duration threshold may be the same as or different from the value of the first duration threshold.

[0095] In this embodiment of the present application, in addition to the two conditions that both the torque change rate / wheel slip rate and the minimum distance of the obstacle are met, it is determined that the vehicle is in an unstable state and the subsequent steps are performed.

[0096] Additionally, the vehicle may be further determined to be in an unstable state based on driver input information, for example, a button to enable a control function is pressed and a torque change rate / wheel slip rate condition is met. In another example, the vehicle is determined to be in an unstable state if a button to enable a control function is pressed and a minimum distance condition between the vehicle and an obstacle is met.

[0097] In other words, the following three conditions: Torque change rate / wheel slip rate, minimum distance from obstacle, and button input to activate control functions; If any two of the following conditions are met, the vehicle is determined to be in an unstable state.

[0098] 203: Output prompt information, which is used to prompt the driver to manually control the vehicle.

[0099] In this embodiment, prompt information is output to prompt the driver to prepare for manual driving takeover, thereby avoiding traffic accidents caused by untimely takeover and improving driving safety.

[0100] For example, the prompt information may be output using a panel on the vehicle, and the formats include, but are not limited to, text prompt information, vibration information, image prompt information, video prompt information, indicator flashing prompt information, and audio prompt information (voice or buzzer), etc.

[0101] Step 203 is an optional step, and the order of step 203 and step 204 is not limited.

[0102] 204: Determine a torque change rate difference based on the first torque change rate obtained when the vehicle is in an unstable state.

[0103] The value of the torque change rate difference is positively correlated with the value of the first torque change rate.

[0104] In this embodiment, since the first torque change rate is higher, the time to reach the ABS or TCS activation threshold may be faster. To avoid this, a larger torque change rate difference must be used for adjustment, and the time to activate the vehicle's ABS or TCS is delayed as much as possible, providing the driver with sufficient reaction time. In addition, since the torque change rate is lower, the vehicle runs more stably.

[0105] In a possible embodiment of the present application, the correspondence between the torque change rate difference and the first torque change rate may be determined in advance by experiment, and the correspondence may be stored in the vehicle. When step 204 is executed, the stored correspondence may be retrieved.

[0106] In another possible embodiment of the present application, the correspondence relationship between the torque change rate difference and the first torque change rate may be fitted to a curve or an equation, and when step 204 is performed, the torque change rate difference corresponding to the first torque change rate is determined using the curve or equation.

[0107] 205: Determine a second rate of change of torque based on the first rate of change of torque and the torque rate difference.

[0108] 206: Periodically calculate a torque of the vehicle based on a second torque change rate using the torque obtained when the vehicle is in an unstable state as an initial value, and control the vehicle using the calculated torque of the vehicle.

[0109] The period for calculating the vehicle torque in step 206 may be the same as or different from the period for obtaining the vehicle status information in step 201. The values ​​of the aforementioned two periods may be designed based on requirements.

[0110] For example, the torque obtained when the vehicle becomes unstable is A, and the second torque change rate is B. In a first period, torque C is obtained by calculation based on A and B, in a second period, torque D is obtained by calculation based on C and B, in a third period, torque D is obtained by calculation based on D and B, and so on.

[0111] In a possible embodiment of the present application, the torque change rate difference remains unchanged, i.e. the torque regulation is performed based on a straight line with a fixed slope.

[0112] In another possible implementation of the present application, the torque change rate difference varies with the change in the minimum distance between the vehicle and the obstacle, i.e. the torque adjustment is performed according to a curve.

[0113] In a braking scenario, the braking system indicates to the brake ECU to control the brake pressure provided by the hydraulic unit according to the calculated torque.

[0114] In a driving scenario, the braking system indicates to the brake ECU / VCU to request the MCU to control the wheel drive torque based on the calculated torque.

[0115] 207: In response to the vehicle exiting the autonomous driving mode, control the vehicle based on the torque obtained when the vehicle exited the autonomous driving mode.

[0116] Because the vehicle's torque constantly changes based on the second torque change rate, when the vehicle's torque reaches the torque threshold for activating the ABS or TCS, the ABS or TCS is activated, and when the ABS or TCS is activated, the vehicle's ABS is deactivated. After the ABS or TCS is deactivated, torque is still provided, so even if the driver does not take over the vehicle in time, no accident will occur.

[0117] In a possible implementation of the present application, the vehicle is controlled using the torque obtained when the vehicle leaves the autonomous driving mode.

[0118] In another possible embodiment of the present application, the torque is appropriately increased or decreased based on the torque obtained when the vehicle exits the autonomous driving mode, and the increased or decreased torque is used to control the vehicle, where the amount of increase or decrease may be within a set range.

[0119] 208: When the condition is met, stop controlling the torque of the vehicle and take manual control of the vehicle.

[0120] The conditions include at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, a throttle pedal, and a steering wheel.

[0121] Here, the vehicle panel button detecting an input means that the driver inputs a manual takeover switching command using the vehicle panel button, the brake pedal detecting an input means that the brake pedal movement change rate exceeds a threshold and the duration exceeds a threshold, the throttle pedal detecting an input means that the throttle pedal movement change rate exceeds a threshold and the duration exceeds a threshold, and the steering wheel detecting an input means that a corner exceeds a threshold and the duration exceeds a threshold.

[0122] The threshold values ​​in the above embodiments may be selected differently based on different vehicles, and the values ​​of these threshold values ​​may be selected through multiple experiments.

[0123] In this step, the vehicle detects a manual takeover command or instruction, stops the control function in this application, and hands over the control function to manual control.

[0124] If the condition is not met at all times, in a braking scenario, the vehicle executes step 207 until the vehicle comes to a stop. If the condition is not met at all times, in a driving scenario, the vehicle stops control after executing step 207 for a certain period of time, terminating the control function provided in this embodiment of the present application.

[0125] Additionally, when the condition is not consistently met, the vehicle may further periodically output prompt information to repeatedly prompt the driver.

[0126] FIG. 4 is a schematic diagram of a control process provided in the related art. Please refer to FIG. 4. When the driving torque or braking torque required by the vehicle's ADS does not match the road conditions and the vehicle continues to drive, the vehicle's ABS or TCS is easily activated. In this case, the ADS stops, and the torque or acceleration / deceleration required by the ADS is 0. That is, in this case, the ADS demand is 0, and the demand pressure acting on the braking system is also 0. The driving mode is automatic before the ADS stops, and manual after the ADS stops. In manual driving mode, when the vehicle is manually taken over, the driver decelerates or accelerates using the brake pedal or throttle pedal. However, it can be seen from FIG. 4 that when the driver does not take over the vehicle after the ADS stops, the vehicle's movement is completely unpredictable, resulting in a high risk of an accident.

[0127] FIG. 5 is a schematic diagram of a control process according to an embodiment of the present application. Please refer to FIG. 5. The braking system in the present application has three operating points, which correspond to an unstable state, an ADS shutdown, and a manual takeover, respectively. Between the first two operating points, the braking system adjusts the torque change rate. Between the last two operating points, the braking system continues to provide braking or driving torque after the ADS shutdown, so that the ABS / TCS state between the ADS shutdown and the manual driving takeover does not jump, and the acceleration / deceleration of the vehicle does not change. According to the above two aspects, the control method in the present application is used to perform vehicle control, which can improve the driving safety of the vehicle.

[0128] 6 is a flowchart of a vehicle control method according to an embodiment of the present application. The method can be performed by a brake system of a vehicle. As shown in FIG. 6, the method includes the following steps:

[0129] 301: Periodically obtain vehicle status information.

[0130] For details of this step, see step 201.

[0131] 302: Determine whether the vehicle is in an unstable state based on the vehicle status information.

[0132] If the vehicle is in an unstable state, step 203 is executed; otherwise, the subsequent steps are not executed.

[0133] For details of this step, see step 202.

[0134] 303: Output prompt information, where the prompt information is used to prompt the driver to manually control the vehicle.

[0135] Step 303 is an optional step, and the order of step 303 and step 304 is not limited.

[0136] For details of this step, see step 203.

[0137] 304: Determine a torque change rate difference based on a minimum distance between the vehicle and the obstacle.

[0138] In braking scenarios, the value of the torque change rate differential is positively correlated with the minimum distance between the vehicle and the obstacle. In driving scenarios, the value of the torque change rate differential is negatively correlated with the minimum distance between the vehicle and the obstacle.

[0139] For example, the torque change rate difference remains unchanged, i.e., steps 304 and 305 are performed only once, after which the second torque change rate determined in step 305 is always used.

[0140] For example, the torque change rate difference changes with changes in the minimum distance between the vehicle and the obstacle. For example, steps 304 and 305 are performed periodically, and in each period, the second torque change rate determined in step 305 in the previous period is used.

[0141] The difference between the embodiment provided in FIG. 6 and the embodiment provided in FIG. 2 mainly lies in the difference between step 304 and step 204.

[0142] In this embodiment, a smaller minimum distance between the vehicle and the obstacle indicates a smaller adjustment of the torque change rate difference. If the torque change rate is adjusted too much, an accident may easily occur. That is, in this solution, the time to activate the vehicle's ABS or TCS is delayed as long as possible to provide the driver with sufficient reaction time, while ensuring safety.

[0143] In a possible embodiment of the present application, the correspondence between the torque change rate difference and the minimum distance between the vehicle and the obstacle may be determined in advance by experiment, and the correspondence may be stored in the vehicle. When step 304 is executed, the stored correspondence may be retrieved.

[0144] In another possible embodiment of the present application, the correspondence relationship between the torque change rate difference and the minimum distance between the vehicle and the obstacle may be fitted to a curve or an equation, and when step 204 is performed, the torque change rate difference corresponding to the minimum distance between the vehicle and the obstacle is determined using the curve or equation.

[0145] 305: Determine a second rate of change of torque based on the first rate of change of torque and the torque rate difference.

[0146] 306: Periodically calculate a torque of the vehicle based on a second torque change rate using the torque obtained when the vehicle is in an unstable state as an initial value, and control the vehicle using the calculated torque of the vehicle.

[0147] For details of this step, see step 206.

[0148] 307: In response to the vehicle exiting the autonomous driving mode, control the vehicle based on the torque obtained when the vehicle exited the autonomous driving mode.

[0149] For details of this step, see step 207.

[0150] 308: When the condition is met, stop controlling the torque of the vehicle and take manual control of the vehicle.

[0151] The conditions include at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, a throttle pedal, and a steering wheel.

[0152] For details of this step, see step 208.

[0153] 7 is a block diagram of a vehicle control device according to one embodiment of the present application. The vehicle control device may be implemented as all or part of a motor control module or motor controller using software, hardware, or a combination thereof. The vehicle control device may include a determination unit 401 and a control unit 402.

[0154] The determining unit 401 is configured to determine a second torque change rate based on the first torque change rate obtained when the vehicle in the autonomous driving mode is in an unstable state, the second torque change rate being smaller than the first torque change rate, in response to a situation in which the vehicle in the autonomous driving mode is in an unstable state.

[0155] The control unit 402 is configured to periodically calculate the torque of the vehicle based on the second torque change rate using the torque obtained when the vehicle becomes unstable as an initial value, control the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode, and control the vehicle based on the torque obtained when the vehicle exits the autonomous driving mode.

[0156] Optionally, the apparatus comprises: an acquisition unit 403 configured to periodically acquire status information of the vehicle; Further includes:

[0157] The determining unit 401 is further configured to determine whether the vehicle is in an unstable state based on the status information of the vehicle.

[0158] Optionally, the status information includes a torque of the vehicle, and the determination unit 401 is configured to determine a torque change rate of the vehicle in two adjacent periods based on the periodically acquired torque of the vehicle, and determine whether the vehicle is in an unstable state based on the torque change rate of the vehicle in the two adjacent periods.

[0159] Optionally, the determination unit 401 is configured to determine a minimum distance between the vehicle and the obstacle based on the vehicle environment information, the minimum distance between the vehicle and the obstacle being the minimum value of the distance between the vehicle and the obstacles around the vehicle, and determine that the vehicle is in an unstable state when the duration during which the second torque change rate is greater than the torque change rate threshold exceeds the first duration threshold and the minimum distance is greater than the distance threshold.

[0160] Optionally, the status information includes a vehicle speed and a wheel speed of the vehicle, and the determination unit 401 is configured to determine a wheel slip rate of the vehicle in each period based on the average vehicle speed and average wheel speed of the vehicle that are periodically acquired, the wheel slip rate being a ratio of the difference between the average vehicle speed and the average wheel speed to the average vehicle speed, and to determine whether the vehicle is in an unstable state based on the wheel slip rate of the vehicle in each period.

[0161] Optionally, the determining unit 401 is configured to determine a minimum distance between the vehicle and an obstacle based on the vehicle environment information, where the minimum distance between the vehicle and the obstacle is the minimum value of the distance between the vehicle and the obstacles around the vehicle, and determine that the vehicle is in an unstable state when the duration during which the wheel slip rate is greater than the wheel slip rate threshold exceeds a second duration threshold and the minimum distance is greater than the distance threshold.

[0162] Optionally, the determining unit 401 is configured to determine a torque change rate difference based on a first torque change rate obtained when the vehicle is in an unstable state, the value of the torque change rate difference being positively correlated with the value of the first torque change rate, and to determine a second torque change rate based on the first torque change rate and the torque change rate difference.

[0163] Optionally, the determining unit 401 is configured to determine the torque change rate difference based on a minimum distance between the vehicle and the obstacle, wherein the minimum distance between the vehicle and the obstacle is a minimum value of the distance between the vehicle and the obstacles around the vehicle, and the value of the torque change rate difference is positively correlated with the minimum distance between the vehicle and the obstacle in a braking scenario, and the value of the torque change rate difference is negatively correlated with the minimum distance between the vehicle and the obstacle in a driving scenario; and determine the second torque change rate based on the first torque change rate and the torque change rate difference.

[0164] Optionally, the torque change rate difference remains unchanged or the torque change rate difference varies with changes in the minimum distance between the vehicle and the obstacle.

[0165] Optionally, the apparatus comprises: an output unit 404 configured to output prompt information in response to a situation in which the vehicle in the autonomous driving mode is in an unstable state, the prompt information being used to prompt the driver to manually control the vehicle; Further includes:

[0166] Optionally, the control unit 402 is further configured to stop controlling the torque of the vehicle and take manual control of the vehicle when a condition is met.

[0167] The conditions include at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, a throttle pedal, and a steering wheel.

[0168] When performing operations, the vehicle control device provided in the above embodiments is merely described using the above-mentioned example of functional unit division. In actual application, the above-mentioned functions can be assigned to different functional units and implemented based on requirements, that is, the internal structure of the device is divided into different functional units to perform all or part of the above-mentioned functions. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept. For specific implementation processes of the vehicle control device, please refer to the method embodiments. Details will not be described again here.

[0169] The description of the procedures corresponding to the above-mentioned accompanying drawings has its own focus. For the parts of the procedures that are not described in detail, please refer to the relevant description of another procedure.

[0170] An embodiment of the present application further provides a vehicle, which includes a vehicle control device and a vehicle control unit as shown in Figure 6. The vehicle control device is connected to the vehicle control unit.

[0171] Figure 8 is a schematic diagram of the structure of a vehicle control device 900 according to an exemplary embodiment of the present application. The vehicle control device 900 shown in Figure 8 is configured to perform operations related to the vehicle control method shown in Figure 1, Figure 2, or Figure 6. The vehicle control device 900 may include a braking system of the vehicle described above. The vehicle control device 900 may be implemented using a general bus architecture.

[0172] As shown in FIG. 8, the vehicle control device 900 includes at least one processor 901, a memory 903, and at least one communication interface 904.

[0173] The processor 901 may be, for example, a general-purpose central processing unit (CPU), a digital signal processor (DSP), a network processor (NP), a graphics processing unit (GPU), a neural-network processing unit (NPU), a data processing unit (DPU), a microprocessor, or one or more integrated circuits configured to implement the solutions of the present application. For example, the processor 901 may include an application-specific integrated circuit (ASIC), a programmable logic device (PLD) or another programmable logic device, a transistor logic device, a hardware component, or any combination thereof. The PLD may be, for example, a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. The processor may implement or execute various logic blocks, modules, and circuits described with reference to the contents disclosed in the embodiments of the present invention. Alternatively, the processor may be a combination of processors that perform computing functions, such as one or more microprocessors, or a combination of a DSP and a microprocessor.

[0174] Optionally, vehicle control device 900 further includes a bus. The bus is configured to transmit information between components of vehicle control device 900. The bus may be a peripheral component interconnect (PCI) bus, an extended industry standard architecture (EISA) bus, or the like. The bus may be classified as an address bus, a data bus, a control bus, or the like. For ease of representation, only one thick line is used to represent a bus in FIG. 8, but this does not mean that there is only one bus or only one type of bus.

[0175] Memory 903 may be, for example, but is not limited to, read-only memory (ROM) or another type of static storage device capable of storing static information and instructions, random access memory (RAM) or another type of dynamic storage device capable of storing information and instructions, or electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other compact disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital versatile discs, or Blu-ray discs, etc.), magnetic disc storage media or other magnetic storage devices, or any other medium that can be accessed by a computer and that can be intended to hold or store appropriate program code in the form of instructions or data structures. For example, memory 903 may exist independently and be connected to processor 901 via a bus. Alternatively, memory 903 and processor 901 may be integrated together.

[0176] The communication interface 904 is configured to communicate with another device or a communication network using any device, such as a transceiver. The communication network may be an Ethernet, a radio access network (RAN), a Bluetooth network, or the like. The communication interface 904 may include a wired communication interface and may further include a wireless communication interface. In this embodiment of the present application, the communication interface 904 may be used by the vehicle control device 900 to communicate with another device.

[0177] In a specific implementation, in one embodiment, the processor 901 may include one or more CPUs, such as CPU0 and CPU1 shown in FIG. 8. Each of these processors may be a single-core processor (single-CPU) or a multi-core processor (multi-CPU). A processor herein may be one or more devices, circuits, and / or processing cores configured to process data (e.g., computer program instructions).

[0178] In a specific implementation, in one embodiment, vehicle control device 900 may include multiple processors, such as processor 901 and processor 905 shown in Figure 8. Each of these processors may be a single-core processor (single-CPU) or a multi-core processor (multi-CPU). A processor here may be one or more devices, circuits, and / or processing cores configured to process data (e.g., computer program instructions).

[0179] In a specific implementation, in one embodiment, the vehicle control device 900 may further include an output device and an input device. The output device communicates with the processor 901 and may display information in multiple ways. For example, the output device may be a liquid crystal display (LCD), a light emitting diode (LED) display device, a cathode ray tube (CRT) display device, or a projector. The input device communicates with the processor 901 and may accept input from a user in multiple ways. For example, the input device may be a touchscreen device or a sensing device.

[0180] In some embodiments, the memory 903 is configured to store program code 910 for implementing the solutions of the present application, and the processor 901 may execute the program code 910 stored in the memory 903. In other words, the vehicle control device 900 may use the processor 901 and the program code 910 in the memory 903 to implement the vehicle control method provided in the method embodiments. The program code 910 may include one or more software modules. Optionally, the processor 901 may alternatively store program code or instructions for implementing the solutions of the present application.

[0181] In a specific embodiment, the vehicle control device 900 in this embodiment of the present application may correspond to the motor control module or motor controller in the above-described method embodiment. A processor 901 in the vehicle control device 900 reads instructions in a memory 903, which enables the vehicle control device 900 shown in FIG. 8 to perform all or some of the operations performed by the motor control module or motor controller.

[0182] Specifically, the processor 901 is configured to respond to a situation in which a vehicle in an autonomous driving mode is in an unstable state by determining a second torque change rate based on a first torque change rate obtained when the vehicle is in the unstable state, the second torque change rate being smaller than the first torque change rate, periodically calculating the torque of the vehicle based on the second torque change rate using the torque obtained when the vehicle is in the unstable state as an initial value, controlling the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode, and controlling the vehicle based on the torque obtained when the vehicle exits the autonomous driving mode.

[0183] For the sake of brevity, other optional implementations will not be described again here.

[0184] The vehicle control device 900 may further correspond to the vehicle control device shown in Fig. 7, and each functional module in the vehicle control device is implemented by software of the vehicle control device 900. In other words, the functional modules included in the vehicle control device are generated after the processor 901 of the vehicle control device 900 reads the program code 910 stored in the memory 903.

[0185] The steps of the vehicle control method shown in Figure 1, Figure 2, or Figure 6 are performed using instructions in the form of integrated logic circuits of hardware or software in the processor of the vehicle control device 900. The steps of the method disclosed with reference to the embodiments of the present application may be performed directly by the hardware processor, or may be performed using a combination of hardware and software modules in the processor. The software modules may be arranged in a storage medium well-established in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, or a register. The storage medium is arranged in the memory, and the processor reads information in the memory and performs the steps of the aforementioned method together with the hardware in the processor. To avoid repetition, details will not be described again here.

[0186] An embodiment of the present application further provides a chip including an input interface, an output interface, a processor, and a memory. The input interface, the output interface, the processor, and the memory are connected to each other via an internal connection path. The processor is configured to execute code in the memory. When the code is executed, the processor is configured to execute any one of the vehicle control methods described above.

[0187] It is understood that the processor may be a CPU, or may be another general-purpose processor, a DSP, an ASIC, an FPGA or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component, etc. The general-purpose processor may be a microprocessor or any conventional processor. It is noted that the processor may be a processor that supports the ARM architecture.

[0188] Further, in an optional embodiment, there are one or more processors and one or more memories. Optionally, the memory and the processor may be integrated together, or the memory and the processor may be located separately. The memory may include a read-only memory and a random access memory, and may provide instructions and data to the processor. The memory may further include a non-volatile random access memory. For example, the memory may further store a reference block and a target block.

[0189] The memory may be volatile or nonvolatile, or may include both volatile and nonvolatile memory. Nonvolatile memory may be ROM, PROM, EPROM, EEPROM, or flash memory. Volatile memory may be RAM, acting as an external cache. By way of example and not limitation, many forms of RAM may be used, such as SRAM, DRAM, SDRAM, DDR SDRAM, ESDRAM, SLDRAM, and DR RAM.

[0190] An embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions, and when the computer instructions stored in the computer-readable storage medium are executed by a computer device, the computer device is enabled to perform the vehicle control method provided above.

[0191] An embodiment of the present application further provides a computer program product comprising instructions, which, when running on a computing device, enable the computing device to perform the vehicle control method provided above.

[0192] All or part of the above-described embodiments may be implemented by software, hardware, firmware, or any combination thereof. When software is used in the implementation, all or part of the embodiments may be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the procedures or functions according to the present application are generated, in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or another programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, optical fiber, or digital subscriber line) or wireless (e.g., infrared, radio, or microwave) methods. The computer-readable storage medium may be any available medium accessible by a computer, or a data storage device, such as a server or data center, that includes one or more available media integrated therewith. The usable medium may be a magnetic medium (eg, a floppy disk, hard disk, or magnetic tape), an optical medium (eg, a DVD), or a semiconductor medium (eg, a solid state disk), or the like.

[0193] Those skilled in the art will understand that all or part of the steps of the embodiments can be implemented by hardware or a program that instructs related hardware. The program can be stored in a computer-readable storage medium. The storage medium can be a read-only memory, a magnetic disk, an optical disk, etc.

[0194] The above description is merely an optional embodiment of the present application, and the protection scope of the present application is not limited thereto. Any modifications or replacements that can be easily conceived by those skilled in the art within the technical scope disclosed in the present application shall fall within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims. [Explanation of symbols]

[0195] 1. VCU 2. ADS 3. Brake system 31 Detection Module 32 Decision Module 33 Control Module 34 Execution Module 401 Decision Unit 402 Control Unit 403 Acquired Units 404 Output Unit 900 Vehicle Control Device 901 processor 903 Memory 904 Communication Interface 905 processor 910 Program Code

Claims

1. 1. A vehicle control method, the method comprising: In response to a situation in which a vehicle in an autonomous driving mode is in an unstable state, determining a second rate of change of torque based on a first rate of change of torque obtained when the vehicle is in the unstable state, wherein the second rate of change of torque is smaller than the first rate of change of torque; periodically calculating a torque of the vehicle based on the second torque change rate using the torque obtained when the vehicle entered the unstable state as an initial value, controlling the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode, and controlling the vehicle based on the torque obtained when the vehicle exits the autonomous driving mode; A vehicle control method comprising:

2. The method comprises: periodically obtaining status information of the vehicle; determining whether the vehicle is in the unstable state based on the status information of the vehicle; The method of claim 1 further comprising:

3. The status information includes the torque of the vehicle, and the step of determining whether the vehicle is in the unstable state comprises: determining a torque change rate of the vehicle for two adjacent time periods based on the periodically acquired torque of the vehicle; determining whether the vehicle is in the unstable state based on the rate of change of torque of the vehicle during the two adjacent time periods; 3. The method of claim 2, comprising:

4. The step of determining whether the vehicle is in the unstable state based on the torque change rate of the vehicle during the two adjacent time periods includes: determining a minimum distance between the vehicle and an obstacle based on the vehicle environment information, wherein the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and obstacles around the vehicle; determining that the vehicle is in the unstable condition when a duration during which the second rate of change of torque is greater than a rate of change of torque threshold exceeds a first duration threshold and the minimum distance is greater than a distance threshold; 4. The method of claim 3, comprising:

5. The status information includes a vehicle speed and a wheel speed of the vehicle, and the step of determining whether the vehicle is in the unstable state comprises: determining a wheel slip ratio of the vehicle for each period based on an average vehicle speed and an average wheel speed of the vehicle that are periodically acquired, the wheel slip ratio being a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed; determining whether the vehicle is in the unstable state based on the wheel slip rate of the vehicle during each time period; 3. The method of claim 2, comprising:

6. The step of determining whether the vehicle is in the unstable state based on the wheel slip rate of the vehicle in each period includes: determining a minimum distance between the vehicle and an obstacle based on the vehicle environment information, wherein the minimum distance between the vehicle and the obstacle is a minimum value of distances between the vehicle and obstacles around the vehicle; determining that the vehicle is in the unstable condition when the duration that the wheel slip ratio is greater than a wheel slip ratio threshold exceeds a second duration threshold and the minimum distance is greater than a distance threshold; 6. The method of claim 5, comprising:

7. The step of determining a second rate of change of torque based on a first rate of change of torque obtained when the vehicle is in the unstable state includes: determining a torque change rate difference based on the first torque change rate obtained when the vehicle is in the unstable state, wherein the value of the torque change rate difference is positively correlated with the value of the first torque change rate; determining the second rate of change of torque based on the first rate of change of torque and the rate of change of torque difference; 7. The method of any one of claims 1 to 6, comprising:

8. The step of determining a second rate of change of torque based on a first rate of change of torque obtained when the vehicle is in the unstable state includes: determining a torque change rate difference based on the minimum distance between the vehicle and the obstacle, the minimum distance between the vehicle and the obstacle being the minimum value of the distances between the vehicle and the obstacles around the vehicle, the value of the torque change rate difference being positively correlated with the minimum distance between the vehicle and the obstacle in a braking scenario, and the value of the torque change rate difference being negatively correlated with the minimum distance between the vehicle and the obstacle in a driving scenario; determining the second rate of change of torque based on the first rate of change of torque and the rate of change of torque difference; 7. The method of any one of claims 1 to 6, comprising:

9. 9. The method of claim 8, wherein the torque change rate difference remains unchanged or the torque change rate difference varies with changes in the minimum distance between the vehicle and the obstacle.

10. The method comprises: outputting prompt information in response to the vehicle in the autonomous driving mode being in the unstable state, the prompt information being used to prompt the driver to manually take control of the vehicle; 10. The method of any one of claims 1 to 9, further comprising:

11. The method comprises: When a condition is met, ceasing to control the torque of the vehicle and manually controlling the vehicle. further comprising The condition includes at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, a throttle pedal, and a steering wheel.

11. The method according to any one of claims 1 to 10.

12. A vehicle control device, the device comprising: a determination unit configured to, in response to a situation in which a vehicle in an autonomous driving mode is in an unstable state, determine a second torque change rate based on a first torque change rate obtained when the vehicle is in the unstable state, wherein the second torque change rate is smaller than the first torque change rate; a control unit configured to periodically calculate a torque of the vehicle based on the second torque change rate using the torque obtained when the vehicle entered the unstable state as an initial value, control the vehicle using the calculated torque of the vehicle until the vehicle exits the autonomous driving mode, and control the vehicle based on the torque obtained when the vehicle exits the autonomous driving mode; A vehicle control device comprising:

13. The device comprises: an acquisition unit configured to periodically acquire status information of the vehicle; Furthermore, The determining unit is further configured to determine whether the vehicle is in the unstable state based on the status information of the vehicle.

13. The apparatus of claim 12.

14. 14. The apparatus of claim 13, wherein the status information includes the torque of the vehicle, and the determination unit is configured to determine a torque change rate of the vehicle over two adjacent time periods based on the periodically acquired torque of the vehicle, and to determine whether the vehicle is in the unstable state based on the torque change rate of the vehicle over the two adjacent time periods.

15. 15. The apparatus of claim 14, wherein the determination unit is configured to determine a minimum distance between the vehicle and an obstacle based on the vehicle environment information, the minimum distance between the vehicle and the obstacle being a minimum value of distances between the vehicle and obstacles around the vehicle, and determine that the vehicle is in the unstable state when a duration during which the second torque change rate is greater than a torque change rate threshold exceeds a first duration threshold and the minimum distance is greater than a distance threshold.

16. 14. The apparatus of claim 13, wherein the status information includes a vehicle speed and a wheel speed of the vehicle, and the determination unit is configured to determine a wheel slip ratio of the vehicle in each period based on an average vehicle speed and an average wheel speed of the vehicle that are periodically acquired, the wheel slip ratio being a ratio of a difference between the average vehicle speed and the average wheel speed to the average vehicle speed, and to determine whether the vehicle is in the unstable state based on the wheel slip ratio of the vehicle in each period.

17. 17. The apparatus of claim 16, wherein the determination unit is configured to determine a minimum distance between the vehicle and an obstacle based on the vehicle environment information, the minimum distance between the vehicle and the obstacle being a minimum value of distances between the vehicle and obstacles around the vehicle, and determine that the vehicle is in the unstable state when a duration during which the wheel slip ratio is greater than a wheel slip ratio threshold exceeds a second duration threshold and the minimum distance is greater than a distance threshold.

18. 18. The apparatus of claim 12, wherein the determination unit is configured to determine a torque change rate difference based on the first torque change rate obtained when the vehicle is in the unstable state, the value of the torque change rate difference being positively correlated with the value of the first torque change rate, and to determine the second torque change rate based on the first torque change rate and the torque change rate difference.

19. 18. The apparatus of claim 12, wherein the determination unit is configured to determine a torque change rate difference based on the minimum distance between the vehicle and the obstacle, the minimum distance between the vehicle and the obstacle being the minimum value of the distances between the vehicle and the obstacles around the vehicle, the value of the torque change rate difference being positively correlated with the minimum distance between the vehicle and the obstacle in a braking scenario, and the value of the torque change rate difference being negatively correlated with the minimum distance between the vehicle and the obstacle in a driving scenario, and to determine the second torque change rate based on the first torque change rate and the torque change rate difference.

20. 20. The apparatus of claim 19, wherein the torque change rate differential remains unchanged or the torque change rate differential varies with changes in the minimum distance between the vehicle and the obstacle.

21. The device comprises: an output unit configured to output prompt information in response to a situation in which the vehicle in the autonomous driving mode is in the unstable state, the prompt information being used to prompt the driver to manually control the vehicle; 21. The apparatus of claim 12, further comprising:

22. the control unit is further configured to stop controlling the torque of the vehicle and manually control the vehicle when a condition is met; The condition includes at least one of the following devices detecting an input: a vehicle panel button, a brake pedal, a throttle pedal, and a steering wheel.

22. Apparatus according to any one of claims 12 to 21.

23. A vehicle, comprising: a vehicle control device according to any one of claims 12 to 22; and a vehicle control unit, wherein the vehicle control device is connected to the vehicle control unit.

24. 12. A computer-readable storage medium configured to store program code for execution by a processor, the program code comprising instructions for performing the method of any one of claims 1 to 11.

25. 12. A computer program comprising computer program code, which, when run by a computer, enables the computer to carry out the instructions of the method according to any one of claims 1 to 11.

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