Method and apparatus for operating ESC in an intelligent driving vehicle

Abstract

This application discloses a method and apparatus for activating ESC in an intelligent driving vehicle. In this method, after an intelligent driving function of the vehicle is enabled, an ESC activation probability is obtained. When the ESC activation probability is greater than a predetermined latch interval, a pre-termination signal for ADS and a warning signal are output. The pre-termination signal indicates that the ADS should be activated to maintain the stability of the vehicle's driving state. The warning signal prompts the driver to take over the vehicle. A vehicle stability parameter is obtained, and the stability parameter represents the stability characteristics of the vehicle's driving state. When the stability parameter satisfies an ESC activation condition, the ESC is activated. In this application, when it is determined that the ESC activation probability is greater than the latch interval, a pre-termination signal and a warning signal are output to warn the driver in advance and prompt the driver to take over the vehicle. In addition, when the stability of the vehicle's driving state is maintained by using the ADS, the ESC is activated when it is determined that the stability parameter satisfies the ESC activation condition. Therefore, a certain reaction time is given to the driver, which can reduce the safety risk of the driver subsequently taking over the vehicle.

Description

[Technical Field]

[0001] The present application relates to the field of intelligent driving technology, and more particularly to a method and apparatus for operating ESC in an intelligent driving vehicle. [Background technology]

[0002] With the development of intelligent driving technology, vehicles with intelligent driving functions are becoming increasingly common. When the intelligent driving function is enabled due to weather conditions such as rain and snow, vehicles traveling on wet and slippery roads may encounter dangerous operating conditions such as understeering or oversteering due to a mismatch between the driving torque required by the autonomous driving solution (ADS) when steering and the road's adhesion conditions. In this case, the chassis electronic stability controller (ESC) is activated.

[0003] In the prior art, the safety and stability boundaries of the steering are calculated based on current information, and the steering / braking actuators are controlled within the actual stability boundaries. By default, the ESC is not triggered, or the probability of triggering the ESC is low. However, after the ESC is activated, the intelligent driving function is directly terminated. When the vehicle is unstable, the driver cannot respond in a timely manner to the emergency situation in which the ADS immediately terminates or takes over the vehicle, which poses a safety risk. Summary of the Invention

[0004] The present application provides a method and apparatus for operating a chassis electronic stability controller ESC of an intelligent driving vehicle to control the vehicle's driving state before the vehicle's ESC is enabled and reduce the safety risk of vehicle takeover by the driver. [Means for solving the problem]

[0005] According to a first aspect, the present application provides a method for operating an ESC of an intelligent driving vehicle, hereinafter, using a vehicle management module that implements the operation management of the ESC of the intelligent driving vehicle as an execution entity, and the method includes the following steps:

[0006] After the vehicle's intelligent driving function is enabled, the vehicle management module obtains an ESC activation probability. When the ESC activation probability is greater than a preset latch interval, the vehicle management module outputs a pre-termination signal and a warning signal for the automatic driving system (ADS). The pre-termination signal indicates that the ADS should be activated to maintain the stability of the vehicle's driving state, and the warning signal prompts the driver to take over the vehicle. The vehicle management module then obtains a vehicle stability parameter. The stability parameter represents the stability characteristics of the vehicle's driving state. The vehicle management module activates the ESC when the stability parameter meets the ESC activation condition.

[0007] In this method, after intelligent driving of the vehicle is enabled, the vehicle management module obtains an ESC activation probability and determines whether the ESC activation probability is greater than the latch interval. If the ESC activation probability is greater than the latch interval, the vehicle management module outputs a pre-termination signal indicating ADS to maintain the stability of the vehicle's driving state, and at the same time outputs a warning signal to prompt the driver to take over the vehicle, which gives the driver time to react. In addition, if it is determined that the obtained vehicle stability parameters meet the ESC activation conditions, the ESC is activated, thereby allowing the driver to safely take over the vehicle after the ESC is activated and reducing the safety risk of the driver taking over the vehicle during vehicle mode switching.

[0008] In a possible design, the vehicle management module acquires vehicle driving data and determines the ESC activation probability based on the driving data.

[0009] This design allows the vehicle management module to accurately determine the ESC activation probability based on driving data.

[0010] In one possible design, the vehicle management module determines an actuation factor based on the driving data. The actuation factor includes at least one parameter selected from a focus factor, a vehicle state parameter, and a road adhesion factor. The focus factor represents the driver's ability to take over the vehicle after the ADS is terminated. The vehicle management module then determines an ESC actuation probability based on the actuation factor.

[0011] In this design, the vehicle management module can accurately determine the ESC activation probability based on at least one parameter of the focus degree, the vehicle state parameter, and the road adhesion factor.

[0012] In a possible design, the vehicle management module performs weight normalization on the actuation coefficients to obtain the ESC actuation probability.

[0013] In a possible design, the vehicle management module sends a pre-termination signal to the ADS, determines that the vehicle is entering the ADS pre-termination phase, and adjusts the vehicle's steering direction, driving torque, and braking torque by using the ADS to control the vehicle's driving state to a stable deceleration state.

[0014] In this design, in the pre-ADS termination stage, the vehicle management module adjusts the steering direction, driving torque, and braking torque of the vehicle by using the ADS to control the vehicle to be stable and then control the vehicle's running state to a stable deceleration state, so as to provide safety guarantee for the driver to take over the vehicle.

[0015] In a possible design, after outputting the pre-termination signal and the warning signal, the vehicle management module determines whether the ESC activation probability is less than the latch interval. In addition, the vehicle management module acquires a stability parameter when the ESC activation probability is greater than the latch interval or when the ESC activation probability is within the latch interval. When the vehicle management module determines that the ESC activation probability is less than the latch interval, it collects statistics on the duration for which the ESC activation probability is less than the latch interval, and stops outputting the pre-termination signal and the warning signal when the duration is greater than a time threshold.

[0016] In this design, after the vehicle management module outputs the pre-termination signal and the warning signal, the vehicle enters the ADS pre-termination phase. In this phase, the vehicle management module controls the vehicle to a stable deceleration state and determines whether the ESC activation probability in the pre-termination phase is less than the latch interval. If it determines that the ESC activation probability is not less than the latch interval, the vehicle management module obtains a stability parameter to determine whether to activate the ESC to maintain vehicle stability. If it determines that the ESC activation probability is less than the latch interval, the vehicle management module determines that the vehicle is gradually becoming stable under the control of the ADS. In this case, the vehicle management module collects statistics on the duration during which the ESC activation probability is less than the latch interval. If it determines that the duration is greater than a time threshold, the vehicle management module controls the vehicle so that the ADS regains stability and determines to stop outputting the pre-termination signal and the warning signal, and the vehicle resumes the intelligent driving mode.

[0017] In a possible design, the vehicle management module activates the ESC, determines that the vehicle has entered the ESC activation phase, and simultaneously terminates the ADS. In the ESC activation phase, the vehicle management module adjusts the vehicle's steering direction, driving torque, and braking torque by using the ESC to control the vehicle's driving state to a stable deceleration state. In addition, the vehicle management module obtains stability parameters and determines whether the stability parameters satisfy the stability conditions. After determining that the stability parameters satisfy the stability conditions, the vehicle management module terminates the ESC.

[0018] In this design, during the ESC operation stage, the vehicle management module adjusts the steering direction, driving torque, and braking torque of the vehicle by using ESC to control the driving state of the vehicle into a stable deceleration state, so that the vehicle can restore stability and a safe driving environment is provided for the driver to take over the vehicle.

[0019] In a possible design, after ESC is terminated, the vehicle management module adjusts the vehicle rotation speed, driving torque, and braking torque to control the vehicle's running state to a stable deceleration state, and after a warning signal is output, determines whether the driver will take over the vehicle within the warning time period. If the vehicle management module determines that the driver has not taken over the vehicle within the warning time period, it controls the vehicle to brake.

[0020] In this design, after ESC is terminated, the vehicle management module controls the vehicle to a stable deceleration state to provide safety assurance for the driver to take over the vehicle. After the driver decides not to take over the vehicle within the warning time period, the vehicle management module controls the vehicle to brake to ensure driving safety and avoid accidents.

[0021] According to a second aspect, the present application provides an apparatus for operating an ESC of an intelligent driving vehicle, the apparatus comprising: A first obtaining unit configured to obtain an ESC activation probability after an intelligent driving function of the vehicle is enabled; an output unit configured to output a pre-termination signal of an automatic driving system (ADS) and a warning signal when the ESC activation probability is greater than a preset latch interval, wherein the pre-termination signal indicates the ADS to maintain the stability of the driving state of the vehicle, and the warning signal prompts a driver to take over the vehicle; a second acquisition unit configured to acquire a stability parameter of the vehicle, the stability parameter representing a stability characteristic of a driving state of the vehicle; and an activation unit configured to activate the ESC when the stability parameter satisfies the ESC activation condition.

[0022] In a possible design, the first acquisition unit comprises: Acquire vehicle driving data, Determine the probability of ESC activation based on driving data, It is specifically configured so that

[0023] In a possible design, the first acquisition unit comprises: Determine an operation coefficient based on the driving data, the operation coefficient including at least one parameter of a focus degree, a vehicle state parameter, and a road adhesion coefficient, the focus degree representing the driver's ability to take over the vehicle after the ADS is terminated; and Determine the ESC activation probability based on the activation coefficient; It is specifically configured so that

[0024] In a possible design, the first acquisition unit comprises: Perform weight normalization on the activation coefficient to obtain the ESC activation probability; It is specifically configured so that

[0025] In a possible design, the output unit may be Sending a pre-exit signal to the ADS to determine that the vehicle is entering the ADS pre-exit phase; and Using the ADS to adjust the vehicle's steering direction, driving torque, and braking torque to control the vehicle's driving state to a stable deceleration state; It is specifically configured so that

[0026] In a possible design, the second acquisition unit receives the pre-termination signal of the automated driving system ADS and the warning signal after it is output. determining whether the ESC activation probability is less than a latch interval; and If the ESC activation probability is greater than the latch interval or if the ESC activation probability is within the latch interval, obtain a stability parameter; or If the ESC activation probability is less than the latch interval, collect statistics regarding the duration for which the ESC activation probability is less than the latch interval, and stop outputting the pre-termination signal and the warning signal when the duration is greater than a time threshold. It is further configured as follows.

[0027] In a possible design, the actuation unit comprises: Activate ESC, determine that the vehicle is entering the ESC activation phase, and exit ADS. In order to control the running state of the vehicle to a stable deceleration state, the ESC is used to adjust the steering direction, driving torque, and braking torque of the vehicle during the ESC operation stage; and Obtain a stability parameter and determine whether the stability parameter satisfies a stability condition, and if the stability parameter satisfies the stability condition, terminate the ESC; It is specifically configured so that

[0028] In a possible design, after the ESC is terminated, the actuating unit: In order to control the vehicle's running state to a stable deceleration state, the steering direction, driving torque, and braking torque of the vehicle are adjusted; After the warning signal is output, the driver decides whether to take over the vehicle within the warning time period; and controlling the vehicle to brake if the driver does not take over within the warning time period; It is further configured as follows.

[0029] According to a third aspect, the present application provides an electronic device for use in an intelligent driving vehicle. The electronic device includes a processor and a memory. The memory stores one or more computer programs, the one or more computer programs including instructions. When the processor invokes the instructions, a communication device is enabled to perform the method for operating an ESC of the intelligent driving vehicle according to the first aspect.

[0030] According to a fourth aspect, the present application provides an intelligent driving vehicle. The intelligent driving vehicle includes an ESC, an ADS, and an ESC actuator according to the second aspect. When the ADS is activated, the ESC actuator performs the method according to the first aspect or any one of the possible implementation forms of the first aspect.

[0031] According to a fifth aspect, the present application provides a computer-readable storage medium storing a computer program or instructions that, when executed, causes a computer to perform a method according to the first aspect or any one of the possible implementations of the first aspect.

[0032] According to a sixth aspect, the present application provides a computer program product, which, when executed by a computer, enables the computer to perform a method according to the first aspect or any one of the possible implementations of the first aspect.

[0033] For the beneficial effects of the second to fourth aspects, please refer to the description of the beneficial effects of the first aspect, and the details will not be described again here. [Brief explanation of the drawings]

[0034] [Figure 1] 2 is a schematic flow chart of a possible method for operating ESC of an intelligent driving vehicle in a solution according to an embodiment of the present application; [Figure 2] 2 is a schematic diagram of possible vehicle driving states in a solution according to an embodiment of the present application; [Figure 3] 3 is a schematic diagram of another possible vehicle driving state in a solution according to an embodiment of the present application; [Figure 4] 4 is a schematic diagram of yet another possible vehicle driving state in the solution according to an embodiment of the present application; [Figure 5A] 2 is a complete schematic flow chart of a possible method for operating ESC of an intelligent driving vehicle in a solution according to an embodiment of the present application; [Figure 5B] 2 is a complete schematic flow chart of a possible method for operating ESC of an intelligent driving vehicle in a solution according to an embodiment of the present application; [Figure 5C] 2 is a complete schematic flow chart of a possible method for operating ESC of an intelligent driving vehicle in a solution according to an embodiment of the present application; [Figure 6] 1 is a schematic diagram of a possible structure of an ESC actuation system in a solution according to an embodiment of the present application; [Figure 7] 1 is a schematic diagram of the structure of an apparatus for operating ESC of an intelligent driving vehicle in a solution according to an embodiment of the present application; [Figure 8] 1 is a schematic diagram of the structure of an electronic device in a solution according to an embodiment of the present application; [Figure 9] 1 is a schematic diagram of the structure of an intelligent driving vehicle in a solution according to an embodiment of the present application; DETAILED DESCRIPTION OF THE INVENTION

[0035] The embodiments of the present application provide a method and an apparatus for operating ESC of an intelligent driving vehicle. The method and the apparatus are based on the same concept. Because the principles for solving problems by using the method and the apparatus are similar, the implementations of the apparatus and the method can be used interchangeably, and repeated descriptions will not be provided again in this specification.

[0036] In order to make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings. The terms "first" and "second" in the description of the embodiments of the present application are used for explanatory purposes only and should not be understood as indicating or implying the relative importance or quantity of the technical features shown. Therefore, a feature qualified by "first" or "second" may explicitly or implicitly indicate that one or more features are included.

[0037] For ease of understanding, illustrative examples of concepts relevant to this application are provided for reference.

[0038] (1) The chassis electronic stability controller (ESC) is a new type of active safety system for vehicles, which is a further extension of the functions of the vehicle's antilock brake system (ABS) and traction control system (TCS). Based on this, a yaw rate sensor, a lateral acceleration sensor, and a steering wheel angle sensor are added, which are used when the vehicle is being steered. To ensure the lateral stability of the vehicle while it is driving, the driving torque and braking torque of the front and rear wheels, as well as the left and right wheels, are controlled by an electronic control unit.

[0039] (2) Road adhesion coefficient is the ratio of adhesion force to wheel normal (perpendicular to the road) pressure. In a rough calculation, the road adhesion coefficient may be considered as the coefficient of static friction between the tire and the road. The road adhesion coefficient is determined by the road and the tire. A larger coefficient indicates a larger adhesion force that can be used and a smaller probability that the vehicle will slip.

[0040] In the description of the embodiments of the present application, the term "and / or" describes a relational relationship between associated objects and indicates that three relationships may exist. For example, A and / or B may indicate the following three cases: when only A is present, when both A and B are present, and when only B is present. The character " / " generally indicates an "or" relationship between associated objects. In the present application, "at least one" means one or more, and "multiple" means two or more. In addition, it should be understood that in the description of the present application, terms such as "first" and "second" are used merely for distinction and explanation, and should not be understood as indicating or implying relative importance or indicating or implying sequence. The following describes the embodiments of the present application in detail with reference to the accompanying drawings.

[0041] In the prior art, the safety and stability boundaries of the steering are calculated based on current information, and the steering / braking actuators are controlled within the actual stability boundaries. By default, the ESC is not triggered, or the probability of triggering the ESC is low. However, after the ESC is activated, the intelligent driving function is directly terminated. When the vehicle is unstable, the driver cannot respond in a timely manner to the emergency situation in which the ADS immediately terminates or takes over the vehicle, which poses a safety risk.

[0042] To reduce the safety risk of the driver taking over the vehicle after the ESC is activated, one embodiment of the present application provides a method for activating ESC in an intelligent driving vehicle. For the purposes of explanation, the following uses a vehicle management module that manages the activation of ESC in an intelligent driving vehicle as an execution entity. In this method, the vehicle management module obtains an ESC activation probability after the vehicle's intelligent driving function is enabled. When the ESC activation probability is greater than a preset latch interval, the vehicle management module outputs a pre-termination signal and a warning signal for the autonomous driving solution (ADS). The pre-termination signal indicates the ADS to maintain the stability of the vehicle's driving state, and the warning signal prompts the driver to take over the vehicle. Next, the vehicle management module obtains a stability parameter for the vehicle. The stability parameter represents the stability characteristics of the vehicle's driving state. The vehicle management module activates the ESC when the stability parameter satisfies an ESC activation condition.

[0043] The following describes the solutions provided in the present application with reference to the accompanying drawings and specific embodiments.

[0044] 1 is a schematic diagram of a method for operating an ESC of an intelligent driving vehicle according to an embodiment of the present application. In the following, for the purpose of explanation, a vehicle management module that implements the operation management of the ESC of the intelligent driving vehicle is used as an execution body. As shown in FIG. 1, the method includes the following steps:

[0045] S101: The vehicle management module obtains the ESC activation probability after the intelligent driving function of the vehicle is enabled.

[0046] In one implementation, after determining that the intelligent driving function of the vehicle is enabled, the vehicle management module acquires driving data of the vehicle and determines an ESC activation probability based on the acquired driving data.

[0047] In some optional implementations, the driving data includes, but is not limited to, driver input information, vehicle state information acquired by vehicle sensors, driver images collected by on-board cameras, and road and environmental images collected by cameras outside the vehicle. Driver input information includes, but is not limited to, steering wheel angle, throttle pedal stroke, and brake pedal stroke. Vehicle state information acquired by sensors includes, but is not limited to, horizontal and longitudinal acceleration, wheel speed, vehicle speed, yaw angular velocity, sideslip angle, and wheel slip ratio.

[0048] In one implementation, the vehicle management module may perform S101 by using the following steps.

[0049] A1: The vehicle management module determines the operating coefficients based on the driving data.

[0050] The operation coefficient includes at least one parameter of a focus degree, a vehicle state parameter, and a road adhesion coefficient. The focus degree represents the driver's ability to take over the vehicle after the ADS is terminated.

[0051] The vehicle management module may determine the actuation coefficients in the following manner.

[0052] In some optional implementations, the vehicle management module determines the driver's focus level based on an image of the driver in the driving data.

[0053] In one implementation, the vehicle management module may input the acquired driver image into a trained image recognition model, extract features from the image based on the trained image recognition model to obtain facial feature parameters, and determine the focus degree based on the facial feature parameters.

[0054] Optionally, the vehicle management module may determine the focus degree of the driver based on a correspondence between the facial feature parameters and the focus degree, and when there are multiple facial feature parameters, the sum of the focus degrees corresponding to the multiple facial feature parameters is used as the current focus degree of the driver.

[0055] In some optional implementations, the vehicle management module determines vehicle state parameters based on the vehicle state information in the trip data, the vehicle state parameters including at least one of a slip ratio, a sideslip angle deviation, a yaw angular rate deviation, and a lateral acceleration.

[0056] In one implementation, the vehicle management module may determine the vehicle state parameters in the following manner.

[0057] In some optional implementations, the vehicle management module may determine a wheel slip ratio based on the wheel speed and the vehicle speed in the vehicle state information, and use the maximum value of the wheel slip ratio as the first slip ratio. The vehicle management module uses the maximum value of the wheel slip ratio in the vehicle state information as the second slip ratio. The vehicle management module uses a slip ratio obtained by combining the first slip ratio and the second slip ratio by using a Kalman filtering method as the vehicle state parameter.

[0058] In some optional implementations, the vehicle management module may use lateral acceleration in the vehicle state information as a vehicle state parameter.

[0059] In some optional implementations, the vehicle management module may determine a lateral vehicle velocity and a longitudinal vehicle velocity of the vehicle based on the vehicle state information, and determine an actual sideslip angle of the vehicle in the current state based on the determined longitudinal vehicle velocity and the determined lateral velocity. The vehicle management module may further input the vehicle state information into a linear two-degree-of-freedom vehicle model and obtain an ideal sideslip angle based on the linear two-degree-of-freedom vehicle model. The vehicle management module uses the difference between the actual sideslip angle and the ideal sideslip angle as the sideslip angle deviation.

[0060] Optionally, in this embodiment of the present application, the vehicle management module may select a linear two-degree-of-freedom vehicle model as the reference model, and use the center of gravity side slip angle β as the reference value when the vehicle enters a stable state. In order to ensure the stable running of the vehicle, the upper limit value of the center of gravity side slip angle is determined by the vehicle model as |β max |=μg(b / u 2 +ma / k2L), and β and |β max The smaller value of min{β,|β max |} is used as the ideal sideslip angle.

[0061] μ represents the road adhesion coefficient in the vehicle state information, a represents the distance from the front axle to the center of gravity, b represents the distance from the rear axle to the center of gravity, k2 represents the cornering rigidity of the rear wheels, g represents the gravitational acceleration, m represents the vehicle weight, and L represents the distance between the rear wheels.

[0062] In some optional implementations, the vehicle management module uses the yaw angular rate in the vehicle state information as the actual yaw angular rate. The vehicle management module inputs the vehicle state information into a vehicle model and determines an ideal yaw angular rate based on the vehicle model. The vehicle management module uses the difference between the actual yaw angular rate and the ideal yaw angular rate as the yaw angular rate deviation.

[0063] Optionally, the vehicle management module inputs the vehicle state information into a linear two-degree-of-freedom vehicle model, and when the vehicle enters a stable state, uses the yaw angular velocity ω as a reference value, and determines an upper limit of the yaw angular velocity based on the vehicle model as |ω max |=0.85μg / V x μ represents the road adhesion coefficient in the vehicle state information, and V x represents the longitudinal vehicle velocity and g represents the gravitational acceleration. The vehicle model is max |min{ω,|ω max |} as the ideal yaw angular velocity and output the ideal yaw angular velocity.

[0064] In some optional implementations, the vehicle management module determines the road adhesion parameter based on road images and vehicle state information.

[0065] In one implementation, the vehicle management module may input a road image to a convolutional neural network, extract features from the road image based on the convolutional neural network to obtain road features, and determine a first road adhesion coefficient based on the road features, where the convolutional neural network is obtained through pre-training based on past road images and past road adhesion coefficients corresponding to the past road images.

[0066] The vehicle management module may determine the second road adhesion factor based on the vehicle state information by using three-degree-of-freedom dynamic equations of the vehicle.

[0067] Optionally, the vehicle management module may determine a second road adhesion coefficient by normalizing tire forces based on vehicle state information and a dugoff tire model and using the EKF method and based on three-degree-of-freedom dynamic equations.

[0068] The vehicle management module determines a road adhesion factor based on the first road adhesion factor and the second road adhesion factor, and uses the road adhesion factor as a vehicle state parameter.

[0069] Optionally, the vehicle management module may combine the first road adhesion factor and the second road adhesion factor into a road adhesion factor by using fuzzy logic.

[0070] A2: The vehicle management module determines the ESC activation probability based on the activation coefficient.

[0071] In A2, the vehicle management module may perform weight normalization on the actuation coefficient to obtain the ESC actuation probability.

[0072] In some optional implementations, the vehicle management module may determine the ESC activation probability by using the following formula:

number

[0073] P act (ESC) represents the ESC activation probability, and P act (ESC)∈[0,1], α0, α1, α2, α3, α4, α5 are weighting parameters, f0(λ) is the normalized slip ratio, and f1(a y ) represents the normalized lateral acceleration, f2(Δβ) represents the normalized sideslip angle deviation, f3(Δω) represents the normalized yaw angular velocity deviation, f4(μ) represents the normalized road adhesion parameter, f5(x1, x2...) represents the normalized focus degree, and x1 and x2 represent the driver's facial feature parameters.

[0074] S102: When the ESC activation probability is greater than the preset latch interval, the vehicle management module outputs a pre-termination signal of the ADS and a warning signal. The pre-termination signal indicates the ADS to maintain the stability of the vehicle's running state, and the warning signal prompts the driver to take over the vehicle.

[0075] After determining the ESC activation probability, the vehicle management module determines whether the ESC activation probability is greater than a preset latch interval.

[0076] In some optional implementations, if the ESC activation probability is less than the latch interval, the vehicle management module determines that the probability of activating the vehicle's ESC in the current conditions is not high and continues to acquire driving data to determine the ESC activation probability.

[0077] In some other optional implementations, if the ESC activation probability is within the latch interval, the vehicle management module determines that the vehicle's ESC can be activated in the current state, maintains the pre-termination signal output enable, and continues acquiring driving data to determine the ESC activation probability.

[0078] When the vehicle management module determines that the ESC activation probability is within the latch interval, the vehicle management module maintains the output enable of the pre-termination signal to avoid oscillation of the enable fluctuation bit of the pre-termination signal when the ESC activation probability fluctuates around the threshold of the latch interval. In addition, when the vehicle management module determines that the ESC activation probability is greater than the latch interval, the vehicle management module can output the pre-termination signal in a timely manner.

[0079] In some other optional implementations, the vehicle management module outputs a pre-termination signal and a warning signal if the ESC activation probability is greater than the latch interval.

[0080] In one implementation, the warning signal output by the vehicle management module includes, but is not limited to, a seat shaking signal, an audio prompt signal, and a visual prompt signal. For example, the vehicle management module outputs a seat shaking signal to control the seat to shake to prompt the driver to take over the vehicle. The vehicle management module may output an audio prompt signal to prompt the driver to take over the vehicle. The vehicle management module may also output a visual prompt signal on a display interface of the vehicle to prompt the driver to take over the vehicle.

[0081] Optionally, the vehicle management module may increase the strength and frequency of the warning signal as the duration of the warning signal increases, in order to preferably prompt the driver to take over the vehicle.

[0082] For example, when the vehicle management module determines that the ESC activation probability is greater than the latch interval, the vehicle management module outputs a seat shaking signal to prompt the driver to take over the vehicle by shaking the seat. If the driver does not take over the vehicle within 30 seconds after the seat shaking signal is output, the vehicle management module adjusts the seat shaking signal to increase the frequency of the seat shaking so as to prompt the driver to take over the vehicle as soon as possible.

[0083] In one implementation, the vehicle management module may output a pre-termination exit signal at S102 in the following steps.

[0084] B1: The vehicle management module sends a pre-exit signal to the ADS and determines that the vehicle enters the ADS pre-exit phase.

[0085] In some optional implementations, the vehicle management module sends a pre-termination signal to the ADS to notify the ADS that the vehicle's ESC is about to be activated. After receiving the pre-termination signal, the ADS may maintain the stability of the vehicle's driving state to prevent the vehicle management module from activating the ESC.

[0086] B2: The vehicle management module adjusts the steering direction, driving torque, and braking torque of the vehicle by using the ADS to control the running state of the vehicle to a stable deceleration state.

[0087] Optionally, when sending the pre-termination signal to the ADS, the vehicle management module may further send ESC operation information to the ADS, and the ADS may adjust the steering direction, driving torque, and braking torque of the vehicle based on the ESC operation information to control the running state of the vehicle to a stable deceleration state.

[0088] In some optional implementations, the vehicle management module may use the ADS to adjust the steering direction, driving torque, and braking torque of the vehicle to control the vehicle's driving state to a stable deceleration state so as to maintain the stability of the vehicle's driving state, thereby preventing the vehicle management module from activating the ESC to maintain the stability of the vehicle.

[0089] In some optional implementations, after outputting the pre-termination signal and the warning signal, the vehicle management module may further determine whether the ESC activation probability is less than the latch interval.

[0090] During the pre-ADS termination stage, the vehicle management module continues to determine the ESC activation probability and determines whether the ESC activation probability is less than the latch interval.

[0091] In some optional implementations, when the ESC activation probability is less than the latch interval, statistics are collected for the duration that the ESC activation probability is less than the latch interval, and the vehicle management module stops outputting the pre-termination signal and the warning signal when the duration is greater than a time threshold.

[0092] When the ESC activation probability is less than the latch interval, the vehicle management module determines that the vehicle's running state is gradually stabilizing. The vehicle management module continues to determine the ESC activation probability and collects statistics regarding the duration for which the ESC activation probability is less than the latch interval.

[0093] Optionally, when determining that the duration during which the ESC activation probability is less than the latch interval is greater than a time threshold, the vehicle management module determines that the running state of the vehicle has already tended to stabilize, and stops outputting the pre-termination signal and the warning signal. In this case, the vehicle management module determines to continue using the intelligent driving function for the vehicle.

[0094] For example, as shown in FIG. 2, an embodiment of the present application provides a schematic diagram of a vehicle's driving state. At time t0, the vehicle is in the intelligent driving phase, and the ADS normally takes over the vehicle. The vehicle management module imposes no restrictions on the ADS, and the vehicle management module does not output an enable flag bit for the pre-termination signal. In addition, under the control of the ADS in the intelligent driving phase, no braking torque is applied to the vehicle, and the driving torque and wheel angle of the vehicle tend to gradually increase. At time t1, after determining that the ESC activation probability is greater than the latch interval, the vehicle management module outputs an enable flag bit for the pre-termination signal and determines that the vehicle enters the ADS pre-termination phase. In the ADS pre-termination phase, the ADS's takeover of the vehicle is restricted by the vehicle management module. After receiving the pre-termination signal, the ADS implements restriction measures. The restriction measures include, but are not limited to, restricting further increases in the wheel angle, restricting further increases in the driving torque, gradually increasing the braking torque, and gradually decelerating. During the ADS pre-termination phase, the ADS implements a limiting measure, causing the wheel angle and driving torque to change from their previous state in which their current values ​​are greater than their target values ​​to a state in which their current values ​​are not significantly different from their target values, leading the vehicle management module to determine at time t2 that the ESC activation probability is less than the latch interval. After time t2, the ADS continues to implement the limiting measure, causing the ESC activation probability determined by the vehicle management module at time t3 to still be less than the latch interval. That is, during the time period from time t2 to time t3, the ESC activation probability is always less than the latch interval. When the time period between t2 and t3 reaches a duration in which the ESC activation probability is less than the latch interval, the vehicle management module stops outputting a pre-termination signal at time t3, and the vehicle re-enters the intelligent driving phase.

[0095] In some other optional implementations, the vehicle management module obtains the stability parameter when the ESC activation probability is greater than the latch interval or when the ESC activation probability is within the latch interval.

[0096] In the pre-ADS termination stage, when the ESC activation probability is greater than the latch interval or is within the latch interval, the vehicle management module determines that the vehicle is still in an unstable state after the ADS has maintained the stability of the vehicle's driving state. The vehicle management module obtains the stability parameter and determines whether the ESC needs to be activated to maintain the stability of the vehicle's driving state.

[0097] S103: The vehicle management module obtains a stability parameter of the vehicle, where the stability parameter represents the stability characteristic of the running state of the vehicle.

[0098] In some optional implementations, the stability parameters include, but are not limited to, yaw angular velocity and center of gravity sideslip angle. The vehicle management module may obtain the stability parameters by using an existing stability parameter obtaining method, or may obtain the stability parameters in another manner, which is not limited in this embodiment of the present application.

[0099] S104: The vehicle management module activates the ESC when the stability parameters satisfy the ESC activation conditions.

[0100] In some optional implementations, the vehicle management module determines whether the acquired stability parameters satisfy an ESC activation condition. The ESC activation condition may be a condition in which the vehicle is in an unstable state. For example, the ESC activation condition may be that the vehicle's movement trajectory does not match the trajectory predicted by the intelligent driving function, or that the vehicle has an insufficient steering tendency, or that the vehicle has an excessive steering tendency.

[0101] Optionally, if the stability parameter does not satisfy the ESC activation condition, the vehicle management module determines an ESC activation probability, and determines whether the ESC activation probability is less than a latch interval.

[0102] Optionally, the vehicle management module activates the ESC if the stability parameters satisfy an ESC activation condition.

[0103] In some optional embodiments, when the stability parameters determine that the ESC activation condition is met, the vehicle management module activates the ESC, determines that the vehicle has entered the ESC activation phase, and terminates the ADS.

[0104] When the stability parameter determines that the ESC activation condition is satisfied, the vehicle management module determines that the vehicle's running state is in an unstable state, and activates the ESC to control the vehicle's running state so as to restore the stable state by using the ESC.

[0105] In some optional implementations, during the ESC activation phase, the vehicle management module adjusts the vehicle's steering direction, drive torque, and braking torque by using ESC to control the vehicle's driving state toward a stable deceleration state.

[0106] The vehicle management module obtains the stability parameters during the ESC operation phase and determines whether the stability parameters satisfy the stability conditions. If the stability parameters satisfy the stability conditions, the vehicle management module terminates the ESC.

[0107] In some optional implementations, after terminating ESC, the vehicle management module adjusts the vehicle's steering direction, driving torque, and braking torque to control the vehicle's driving state to a stable deceleration state.

[0108] When the vehicle is in a steady deceleration state, the vehicle management module determines whether the driver takes over the vehicle within the warning time period after the warning signal is output.

[0109] In some optional implementations, the vehicle management module controls the vehicle to brake if the driver does not take over the vehicle within the warning time period.

[0110] When the driver does not take over the vehicle within the warning time period, the vehicle management module acquires driving data, determines the distance between the vehicle and an obstacle in front of the vehicle, and determines a brake pressure value to be used to maintain stable braking of the vehicle based on the distance. The vehicle management module sends the brake pressure value to the hydraulic unit, which then adjusts the brake pressure to the brake pressure value to control the vehicle to brake.

[0111] For example, as shown in FIG. 3 , an embodiment of the present application provides a schematic diagram of another driving state of a vehicle. At time t0, the vehicle is in the intelligent driving phase, and the ADS normally takes over the vehicle. The vehicle management module imposes no restrictions on the ADS, and the vehicle management module does not output the enable flag bit of the pre-termination signal. In addition, under the control of the ADS in the intelligent driving phase, no braking torque is applied to the vehicle, and the driving torque and wheel angle of the vehicle tend to gradually increase. At time t1, after determining that the ESC activation probability is greater than the latch interval, the vehicle management module outputs the enable flag bit of the pre-termination signal and determines that the vehicle enters the ADS pre-termination phase. In the ADS pre-termination phase, the ADS's takeover of the vehicle is restricted by the vehicle management module. After receiving the pre-termination signal, the ADS implements restriction measures. The restriction measures include, but are not limited to, restricting further increases in the wheel angle, restricting further increases in the driving torque, gradually increasing the braking torque, and gradually decelerating. At time t1, the vehicle enters the pre-ADS termination phase, indicating that the series of measures implemented by the ADS during the pre-ADS termination phase failed to restore vehicle stability in a timely manner. As a result, the current wheel angle value is always greater than the target value and continuously increases, the current driving torque value is always greater than the target value and continuously increases, and the current braking torque value is less than the target value. Thus, the vehicle's stability parameters satisfy the ESC activation conditions at time t2, and the vehicle management module outputs an ESC trigger flag, activates the ESC, and simultaneously terminates the ADS. That is, from time t1 to time t2, the vehicle is in the pre-ADS termination phase. After time t2, the vehicle enters the ESC activation phase, during which the ADS is terminated. At time t2, the ESC continuously reduces the wheel angle and driving torque and activates the corresponding wheel cylinder pressure to control the vehicle to restore stability.At time t3, when the current value of the wheel angle is smaller than the target value, the current value of the driving torque is smaller than the target value, and the difference between the current value of the braking torque and the target value is not large, the vehicle management module determines that the vehicle's stability parameters satisfy the stability condition and terminates the ESC. In this case, the ESC operation phase ends. At time t3, after ESC is terminated, the vehicle management module determines that the vehicle will enter the ESC termination phase, continuously reducing the wheel angle and driving torque while maintaining or reducing the braking pressure until the driver takes over the vehicle at time t4. In this case, the ESC termination phase ends. At time t4, the vehicle management module determines that the vehicle will enter human driving takeover mode.

[0112] As another example, as shown in FIG. 4 , an embodiment of the present application provides a schematic diagram of yet another driving state of a vehicle. In the time period from time t0 to time t1 in FIG. 4 , the vehicle is in an intelligent driving stage. In the intelligent driving stage, the execution process of the ADS and the vehicle management module is the same as the execution process corresponding to the time period from time t0 to time t1 in FIG. 3 . In the time period from time t1 to time t2 in FIG. 4 , the vehicle is in a pre-ADS termination stage. In the pre-ADS termination stage, the execution process of the ADS and the vehicle management module is the same as the execution process corresponding to the time period from time t1 to time t2 in FIG. 3 . In the time period from time t2 to time t3 in FIG. 4 , the vehicle is in an ESC activation stage. In the ESC activation stage, the execution process of the ESC and the vehicle management module is the same as the execution process corresponding to the time period from time t2 to time t3 in FIG. 3 . At time t3, when the current value of the wheel angle (FIG. 4) is smaller than the target value, the current value of the driving torque is smaller than the target value, and the difference between the current value of the braking torque and the target value is not large, the vehicle management module determines that the vehicle's stability parameters satisfy the stability condition and terminates the ESC. In this case, the ESC operation phase ends. At time t3, after ESC is terminated, the vehicle management module determines that the vehicle will enter the ESC termination phase and continuously reduce the wheel angle and driving torque while maintaining or reducing the braking pressure. After determining that the driver will not take over the vehicle within the warning time corresponding to the warning signal, the vehicle management module maintains or reduces the braking torque while simultaneously reducing the wheel angle and driving torque to zero. At time t4, the vehicle management module controls the vehicle to brake. After time t4, the vehicle is in a braking state, and the vehicle management module controls the braking torque to be reduced.

[0113] In the above embodiment, after determining that the intelligent driving function of the vehicle is enabled, the vehicle management module obtains the ESC activation probability and determines whether the vehicle's driving state is stable based on whether the ESC activation probability is greater than the latch interval. When the ESC activation probability is greater than the latch interval, the vehicle management module outputs a pre-termination signal for the ADS and uses the ADS to maintain the stability of the vehicle's driving state while outputting a warning signal to prompt the driver to take over the vehicle. In addition, when the vehicle's stability parameters determine that the ESC activation condition is met, the vehicle management module activates the ESC to provide the driver with reaction time, thereby reducing the safety risk of the driver taking over the vehicle after the ADS is terminated.

[0114]

[0033] In the following, based on the solution for operating the ESC of an intelligent driving vehicle shown in Figure 1, we will continue to specifically describe the solution by using an example in which a vehicle management module performs an ESC activation process. Figures 5A to 5C are schematic flowcharts of a method for operating the ESC of an intelligent driving vehicle according to an embodiment of the present application. The following describes the specific flow of this method with reference to Figures 5A to 5C.

[0115] S501: The vehicle management module determines that the intelligent driving function of the vehicle is enabled.

[0116] S502: The vehicle management module acquires vehicle driving data.

[0117] The driving data includes, but is not limited to, driver input information, vehicle state information acquired by vehicle sensors, driver images collected by on-board cameras, and road and environmental images collected by cameras outside the vehicle. Driver input information includes, but is not limited to, steering wheel angle, throttle pedal stroke, and brake pedal stroke. Vehicle state information acquired by sensors includes, but is not limited to, horizontal and longitudinal acceleration, wheel speed, vehicle speed, yaw angular velocity, sideslip angle, and wheel slip ratio.

[0118] S503: The vehicle management module determines an operation coefficient based on the driving data. The operation coefficient includes at least one parameter of a focus degree, a vehicle state parameter, and a road adhesion coefficient. The focus degree represents the driver's ability to take over the vehicle after the ADS is terminated.

[0119] Optionally, the process by which the vehicle management module determines the operating coefficient based on the driving data is the same as the process described in the embodiment corresponding to A1 of S101 in FIG. 1, and the details will not be described again here.

[0120] S504: The vehicle management module determines the ESC activation probability based on the activation coefficient.

[0121] In one implementation, the vehicle management module may perform weight normalization on the actuation coefficients to obtain the ESC actuation probability.

[0122] S505: The vehicle management module determines whether the ESC activation probability is greater than the latch interval, and if the ESC activation probability is greater than the latch interval, the vehicle management module performs step S506, or if the ESC activation probability is not greater than the latch interval, the vehicle management module performs step S502.

[0123] S506: The vehicle management module outputs a pre-termination signal of the ADS and a warning signal. The pre-termination signal indicates the ADS to maintain the stability of the vehicle's running state, and the warning signal prompts the driver to take over the vehicle.

[0124] In some optional implementations, the vehicle management module sends a pre-exit signal to the ADS and determines that the vehicle is entering the ADS pre-exit phase.

[0125] S507: In the pre-ADS termination stage, the vehicle management module adjusts the steering direction, driving torque, and braking torque of the vehicle by using the ADS to control the vehicle's running state to a stable deceleration state.

[0126] S508: The vehicle management module determines whether the ESC activation probability is less than the latch interval, and if the ESC activation probability is less than the latch interval, the vehicle management module performs step S509, or if the ESC activation probability is not less than the latch interval, the vehicle management module performs step S513.

[0127] S509: The vehicle management module collects statistics regarding the duration that the ESC activation probability is less than the latch interval.

[0128] S510: The vehicle management module determines whether the duration is greater than the time threshold, and if the duration is greater than the time threshold, the vehicle management module performs step S511; or if the duration is not greater than the time threshold, the vehicle management module performs step S508.

[0129] S511: The vehicle management module stops outputting the pre-termination signal and the warning signal.

[0130] S512: The vehicle management module determines that the vehicle will run based on the intelligent driving function.

[0131] S513: The vehicle management module obtains the stability parameters.

[0132] S514: The vehicle management module determines whether the stability parameters satisfy the ESC activation conditions, and if the stability parameters satisfy the ESC activation conditions, the vehicle management module performs step S515; or if the stability parameters do not satisfy the ESC activation conditions, the vehicle management module performs step S508.

[0133] S515: The vehicle management module activates the ESC, determines that the vehicle is entering the ESC activation phase, and terminates the ADS.

[0134] S516: In the ESC operation stage, the vehicle management module adjusts the steering direction, driving torque, and braking torque of the vehicle by using the ESC to control the running state of the vehicle to a stable deceleration state.

[0135] S517: The vehicle management module obtains the stability parameters.

[0136] S518: The vehicle management module determines whether the stability parameter satisfies the stability condition, and if the stability parameter satisfies the stability condition, the vehicle management module performs step S517; or if the stability parameter satisfies the stability condition, the vehicle management module performs step S519.

[0137] S519: The vehicle management module terminates the ESC and enters the ESC termination stage.

[0138] S520: In the ESC termination stage, the vehicle management module adjusts the steering direction, driving torque, and braking torque of the vehicle to control the running state of the vehicle to a stable deceleration state.

[0139] S521. The vehicle management module determines whether the driver will take over the vehicle within the warning time period after the warning signal is output, and if the driver does not take over the vehicle within the warning time period after the warning signal is output, the vehicle management module performs step S522; or if the driver takes over the vehicle within the warning time period after the warning signal is output, the vehicle management module performs step S523.

[0140] S522: The vehicle management module controls the vehicle to brake.

[0141] S523: The vehicle management module determines that the vehicle is in a human-driven mode.

[0142] Based on the same inventive concept, an embodiment of the present application further provides an ESC actuation system, which may be located in the vehicle management module or another processing module, and is used in an intelligent driving vehicle. As shown in Figure 6, the ESC actuation system includes a detection unit, a decision-making unit, a switching control unit, and an execution unit.

[0143] The detection unit may be configured to sense the vehicle's surrounding environment, detect vehicle conditions, and monitor driver conditions.

[0144] In an optional implementation, the detection unit may further include a signal collection unit, a data processing unit, and an information storage unit, as shown in FIG. 6 . The information collection unit is configured to acquire signals on the vehicle bus in real time. The data processing unit determines current state parameters of the vehicle based on the acquired signals in combination with vehicle historical state information stored in the information storage unit. The detection unit may further determine to output a driver's focus degree and a road adhesion factor based on the sensor data by using the data processing unit. For example, the detection unit may use a neural network algorithm and state estimation to fuse sensor data collected by sensors such as a visual camera, a millimeter-wave radar, and a laser radar, and output parameters such as the focus degree and the road adhesion factor. The information storage unit is configured to store the signals acquired by the signal collection unit and the parameters acquired through processing by the data processing unit.

[0145] The decision-making unit is configured to determine an ESC activation probability and output a pre-termination signal for the ADS based on the ESC activation probability.

[0146] In one implementation, the decision-making unit may further include a probability calculation unit and a determination unit, as shown in FIG. 6. The probability calculation unit is configured to calculate the ESC activation probability in the current state based on the parameters output by the detection unit. The determination unit is configured to determine whether the ESC activation probability output by the ESC activation probability calculation unit is greater than a preset latch interval. When the determination unit determines that the ESC activation probability is greater than the latch interval, it outputs a pre-termination signal for the ADS, thereby causing the ADS to receive the pre-termination signal and maintain the stability of the vehicle's driving state. A warning signal is output. In this case, the ESC activation system considers there is a high probability that the ESC will be activated. When the warning signal is output, the driver may be warned in advance before the ADS is terminated and prompted to take over the vehicle, so as to reduce the safety risk of taking over the vehicle by the driver.

[0147] The switching control unit is configured to switch the vehicle mode, maintain the stability of the vehicle's running state, and control the vehicle to brake.

[0148] In one implementation, the switching control unit may further include a warning unit, as shown in FIG. 6. After receiving the pre-termination signal output by the determination unit, the warning unit outputs a warning signal to warn the driver in advance before the ADS is terminated, prompting the driver to take over the vehicle. In one implementation, in the work process, the warning unit may send a warning signal to the driver to prompt the driver to take over the vehicle in the form of, but not limited to, seat shaking, voice prompts, image prompts, etc. In addition, the warning unit may further increase the warning intensity as the warning time increases, until the driver completely takes over the vehicle, or after the activation of the pre-termination signal is removed, after the activation of the warning signal is automatically removed, or after the driver manually removes the warning signal.

[0149] In one implementation, the switching control unit may further include a cooperative control unit, as shown in FIG. 6. After the decision-making unit outputs the pre-termination signal to the cooperative control unit, before the ADS is terminated, the cooperative control unit maintains the stability of the vehicle's driving state by using the ADS. For example, before the ADS is terminated, the cooperative control unit may send internal information triggered by the ESC to the ADS as an input of the ADS to plan and control the vehicle's driving state, so that the ADS maintains the stability of the vehicle's driving state by limiting the steering direction, driving torque, and braking torque of the vehicle.

[0150] In processing the output of the pre-termination signal by the decision-making unit, the probability calculation unit calculates the ESC activation probability in real time, and the decision unit determines in real time whether the ESC activation probability is greater than the latch interval. When the decision unit determines that the ESC activation probability is still greater than the latch interval, the detection unit obtains stability parameters of the vehicle and determines whether the stability parameters satisfy the ESC activation conditions. After the stability parameters satisfy the ESC activation conditions, the decision unit activates the ESC and terminates the ADS.

[0151] In one implementation, after ESC is activated and ADS is terminated, the cooperative control unit in the switching control unit maintains the stability of the vehicle's driving state by using ESC. For example, the ESC may slowly brake to reduce the vehicle speed by reducing the wheel angle, reducing the longitudinal driving torque, and increasing the lateral force to maintain the stability of the vehicle's driving state. As the vehicle's driving state tends to stabilize and the ESC is terminated, the switching control unit may maintain the stability of the vehicle's driving state until the driver takes over the vehicle, or the switching control unit controls the vehicle to brake.

[0152] The execution unit adjusts the vehicle based on the limit information output by the switching control unit. For example, the execution unit may include, but is not limited to, an ESP power steering motor, a drive motor control unit, and a brake hydraulic control unit. The ESP power steering motor adjusts the current angle of the vehicle based on the angle requirement in the limit information. The drive motor control unit adjusts the current drive torque of the vehicle based on the drive requirement in the limit information. The brake hydraulic control unit adjusts the current brake torque of the vehicle based on the braking request in the limit information. In addition, the execution unit may further display the limit information on a display interface to notify the driver of the current limits on the vehicle, etc.

[0153] In some optional implementations, the signal collection unit acquires vehicle driving data and transmits the driving data to the data processing unit. The data processing unit determines an activation coefficient based on the received driving data. The probability calculation unit in the decision-making unit determines an ESC activation probability based on the received activation coefficient and transmits the determined ESC activation probability to the decision unit. When the decision-making unit determines that the ESC activation probability is greater than the latch interval, it transmits a warning signal to the warning unit in the switching control unit and a pre-termination signal to the cooperative control unit in the switching control unit. The warning unit warns the driver based on the received warning signal. The cooperative control unit maintains the stability of the vehicle's driving state by using the ADS based on the received pre-termination signal. In this case, when the decision-making unit outputs the pre-termination signal, the probability calculation unit calculates the ESC activation probability in real time. When the decision-making unit determines that the ESC activation probability is still greater than the latch interval, the decision unit receives a stability parameter of the vehicle acquired by the detection unit. When the stability parameter satisfies the ESC activation condition, the decision unit activates the ESC and terminates the ADS. When the determination unit determines that the stability parameter satisfies the stability condition, the determination unit terminates the ESC. In addition, after determining to terminate the ESC, the cooperative control unit sends limit information to the execution unit to maintain the stability of the running state of the vehicle until the driver takes over the vehicle, or controls the vehicle to brake when the driver decides not to take over the vehicle.

[0154] Based on the same technical concept, an embodiment of the present application further provides an apparatus for activating ESC of an intelligent driving vehicle. As shown in Figure 7, the ESC activation apparatus 700 includes: A first obtaining unit 701 configured to obtain an ESC activation probability after the intelligent driving function of the vehicle is enabled; an output unit 702 configured to output a pre-termination signal of an automatic driving system ADS and a warning signal when the ESC activation probability is greater than a preset latch interval, the pre-termination signal indicating ADS to maintain the stability of the driving state of the vehicle, and the warning signal prompting a driver to take over the vehicle; a second acquisition unit 703 configured to acquire a stability parameter of the vehicle, where the stability parameter represents a stability characteristic of a driving state of the vehicle; and an activation unit 704 configured to activate the ESC when the stability parameter satisfies the ESC activation condition.

[0155] In a possible design, the first acquisition unit 701 includes: Acquire vehicle driving data, Determine the probability of ESC activation based on driving data, It is specifically configured so that

[0156] In a possible design, the first acquisition unit 701 includes: Determine an operation coefficient based on the driving data, the operation coefficient including at least one parameter of a focus degree, a vehicle state parameter, and a road adhesion coefficient, the focus degree representing the driver's ability to take over the vehicle after the ADS is terminated; Determine the ESC activation probability based on the activation coefficient; It is specifically configured so that

[0157] In a possible design, the first acquisition unit 701 includes: Perform weight normalization on the activation coefficient to obtain the ESC activation probability; It is specifically configured so that

[0158] In a possible design, output unit 702 may include: Send a pre-exit signal to the ADS and determine that the vehicle is entering the pre-exit phase of the ADS; Using the ADS to adjust the vehicle's steering direction, driving torque, and braking torque to control the vehicle's driving state to a stable deceleration state; It is specifically configured so that

[0159] In a possible design, after the pre-termination signal and the warning signal of the automatic driving system ADS are output, the second acquisition unit 703: determining whether the ESC activation probability is less than a latch interval; and If the ESC activation probability is greater than the latch interval or if the ESC activation probability is within the latch interval, obtain a stability parameter; or If the ESC activation probability is less than the latch interval, collect statistics regarding the duration for which the ESC activation probability is less than the latch interval, and stop outputting the pre-termination signal and the warning signal when the duration is greater than a time threshold. It is further configured as follows.

[0160] In a possible design, the actuation unit 704 may include: Activate ESC, determine that the vehicle is entering the ESC activation phase, and exit ADS. In order to control the running state of the vehicle to a stable deceleration state, the ESC is used to adjust the steering direction, driving torque, and braking torque of the vehicle during the ESC operation stage; and Obtain a stability parameter and determine whether the stability parameter satisfies a stability condition, and if the stability parameter satisfies the stability condition, terminate the ESC; It is specifically configured so that

[0161] In a possible design, after terminating the ESC, the actuation unit 704: In order to control the vehicle's running state to a stable deceleration state, the steering direction, driving torque, and braking torque of the vehicle are adjusted; After the warning signal is output, the driver decides whether to take over the vehicle within the warning time period; and controlling the vehicle to brake if the driver does not take over within the warning time period; It is further configured as follows.

[0162] As shown in Figure 8, one embodiment of the present application provides a schematic diagram of a possible structure of an electronic device. The electronic device is applied to an intelligent driving vehicle. The structure of the electronic device is shown in Figure 8 and includes a processor 801 and a memory 802. The memory stores one or more computer programs, and the one or more computer programs include instructions. When the processor invokes the instructions, the electronic device is enabled to implement the aforementioned embodiments and the methods for operating ESC of an intelligent driving vehicle provided in the aforementioned embodiments.

[0163] As shown in Figure 9, one embodiment of the present application provides a schematic diagram of a possible structure of an intelligent driving vehicle. The intelligent driving vehicle includes an ESC 901, an ADS 902, and an ESC actuator 903. When the ADS 902 is activated, the ESC actuator 903 implements the above-described embodiments and the methods for operating the ESC of the intelligent driving vehicle provided in the above-described embodiments.

[0164] Based on the above and the same concept, the present application provides a computer-readable storage medium, which stores a computer program or instruction, and when the computer program or instruction is executed, enables a computing device to perform the method of the above-mentioned method embodiments.

[0165] Based on the foregoing and the same concept, the present application provides a computer program product, which, when executed by a computer, enables the computing device to perform the method of the foregoing method embodiments.

[0166] It should be noted that in the embodiments of the present application, the division into modules is used as an example and is merely a logical division of functions. In actual implementation, other division methods may be used. In addition, the functional modules in the embodiments of the present application may be integrated into one processor, or may exist physically alone, or two or more modules may be integrated into one module. The integrated modules may be implemented in the form of hardware or in the form of software functional modules.

[0167] Those skilled in the art will understand that the embodiments of the present application may be provided as a method, a system, or a computer program product. Thus, the present application may use the form of a hardware-only embodiment, a software-only embodiment, or an embodiment having a combination of software and hardware. In addition, the present application may use the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk memory, CD-ROM, optical memory, etc.) containing computer-usable program code.

[0168] The present application is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to the present application. It should be understood that each procedure and / or block of the flowcharts and / or block diagrams, and combinations of procedures and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or another programmable data processing device to generate a machine, whereby the instructions, executed by the processor of the computer or another programmable data processing device, generate an apparatus for implementing the particular function(s) of one or more procedures in the flowcharts and / or one or more blocks in the block diagrams.

[0169] These computer program instructions may alternatively be stored in a computer-readable memory that may direct a computer or another programmable data processing device to operate in a particular manner, such that the instructions stored in the computer-readable memory generate an artifact that includes an instruction apparatus that implements one or more procedures of the flowcharts and / or a particular function of one or more blocks of the block diagrams.

[0170] The computer program instructions may alternatively be loaded into a computer or other programmable data processing device such that a sequence of operational steps is performed on the computer or other programmable data processing device to generate a computer-implemented process. Thus, the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more procedures in the flowcharts and / or one or more blocks in the block diagrams.

[0171] It is obvious that those skilled in the art may make various modifications and variations to this application without departing from the scope of protection of this application. Thus, this application also intends to cover these modifications and variations of this application, provided that they fall within the scope of protection defined by the claims of this application and their equivalent technologies. [Explanation of symbols]

[0172] 2 Linear 700 ESC actuator 701 First Acquisition Unit 702 Output Unit 703 Second Acquisition Unit 704 Operating Unit 801 processor 802 memory 901 ESC 902 ADS 903 ESC actuator

Claims

1. 1. A method for operating a chassis electronic stability controller (ESC) of an intelligent driving vehicle, comprising: obtaining an ESC activation probability after the intelligent driving function of the vehicle is enabled; When the ESC activation probability is greater than a preset latch interval, outputting a pre-termination signal of an automatic driving system (ADS) and a warning signal, wherein the pre-termination signal indicates the ADS to maintain the stability of the running state of the vehicle, and the warning signal prompts a driver to take over the vehicle; obtaining a stability parameter of the vehicle, the stability parameter representing a stability characteristic of the driving state of the vehicle; activating the ESC when the stability parameter satisfies an ESC activation condition; A method comprising:

2. The step of obtaining an ESC activation probability includes: acquiring driving data of the vehicle; determining the ESC operation probability based on the driving data; 2. The method of claim 1, comprising:

3. The step of determining the ESC operation probability based on the driving data includes: determining an operation factor based on the driving data, the operation factor including at least one parameter of a focus degree, a vehicle state parameter, and a road adhesion factor, and the focus degree represents the driver's ability to take over the vehicle after the ADS is terminated; determining the ESC activation probability based on the activation coefficient; 3. The method of claim 2, comprising:

4. determining the ESC activation probability based on the activation coefficient, performing weight normalization on the activation coefficient to obtain the ESC activation probability; 4. The method of claim 2 or 3, comprising:

5. The step of outputting a pre-termination signal of the automated driving system ADS, transmitting the pre-exit signal to the ADS to determine that the vehicle is entering an ADS pre-exit phase; adjusting a steering direction, a driving torque, and a braking torque of the vehicle by using the ADS to control the driving state of the vehicle to a stable deceleration state; 5. The method of claim 1, comprising:

6. After the step of outputting a pre-termination signal and a warning signal of the automated driving system ADS, the method further comprises: determining whether the ESC activation probability is less than the latch interval; and acquiring the stability parameter when the ESC activation probability is greater than the latch interval or when the ESC activation probability is within the latch interval; or if the ESC activation probability is less than the latch interval, collecting statistics regarding a duration during which the ESC activation probability is less than the latch interval, and stopping the steps of outputting the pre-termination signal and the warning signal when the duration is greater than a time threshold; 6. The method of claim 1, further comprising:

7. the step of activating the ESC comprises: activating the ESC, determining that the vehicle is entering an ESC activation phase, and terminating the ADS; adjusting the steering direction, the driving torque, and the braking torque of the vehicle by using the ESC during the ESC operation stage to control the running state of the vehicle to the stable deceleration state; obtaining the stability parameter and determining whether the stability parameter satisfies a stability condition; and terminating the ESC if the stability parameter satisfies the stability condition; 7. The method of any one of claims 1 to 6, comprising:

8. After the step of terminating the ESC, the method further comprises: adjusting the steering direction, the driving torque, and the braking torque of the vehicle to control the running state of the vehicle to the stable deceleration state; determining whether the driver will take over the vehicle within a warning time period after the warning signal is output; controlling the vehicle to brake if the driver does not take over the vehicle within the warning time period; The method of claim 7, further comprising:

9. 1. An apparatus for operating a chassis electronic stability controller ESC of an intelligent driving vehicle, comprising: A first obtaining unit configured to obtain an ESC activation probability after an intelligent driving function of the vehicle is enabled; an output unit configured to output a pre-termination signal of an automatic driving system (ADS) and a warning signal when the ESC activation probability is greater than a preset latch interval, wherein the pre-termination signal indicates the ADS to maintain stability of the driving state of the vehicle, and the warning signal prompts a driver to take over the vehicle; and a second acquisition unit configured to acquire a stability parameter of the vehicle, the stability parameter representing a stability characteristic of the driving state of the vehicle; and an activation unit configured to activate the ESC when the stability parameter satisfies an ESC activation condition; An apparatus comprising:

10. The first acquisition unit: Acquire driving data of the vehicle; determining the ESC operation probability based on the driving data; 10. The device of claim 9, specifically configured to:

11. The first acquisition unit: Determine an operation coefficient based on the driving data, the operation coefficient including at least one parameter of a focus degree, a vehicle state parameter, and a road adhesion coefficient, and the focus degree represents the driver's ability to take over the vehicle after the ADS is terminated; and determining the ESC activation probability based on the activation coefficient; 11. The device according to claim 10, specifically adapted to:

12. The first acquisition unit: performing weight normalization on the activation coefficient to obtain the ESC activation probability; 12. Apparatus according to claim 10 or 11, specifically adapted to:

13. The output unit: Sending the pre-exit signal to the ADS to determine that the vehicle is entering an ADS pre-exit phase; and adjusting the steering direction, driving torque, and braking torque of the vehicle by using the ADS to control the driving state of the vehicle to a stable deceleration state; 13. Apparatus according to any one of claims 9 to 12, specifically adapted to:

14. After the pre-termination signal and the warning signal of the automated driving system ADS are output, the second acquisition unit: determining whether the ESC activation probability is less than the latch interval; and If the ESC activation probability is greater than the latch interval or if the ESC activation probability is within the latch interval, obtain the stability parameter; or if the ESC activation probability is less than the latch interval, collecting statistics regarding a duration during which the ESC activation probability is less than the latch interval, and stopping outputting the pre-termination signal and the warning signal when the duration is greater than a time threshold.

14. The apparatus of claim 9, further configured to:

15. The actuation unit is activating the ESC, determining that the vehicle is entering an ESC activation phase, and terminating the ADS; adjusting the steering direction, the driving torque, and the braking torque of the vehicle by using the ESC during the ESC operation stage to control the running state of the vehicle to the stable deceleration state; obtaining the stability parameter, and determining whether the stability parameter satisfies a stability condition, and terminating the ESC if the stability parameter satisfies the stability condition; 15. Apparatus according to any one of claims 9 to 14, specifically adapted to:

16. After the ESC is terminated, the operating unit: adjusting the steering direction, the driving torque, and the braking torque of the vehicle to control the running state of the vehicle to the stable deceleration state; determining whether the driver will take over the vehicle within a warning time period after the warning signal is output; and controlling the vehicle to brake if the driver does not take over the vehicle within the warning time period; 16. The apparatus of claim 15, further configured to:

17. An intelligent driving vehicle comprising a chassis electronic stability controller ESC, an automated driving system ADS, and an ESC actuator according to any one of claims 9 to 16, wherein when the ADS is activated, the ESC actuator implements the method according to any one of claims 1 to 8.

18. 9. A computer program product comprising instructions which, when executed by a processor, enable a computer to perform the method of any one of claims 1 to 8.

19. A computer-readable storage medium comprising computer program instructions which, when executed by a computer, cause a processor to perform the method of any one of claims 1 to 8.

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