Vehicle lateral safety control method, storage medium and vehicle

Abstract

A vehicle lateral safety control method, a storage medium and a vehicle, applied to the field of vehicle control. The method comprises: acquiring driving parameters of a vehicle, wherein the driving parameters comprise an actual yaw rate, an actual driving torque at wheel and an actual rear wheel steering angle; on the basis of the driving parameters and demand parameters, determining a current state of the vehicle, wherein the current state is used for representing whether the vehicle runs safely or not, and the demand parameters comprise: a demand yaw rate, a demand driving torque at wheel and a demand rear wheel steering angle; and in response to the current state of the vehicle representing that the vehicle does not run safely, adjusting a braking force of the vehicle to decelerate the vehicle.

Description

Vehicle lateral safety control method, storage medium and vehicle Technical Field

[0001] The present disclosure relates to the field of vehicle control, and in particular to a vehicle lateral safety control method, a storage medium, and a vehicle. Background Art

[0002] With the development of society, the use of vehicles has become more and more common, and as a result, more and more vehicle safety issues have arisen, especially the increasing number of collision hazards caused by lateral instability of vehicles. Since the current state of the vehicle may be different when the vehicle is laterally unstable, it is difficult to accurately judge whether the vehicle is driving safely when the vehicle is unstable, which leads to lower driving safety of the vehicle.

[0003] To address the above-mentioned problems, no effective solutions have been proposed so far.

[0004] Summary of the Invention

[0005] The embodiments of the present disclosure provide a vehicle lateral safety control method, a storage medium, and a vehicle, so as to at least solve the technical problem of low vehicle driving safety in related technologies.

[0006] According to one aspect of an embodiment of the present disclosure, a method for lateral safety control of a vehicle is provided, comprising: acquiring driving parameters of the vehicle, wherein the driving parameters include: actual yaw angular velocity, actual wheel-end drive torque, and actual rear wheel turning angle; determining a current state of the vehicle based on the driving parameters and demand parameters, wherein the current state is used to characterize whether the vehicle is driving safely, and the demand parameters include: required yaw angular velocity, required wheel-end drive torque, and required rear wheel turning angle; and adjusting the vehicle's braking force to decelerate the vehicle in response to the vehicle's current state characterizing that the vehicle is not driving safely.

[0007] Optionally, based on the driving parameters and the demand parameters, the current state of the vehicle is determined, including: determining the absolute value of the difference between the actual yaw rate and the demanded yaw rate to obtain a yaw rate deviation value; determining the absolute value of the difference between the actual wheel-end drive torque and the demanded wheel-end drive torque to obtain a longitudinal acceleration deviation value; determining the absolute value of the difference between the actual rear wheel angle and the demanded rear wheel angle to obtain a rear wheel angle deviation value; and determining the current state of the vehicle based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value.

[0008] Optionally, the current state of the vehicle is determined based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value, including: determining whether the vehicle is in a rear wheel steering system failure state based on the yaw angular velocity deviation value and the rear wheel angle deviation value; determining whether the vehicle is in an electric drive system failure state based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value.

[0009] Optionally, based on the yaw rate deviation value and the rear wheel angle deviation value, determining whether the vehicle is in a rear wheel steering system failure state includes: in response to the rear wheel angle deviation value being greater than or equal to the typical value of the rear wheel angle deviation, and the yaw rate deviation value being greater than or equal to the typical value of the yaw rate deviation, determining that the current state of the vehicle is a rear wheel steering system failure state, the typical value of the rear wheel angle deviation is obtained by injecting faults into and testing the vehicle under different working conditions, and the typical value of the yaw rate deviation is obtained by injecting faults into and testing the vehicle under different working conditions; in response to the rear wheel angle deviation value being greater than or equal to the typical value of the rear wheel angle deviation, and the yaw rate deviation value being less than the typical value of the yaw rate deviation, determining that the current state of the vehicle is that the vehicle meets driving safety.

[0010] Optionally, based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value, it is determined whether the vehicle is in an electric drive system failure state, including: in response to the rear wheel angle deviation value being less than the rear wheel angle deviation typical value, the yaw rate deviation value being greater than or equal to the yaw rate deviation typical value, and the longitudinal acceleration deviation value being greater than or equal to the longitudinal acceleration deviation typical value within a preset time period, it is determined that the current state of the vehicle is an electric drive system failure state, and the typical value of the longitudinal acceleration deviation is obtained by injecting faults into and testing the vehicle under different working conditions; in response to the rear wheel angle deviation value being less than the rear wheel angle deviation typical value, and the yaw rate deviation value being less than the yaw rate deviation typical value, or the rear wheel angle deviation value being less than the rear wheel angle deviation typical value, and the longitudinal acceleration deviation being less than the longitudinal acceleration deviation typical value within a preset time period, it is determined that the current state of the vehicle meets driving safety.

[0011] Optionally, in response to the vehicle state indicating that the vehicle is not driving safely, the braking force of the vehicle is adjusted to slow down the vehicle, including: in response to the current state of the vehicle being an electric drive system failure state, controlling the power source of the vehicle's electric drive system to be cut off, and determining the relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the same direction; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the opposite direction.

[0012] Optionally, in response to the vehicle state indicating that the vehicle is not driving safely, adjusting the vehicle's braking force to slow the vehicle also includes: in response to the vehicle's current state being a rear-wheel steering system failure state, controlling the vehicle to cut off control of the actual rear wheel angle, and determining the relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling energy recovery braking of the vehicle's outer front electric drive; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling energy recovery braking of the vehicle's inner rear electric drive.

[0013] Optionally, determining the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value includes: obtaining a first parameter of the vehicle and the actual yaw rate of the vehicle, the first parameter including the current vehicle speed, front wheel angle, vehicle wheelbase, and stability factor; determining the required yaw rate based on the first parameter; and determining the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value.

[0014] Optionally, determining the required yaw rate based on the first parameter includes: determining the product of the current vehicle speed and the front wheel angle to obtain a first product; determining the product of the square of the current vehicle speed, the stability factor and the vehicle wheelbase to obtain a second product; determining the sum of the vehicle wheelbase and the second product to obtain a first sum; determining the quotient of the first product and the first sum to obtain the required yaw rate.

[0015] Optionally, the method also includes: obtaining a second parameter of the vehicle, the second parameter including: current vehicle speed, vehicle mass, vehicle longitudinal acceleration and wheel radius; determining the product of the linear vehicle drag coefficient and the current vehicle speed to obtain a third product; determining the product of the quadratic vehicle drag coefficient and the square of the current vehicle speed to obtain a fourth product; determining the product of the vehicle mass, vehicle longitudinal acceleration, and wheel radius to obtain a fifth product; determining the second sum of the constant vehicle drag coefficient and the third product, the fourth product, and the fifth product to obtain the actual wheel-end drive torque.

[0016] Optionally, the method also includes: obtaining a third parameter of the vehicle, the third parameter including a left front electric drive torque request, a right front electric drive torque request, a left rear electric drive torque request, a right rear electric drive torque request, and an electric drive to wheel-end speed ratio; determining the sum of the left front electric drive torque request, the right front electric drive torque request, the left rear electric drive torque request, and the right rear electric drive torque request to obtain a third sum; determining the product of the third sum and the electric drive to wheel-end speed ratio to obtain the required wheel-end drive torque.

[0017] According to another aspect of an embodiment of the present disclosure, a vehicle lateral safety control device is also provided, including: an acquisition component, configured to acquire driving parameters of the vehicle, wherein the driving parameters include: actual yaw angular velocity, actual wheel-end drive torque and actual rear wheel turning angle; a determination component, configured to determine the current state of the vehicle based on the driving parameters and demand parameters, wherein the current state is used to characterize whether the vehicle is driving safely, and the demand parameters include: required yaw angular velocity, required wheel-end drive torque and required rear wheel turning angle; an adjustment component, configured to adjust the braking force of the vehicle to slow down the vehicle in response to the vehicle state characterizing that the vehicle is not driving safely.

[0018] According to another aspect of an embodiment of the present disclosure, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, the processor of the device where the program is located is controlled to execute any one of the above methods.

[0019] According to another aspect of an embodiment of the present disclosure, a vehicle is also provided, comprising: one or more processors; a storage device configured to store one or more programs; and a method in which, when the one or more programs are executed by the one or more processors, the one or more processors execute any one of the above methods.

[0020] In the disclosed embodiment, the vehicle's driving parameters are obtained, wherein the driving parameters include: actual yaw rate, actual wheel-end drive torque, and actual rear wheel steering angle; based on the driving parameters and the required parameters, the vehicle's current state is determined, wherein the current state is used to characterize whether the vehicle is driving safely, and the required parameters include: required yaw rate, required wheel-end drive torque, and required rear wheel steering angle; in response to the vehicle state characterizing that the vehicle is not driving safely, the vehicle's braking force is adjusted to decelerate the vehicle. It is easy to notice that the vehicle's current state can be determined based on the vehicle's driving parameters and the vehicle's required parameters, and whether the vehicle is driving safely can be determined based on the vehicle's current state, so that the vehicle can be controlled in a timely manner when the vehicle does not meet the requirements for safe driving, thereby improving the vehicle's driving safety and solving the technical problem of low vehicle driving safety in the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings described herein are used to provide a further understanding of the present disclosure and constitute a part of the present disclosure. The exemplary embodiments of the present disclosure and their descriptions are provided to explain the present disclosure and do not constitute an improper limitation of the present disclosure. In the drawings:

[0022] FIG1 is a flow chart of a vehicle lateral safety control method according to an embodiment of the present disclosure;

[0023] FIG2 is a schematic diagram of a vehicle lateral safety control device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the solutions of the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the embodiments described are only part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present disclosure.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way are interchangeable where appropriate, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or components is not necessarily limited to those steps or components clearly listed, but may include other steps or components that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] Example 1

[0027] According to an embodiment of the present disclosure, an embodiment of a vehicle lateral safety control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0028] FIG1 is a flow chart of a vehicle lateral safety control method according to an embodiment of the present disclosure. As shown in FIG1 , the method includes the following steps:

[0029] Step S102: Acquire driving parameters of the vehicle, wherein the driving parameters include: actual yaw rate, actual wheel end drive torque and actual rear wheel steering angle.

[0030] In an optional embodiment, during the driving process of the vehicle, the driving parameters of the vehicle can be collected by sensors deployed on the vehicle or other related measurement tools. Specifically, the parameters may include the actual yaw rate, actual wheel-end drive torque and actual rear wheel angle of the vehicle. The actual yaw rate of the vehicle refers to the angular velocity of the vehicle when turning laterally during driving, which is usually expressed in degrees / second or radians / second. This angular velocity depends on factors such as the vehicle's speed, turning radius, and yaw angle. The actual yaw rate can be measured by the vehicle's sensors or inertial measurement components. The magnitude of the vehicle's actual wheel-end drive torque depends on the specific design and configuration of the vehicle. Generally speaking, front-engine front-wheel drive vehicles are usually limited by engine torque. Rear-wheel drive vehicles with rear engines can transmit torque to the wheel ends to a greater extent, and four-wheel drive vehicles usually have better torque transmission capabilities because they can distribute torque to each wheel end. In short, the actual wheel-end drive torque of the vehicle depends on the engine output, transmission system design and the vehicle's power distribution system. Among them, the actual rear wheel turning angle of the vehicle refers to the actual turning angle of the rear wheels of the vehicle relative to the body during driving. The actual rear wheel turning angle can be determined based on parameters such as the vehicle's suspension system, steering mechanism and suspension geometry. This parameter has a great influence on the vehicle's steering stability, handling and safety. Usually, vehicle manufacturers will design and adjust the vehicle's rear wheel turning angle according to actual needs to ensure that the vehicle has good handling performance and stability.

[0031] Step S104: Determine the current state of the vehicle based on the driving parameters and the required parameters, wherein the current state is used to indicate whether the vehicle is driving safely, and the required parameters include: required yaw rate, required wheel end drive torque, and required rear wheel steering angle.

[0032] The above-mentioned demand parameters can be the expected values ​​that the vehicle's yaw rate, wheel-end drive torque and rear wheel turning angle can reach when the vehicle's current state is a safe driving state, or the range of the vehicle's yaw rate, wheel-end drive torque and rear wheel turning angle when the vehicle's current state is a safe driving state.

[0033] In an optional embodiment, when the vehicle is in a safe driving state, corresponding required parameters can be determined according to the driving state of the vehicle, that is, the required yaw rate, the required wheel-end drive torque and the required rear wheel angle can be determined, so that the obtained actual yaw rate, the actual wheel-end drive torque and the actual rear wheel angle of the vehicle can be compared with the corresponding required yaw rate, the required wheel-end drive torque and the required rear wheel angle, and the current state of the vehicle can be determined based on the comparison result. Optionally, assuming that the required yaw rate is an interval range, the required wheel-end drive torque is an interval range, and the required rear wheel turning angle is also an interval range, then when the actual yaw rate of the vehicle is within the interval range corresponding to the required yaw rate, the actual wheel-end drive torque is within the interval range corresponding to the required wheel-end drive torque, and the actual rear wheel turning angle is within the interval range corresponding to the required rear wheel turning angle, the current state of the vehicle is considered to be a safe driving state. Assuming that the required yaw rate is a specific value, the required wheel-end drive torque is a specific value, and the required rear wheel turning angle is a specific value, then when the difference between the actual yaw rate of the vehicle and the required yaw rate is less than a certain size, the difference between the actual wheel-end drive torque and the required wheel-end drive torque is less than a certain size, and the difference between the actual rear wheel turning angle and the required rear wheel turning angle is less than a certain size, the current state of the vehicle is considered to be a safe driving state.

[0034] Step S106 : In response to the current state of the vehicle indicating that the vehicle is not driving safely, adjusting the braking force of the vehicle to decelerate the vehicle.

[0035] In an optional embodiment, after determining the current state of the vehicle, if the current state of the vehicle is that the vehicle is in a safe driving state, the braking force of the vehicle may not be adjusted to ensure normal driving of the vehicle. Optionally, assuming that the current state of the vehicle indicates that the vehicle is not driving safely, the braking force of the vehicle needs to be adjusted to slow down the vehicle, thereby ensuring safe driving of the vehicle.

[0036] In the disclosed embodiment, the vehicle's driving parameters are obtained, wherein the driving parameters include: actual yaw rate, actual wheel-end drive torque, and actual rear wheel steering angle; based on the driving parameters and the required parameters, the vehicle's current state is determined, wherein the current state is used to characterize whether the vehicle is driving safely, and the required parameters include: required yaw rate, required wheel-end drive torque, and required rear wheel steering angle; in response to the vehicle's current state characterizing that the vehicle is not driving safely, the vehicle's braking force is adjusted to decelerate the vehicle. It is easy to notice that the vehicle's current state can be determined based on the vehicle's driving parameters and the vehicle's required parameters, and whether the vehicle is driving safely can be determined based on the vehicle's current state, so that the vehicle can be controlled in a timely manner when the vehicle does not meet the requirements for safe driving, thereby improving the vehicle's driving safety and solving the technical problem of low vehicle driving safety in the related art.

[0037] Optionally, based on the driving parameters and the demand parameters, the current state of the vehicle is determined, including: determining the absolute value of the difference between the actual yaw rate and the demanded yaw rate to obtain a yaw rate deviation value; determining the absolute value of the difference between the actual wheel-end drive torque and the demanded wheel-end drive torque to obtain a longitudinal acceleration deviation value; determining the absolute value of the difference between the actual rear wheel angle and the demanded rear wheel angle to obtain a rear wheel angle deviation value; and determining the current state of the vehicle based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value.

[0038] In an optional embodiment, the current state of the vehicle can be determined based on the size relationship between the driving parameters and the required parameters. Optionally, the actual yaw rate can be subtracted from the required yaw rate, and the absolute value of the difference between the actual yaw rate and the required yaw rate can be determined as the yaw rate deviation value. Further, the absolute value of the difference between the actual wheel-end drive torque and the required wheel-end drive torque can be determined, and the absolute value of the difference between the actual wheel-end drive torque and the required wheel-end drive torque can be determined as the longitudinal acceleration deviation value. Optionally, the absolute value of the difference between the actual rear wheel angle and the required rear wheel angle can also be determined as the rear wheel angle deviation value. Therefore, after obtaining the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value, the current state of the vehicle can be determined based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value. Optionally, the specific determination method is as follows.

[0039] Optionally, the current state of the vehicle is determined based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value, including: determining whether the vehicle is in a rear wheel steering system failure state based on the yaw angular velocity deviation value and the rear wheel angle deviation value; determining whether the vehicle is in an electric drive system failure state based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value.

[0040] In an optional embodiment, when determining the current state of the vehicle based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value, the relationship between the rear wheel angle deviation value and the typical rear wheel angle deviation value can be first determined, wherein the typical rear wheel angle deviation value is obtained by injecting faults into the vehicle and testing it under different operating conditions. Optionally, when the rear wheel angle deviation value is greater than or equal to the typical rear wheel angle deviation value, it is necessary to determine whether the current state of the vehicle is a state of vehicle instability caused by a failure of the rear wheel steering system, that is, based on the yaw rate deviation value and the rear wheel angle deviation value, determine whether the vehicle is in a state of rear wheel steering system failure. Optionally, when the rear wheel angle deviation value is less than the typical rear wheel angle deviation value, it is necessary to determine whether the current state of the vehicle is a state of vehicle instability caused by a failure of the electric drive system, that is, based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value, determine whether the vehicle is in a state of vehicle instability caused by a failure of the electric drive system. The specific determination method is as follows.

[0041] Optionally, based on the yaw rate deviation value and the rear wheel angle deviation value, determining whether the vehicle is in a rear wheel steering system failure state includes: in response to the rear wheel angle deviation value being greater than or equal to the typical value of the rear wheel angle deviation, and the yaw rate deviation value being greater than or equal to the typical value of the yaw rate deviation, determining that the current state of the vehicle is a rear wheel steering system failure state, the typical value of the rear wheel angle deviation is obtained by injecting faults into and testing the vehicle under different working conditions, and the typical value of the yaw rate deviation is obtained by injecting faults into and testing the vehicle under different working conditions; in response to the rear wheel angle deviation value being greater than or equal to the typical value of the rear wheel angle deviation, and the yaw rate deviation value being less than the typical value of the yaw rate deviation, determining that the current state of the vehicle is that the vehicle meets driving safety.

[0042] In an optional embodiment, faults may be injected and tested on the vehicle under different operating conditions, and corresponding typical values ​​of yaw rate deviation and rear wheel angle deviation may be determined, thereby determining the current state of the vehicle based on the yaw rate deviation value, longitudinal acceleration deviation value, and rear wheel angle deviation value.

[0043] In another optional embodiment, since the driver can control the vehicle by himself when the vehicle is traveling at a slow speed, it is only necessary to determine the current state of the vehicle based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel turning angle deviation value when the vehicle is traveling at a speed greater than a certain value, wherein the above-mentioned certain value can be set by those skilled in the art according to needs, for example, 30 kilometers per hour.

[0044] Among them, when determining the current state of the vehicle, the following method can be used: when the rear wheel steering angle deviation value is greater than or equal to the typical value of the rear wheel steering angle deviation, and the yaw angular velocity deviation value is greater than or equal to the typical value of the yaw angular velocity deviation, the current state of the vehicle is considered to be a rear wheel steering system failure state; and when the rear wheel steering angle deviation value is greater than or equal to the typical value of the rear wheel steering angle deviation, and the yaw angular velocity deviation value is less than the typical value of the yaw angular velocity deviation, the current state of the vehicle is considered to be that the vehicle meets driving safety.

[0045] Optionally, based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value, it is determined whether the vehicle is in an electric drive system failure state, including: in response to the rear wheel angle deviation value being less than the rear wheel angle deviation typical value, the yaw rate deviation value being greater than or equal to the yaw rate deviation typical value, and the longitudinal acceleration deviation value being greater than or equal to the longitudinal acceleration deviation typical value within a preset time period, it is determined that the current state of the vehicle is an electric drive system failure state, and the typical value of the longitudinal acceleration deviation is obtained by injecting faults into and testing the vehicle under different working conditions; in response to the rear wheel angle deviation value being less than the rear wheel angle deviation typical value, and the yaw rate deviation value being less than the yaw rate deviation typical value, or the rear wheel angle deviation value being less than the rear wheel angle deviation typical value, and the longitudinal acceleration deviation being less than the longitudinal acceleration deviation typical value within a preset time period, it is determined that the current state of the vehicle meets driving safety.

[0046] The above-mentioned preset time period can be set by those skilled in the art according to their needs. For example, the preset time can be set to 30 seconds.

[0047] In an optional embodiment, fault injection and testing can be performed on the vehicle under different working conditions to obtain a typical value of the longitudinal acceleration deviation. Further, when the rear wheel angle deviation is less than the typical value of the rear wheel angle deviation, the yaw rate deviation is greater than or equal to the typical value of the yaw rate deviation, and the longitudinal acceleration deviation is greater than or equal to the typical value of the longitudinal acceleration deviation within a preset time period, it can be considered that the current state of the vehicle is that the electric drive system fails and causes vehicle instability, that is, the electric drive system fails. Further, when the rear wheel angle deviation is less than the typical value of the rear wheel angle deviation and the yaw rate deviation is less than the typical value of the yaw rate deviation, it is considered that the current state of the vehicle satisfies driving safety, or when the rear wheel angle deviation is less than the typical value of the rear wheel angle deviation and the longitudinal acceleration deviation is less than the typical value of the longitudinal acceleration deviation within a preset time period, it is considered that the current state of the vehicle is that the vehicle meets driving safety.

[0048] Optionally, in response to the vehicle state indicating that the vehicle is not driving safely, the braking force of the vehicle is adjusted to slow down the vehicle, including: in response to the current state of the vehicle being an electric drive system failure state, controlling the power source of the vehicle's electric drive system to be cut off, and determining the relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the same direction; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the opposite direction.

[0049] In an optional embodiment, when the current state of the vehicle is a failure state of the electric drive system, the power source of the vehicle's electric drive system can be controlled to be cut off, and the relationship between the actual yaw angular velocity of the vehicle and the required yaw angular velocity can be determined. Optionally, if the actual yaw angular velocity is greater than the required yaw angular velocity, it is necessary to control the relationship between the actual turning angle of the rear wheel and the actual turning angle of the front wheel to be a linear change relationship in the same direction. Optionally, if the actual yaw angular velocity is less than the required yaw angular velocity, it is necessary to control the relationship between the actual turning angle of the rear wheel and the actual turning angle of the front wheel to be a reverse linear change relationship.

[0050] Optionally, in response to the vehicle state indicating that the vehicle is not driving safely, adjusting the vehicle's braking force to slow the vehicle also includes: in response to the vehicle's current state being a rear-wheel steering system failure state, controlling the vehicle to cut off control of the actual rear wheel angle, and determining the relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling energy recovery braking of the vehicle's outer front electric drive; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling energy recovery braking of the vehicle's inner rear electric drive.

[0051] In an optional embodiment, if the current state of the vehicle is a failure state of the rear-wheel steering system, it is necessary to control the vehicle to cut off control of the actual rear wheel steering angle, and determine the size relationship between the actual yaw angular velocity and the required yaw angular velocity. Optionally, if the actual yaw angular velocity is greater than the required yaw angular velocity, the vehicle's outer front electric drive is controlled to perform energy recovery braking. Optionally, if the actual yaw angular velocity is less than the required yaw angular velocity, the vehicle's inner rear electric drive is controlled to perform recovery braking.

[0052] Optionally, determining the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value includes: obtaining a first parameter of the vehicle and the actual yaw rate of the vehicle, the first parameter including the current vehicle speed, front wheel angle, vehicle wheelbase, and stability factor; determining the required yaw rate based on the first parameter; and determining the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value.

[0053] In an optional embodiment, the vehicle's current speed, front wheel angle, vehicle wheelbase, and stability factor may be obtained via sensors on the vehicle or other relevant measuring instruments. Furthermore, the required yaw rate may be calculated based on the vehicle's current speed, front wheel angle, vehicle wheelbase, and stability factor. Thus, after the required yaw rate is obtained, the yaw rate deviation value may be determined based on the absolute value of the difference between the actual yaw rate and the required yaw rate.

[0054] Optionally, determining the required yaw rate based on the first parameter includes: determining the product of the current vehicle speed and the front wheel angle to obtain a first product; determining the product of the square of the current vehicle speed, the stability factor and the vehicle wheelbase to obtain a second product; determining the sum of the vehicle wheelbase and the second product to obtain a first sum; determining the quotient of the first product and the first sum to obtain the required yaw rate.

[0055] In an optional embodiment, the required yaw rate may be determined by the following formula: Among them, γ req is the required yaw rate, v is the current speed of the vehicle, δ f is the front wheel turning angle, L is the vehicle wheelbase, and K is the vehicle stability factor.

[0056] That is, a first product of the current vehicle speed is determined, and a second product of the square of the current vehicle speed, the stability factor, and the vehicle wheelbase is determined. Further, a first sum of the vehicle wheelbase and the second product is determined. Finally, a quotient of the first product and the first sum is determined to obtain the yaw angular velocity.

[0057] Optionally, the method also includes: obtaining a second parameter of the vehicle, the second parameter including: current vehicle speed, vehicle mass, vehicle longitudinal acceleration and wheel radius; determining the product of the linear vehicle drag coefficient and the current vehicle speed to obtain a third product; determining the product of the quadratic vehicle drag coefficient and the square of the current vehicle speed to obtain a fourth product; determining the product of the vehicle mass, vehicle longitudinal acceleration, and wheel radius to obtain a fifth product; determining the second sum of the constant vehicle drag coefficient and the third product, the fourth product, and the fifth product to obtain the actual wheel-end drive torque.

[0058] In an optional embodiment, the vehicle's current speed, vehicle mass, vehicle longitudinal acceleration, and wheel radius can be obtained through sensors or other relevant measuring instruments on the vehicle. Furthermore, the third product of the linear vehicle drag coefficient and the current vehicle speed can be determined, and the fourth product of the quadratic vehicle drag coefficient and the square of the current vehicle speed can be determined. Then, the fifth product of the vehicle mass, vehicle longitudinal acceleration, and wheel radius can be determined. Finally, the second sum of the constant vehicle drag coefficient and the third, fourth, and fifth products can be determined to obtain the actual wheel-end drive torque. Specifically, the following calculation formula can be used. T w_act =a+b×v+c×v 2 +M×A x ×r

[0059] in, is the actual wheel-end driving torque of the vehicle, a, b, and c are the constant term, linear term, and quadratic term of the vehicle drag coefficient, respectively. That is, the constant term vehicle drag coefficient, linear term vehicle drag coefficient, and quadratic term vehicle drag coefficient mentioned above, v is the current speed of the vehicle, M is the vehicle mass, and A x is the vehicle longitudinal acceleration, and r is the wheel radius.

[0060] Optionally, the method also includes: obtaining a third parameter of the vehicle, the third parameter including a left front electric drive torque request, a right front electric drive torque request, a left rear electric drive torque request, a right rear electric drive torque request, and an electric drive to wheel-end speed ratio; determining the sum of the left front electric drive torque request, the right front electric drive torque request, the left rear electric drive torque request, and the right rear electric drive torque request to obtain a third sum; determining the product of the third sum and the electric drive to wheel-end speed ratio to obtain the required wheel-end drive torque.

[0061] In an optional embodiment, the vehicle's left front electric drive torque request, right front electric drive torque request, left rear electric drive torque request, right rear electric drive torque request, and electric drive-to-wheel-end speed ratio can be obtained, and a third sum of the left front electric drive torque request, right front electric drive torque request, left rear electric drive torque request, and right rear electric drive torque request can be determined. The product of the third sum and the electric drive-to-wheel-end speed ratio can be determined to obtain the required wheel-end drive torque. Specifically, the following calculation formula can be used. w_req =(T m1 +T m2 +T m3 +T m4 )×τ

[0062] in, is the wheel end driving torque required by the wheel, T m1 is the left front electric drive torque request, T m2 is the right front electric drive torque request, T m3 is the left rear electric drive torque request, T m4is the right rear electric drive torque request, and τ is the electric drive to wheel end speed ratio.

[0063] Example 2

[0064] According to another aspect of an embodiment of the present disclosure, a vehicle lateral safety control device is further provided. FIG2 is a schematic diagram of a vehicle lateral safety control device according to an embodiment of the present disclosure. As shown in FIG2 , the device includes:

[0065] An acquisition component 202 is configured to acquire driving parameters of the vehicle, wherein the driving parameters include: actual yaw rate, actual wheel end driving torque and actual rear wheel steering angle;

[0066] a determination component 204 configured to determine a current state of the vehicle based on driving parameters and demand parameters, wherein the current state is used to indicate whether the vehicle is driving safely, and the demand parameters include: a demanded yaw rate, a demanded wheel-end driving torque, and a demanded rear wheel steering angle;

[0067] The adjustment component 206 is configured to adjust the braking force of the vehicle to decelerate the vehicle in response to the current state of the vehicle indicating that the vehicle is not traveling safely.

[0068] It should be noted here that the above-mentioned acquisition component 202, determination component 204, and adjustment component 206 can run in a computer terminal as part of the device, and the functions implemented by the above-mentioned components can be executed by the processor in the computer terminal. The computer terminal can also be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID), a PAD and other terminal devices.

[0069] Optionally, the determination component 204 includes: a first determination component, which is configured to determine the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value; a second determination component, which is configured to determine the absolute value of the difference between the actual wheel-end drive torque and the required wheel-end drive torque to obtain a longitudinal acceleration deviation value; a third determination component, which is configured to determine the absolute value of the difference between the actual rear wheel angle and the required rear wheel angle to obtain a rear wheel angle deviation value; and a fourth determination component, which is configured to determine the current state of the vehicle based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value.

[0070] It should be noted here that the above-mentioned first determination component, second determination component, third determination component, and fourth determination component can be run in a computer terminal as part of the device, and the functions implemented by the above-mentioned components can be executed by the processor in the computer terminal. The computer terminal can also be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID), a PAD and other terminal devices.

[0071] Optionally, the fourth determination component includes: a first determination subcomponent, which is configured to determine whether the vehicle is in a rear-wheel steering system failure state based on the yaw angular velocity deviation value and the rear wheel steering angle deviation value; a second determination subcomponent, which is configured to determine whether the vehicle is in an electric drive system failure state based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value.

[0072] It should be noted here that the above-mentioned first determination subcomponent and second determination subcomponent can run in a computer terminal as part of the device, and the functions implemented by the above-mentioned components can be executed by the processor in the computer terminal. The computer terminal can also be a smart phone (such as Android phone, IOS phone, etc.), tablet computer, PDA and mobile Internet device (Mobile Internet Devices, MID), PAD and other terminal devices.

[0073] Optionally, the first determination subcomponent is further configured to determine that the current state of the vehicle is a rear-wheel steering system failure state in response to a rear wheel steering angle deviation value being greater than or equal to a typical rear wheel steering angle deviation value, and a yaw angular velocity deviation value being greater than or equal to a typical yaw angular velocity deviation value, the typical rear wheel steering angle deviation value being obtained by injecting faults into and testing the vehicle under different operating conditions, and the typical yaw angular velocity deviation value being obtained by injecting faults into and testing the vehicle under different operating conditions; in response to a rear wheel steering angle deviation value being greater than or equal to a typical rear wheel steering angle deviation value, and a yaw angular velocity deviation value being less than a typical yaw angular velocity deviation value, determine that the current state of the vehicle is that the vehicle meets driving safety.

[0074] Optionally, the second determination subcomponent is further configured to determine that the current state of the vehicle is an electric drive system failure state in response to a rear wheel steering angle deviation value being less than a typical rear wheel steering angle deviation value, a yaw angular velocity deviation value being greater than or equal to a typical yaw angular velocity deviation value, and a longitudinal acceleration deviation value being greater than or equal to a typical longitudinal acceleration deviation value within a preset time period, the typical longitudinal acceleration deviation value being obtained by injecting faults into and testing the vehicle under different working conditions; and to determine that the current state of the vehicle meets driving safety in response to a rear wheel steering angle deviation value being less than a typical rear wheel steering angle deviation value, and a yaw angular velocity deviation value being less than a typical yaw angular velocity deviation value, or a rear wheel steering angle deviation value being less than a typical rear wheel steering angle deviation value, and a longitudinal acceleration deviation being less than a typical longitudinal acceleration deviation value within a preset time period.

[0075] Optionally, the adjustment component 206 includes: a first control component, which is configured to control the electric drive system power source of the vehicle to be cut off in response to the current state of the vehicle being a failure state of the electric drive system, and determine the size relationship between the actual yaw angular velocity and the required yaw angular velocity; a second control component, which is configured to control the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the same direction in response to the actual yaw angular velocity being greater than the required yaw angular velocity; and a third control component, which is configured to control the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the opposite direction in response to the actual yaw angular velocity being less than the required yaw angular velocity.

[0076] It should be noted here that the above-mentioned first control component, second control component, and third control component can be run in a computer terminal as part of the device, and the functions implemented by the above-mentioned components can be executed by the processor in the computer terminal. The computer terminal can also be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID), a PAD and other terminal devices.

[0077] Optionally, the adjustment component 206 also includes: a fourth control component, which is configured to control the vehicle to cut off control of the actual rear wheel angle in response to the current state of the vehicle being a failure state of the rear-wheel steering system, and determine the size relationship between the actual yaw angular velocity and the required yaw angular velocity; a fifth control component, which is configured to control energy recovery braking of the vehicle's outer front electric drive in response to the actual yaw angular velocity being greater than the required yaw angular velocity; and a sixth control component, which is configured to control energy recovery braking of the vehicle's inner rear electric drive in response to the actual yaw angular velocity being less than the required yaw angular velocity.

[0078] It should be noted here that the above-mentioned fourth control component, fifth control component, and sixth control component can be run in a computer terminal as part of the device, and the functions implemented by the above-mentioned components can be executed by the processor in the computer terminal. The computer terminal can also be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID), a PAD and other terminal devices.

[0079] Optionally, the first determination component includes: an acquisition subcomponent, which is configured to acquire a first parameter of the vehicle and the actual yaw rate of the vehicle, the first parameter including the current vehicle speed, front wheel angle, vehicle wheelbase, and stability factor; a third determination subcomponent, which is configured to determine the required yaw rate based on the first parameter; and a fourth determination subcomponent, which is configured to determine the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value.

[0080] It should be noted that the acquisition subcomponent, the third determination subcomponent, and the fourth determination subcomponent can be run as part of a device in a computer terminal, and the functions implemented by the above components can be executed by a processor in the computer terminal. The computer terminal can also be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, a mobile Internet device (MID), a PAD, and other terminal devices. Optionally, the third determination subcomponent is further configured to determine the product of the current vehicle speed and the front wheel angle to obtain a first product; determine the product of the square of the current vehicle speed, the stability factor, and the vehicle wheelbase to obtain a second product; determine the sum of the vehicle wheelbase and the second product to obtain a first sum; and determine the quotient of the first product and the first sum to obtain the required yaw rate.

[0081] Optionally, the device also includes: a second acquisition component, which is configured to obtain a second parameter of the vehicle, the second parameter including: current vehicle speed, vehicle mass, vehicle longitudinal acceleration and wheel radius; a second determination component, which is configured to determine the product of the linear vehicle resistance coefficient and the current vehicle speed to obtain a third product; a third determination component, which is configured to determine the product of the quadratic vehicle resistance coefficient and the square of the current vehicle speed to obtain a fourth product; a fourth determination component, which is configured to determine the product of the vehicle mass, vehicle longitudinal acceleration, and wheel radius to obtain a fifth product; a fifth determination component, which is configured to determine the second sum of the constant vehicle resistance coefficient and the third product, the fourth product, and the fifth product to obtain the actual wheel-end drive torque.

[0082] It should be noted here that the above-mentioned second acquisition component, second determination component, third determination component, fourth determination component, and fifth determination component can be run in a computer terminal as part of the device, and the functions implemented by the above-mentioned components can be executed by the processor in the computer terminal. The computer terminal can also be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID), a PAD and other terminal devices.

[0083] Optionally, the device also includes: a third acquisition component, which is configured to obtain a third parameter of the vehicle, the third parameter including a left front electric drive torque request, a right front electric drive torque request, a left rear electric drive torque request, a right rear electric drive torque request, and an electric drive to wheel-end speed ratio; a sixth determination component, which is configured to determine the sum of the left front electric drive torque request, the right front electric drive torque request, the left rear electric drive torque request, and the right rear electric drive torque request to obtain a third sum; and a seventh determination component, which is configured to determine the product of the third sum and the electric drive to wheel-end speed ratio to obtain the required wheel-end drive torque.

[0084] It should be noted here that the above-mentioned third acquisition component, sixth determination component, and seventh determination component can be run in a computer terminal as part of the device, and the functions implemented by the above-mentioned components can be executed by the processor in the computer terminal. The computer terminal can also be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID), a PAD and other terminal devices.

[0085] Example 3

[0086] According to another aspect of an embodiment of the present disclosure, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, the processor of the device where the program is located is controlled to execute any one of the above methods.

[0087] Optionally, in this embodiment, the storage medium may be located in any computer terminal in a computer terminal group in a computer network, or in any mobile terminal in a mobile terminal group.

[0088] Optionally, in this embodiment, the storage medium is configured to store program code for performing the following steps: obtaining driving parameters of the vehicle, wherein the driving parameters include: actual yaw rate, actual wheel-end drive torque, and actual rear wheel steering angle; determining a current state of the vehicle based on the driving parameters and demand parameters, wherein the current state is used to characterize whether the vehicle is driving safely, and the demand parameters include: required yaw rate, required wheel-end drive torque, and required rear wheel steering angle; in response to the vehicle's current state characterizing that the vehicle is not driving safely, adjusting the vehicle's braking force to slow down the vehicle.

[0089] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: determining the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value; determining the absolute value of the difference between the actual wheel-end drive torque and the required wheel-end drive torque to obtain a longitudinal acceleration deviation value; determining the absolute value of the difference between the actual rear wheel angle and the required rear wheel angle to obtain a rear wheel angle deviation value; and determining the current state of the vehicle based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value.

[0090] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: determining whether the vehicle is in a rear-wheel steering system failure state based on the yaw angular velocity deviation value and the rear wheel steering angle deviation value; determining whether the vehicle is in an electric drive system failure state based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value.

[0091] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: in response to a rear wheel steering angle deviation value being greater than or equal to a typical rear wheel steering angle deviation value, and a yaw angular velocity deviation value being greater than or equal to a typical yaw angular velocity deviation value, determining that the current state of the vehicle is a rear wheel steering system failure state, the typical rear wheel steering angle deviation value being obtained by injecting faults into and testing the vehicle under different operating conditions, and the typical yaw angular velocity deviation value being obtained by injecting faults into and testing the vehicle under different operating conditions; in response to a rear wheel steering angle deviation value being greater than or equal to a typical rear wheel steering angle deviation value, and a yaw angular velocity deviation value being less than a typical yaw angular velocity deviation value, determining that the current state of the vehicle is that the vehicle meets driving safety.

[0092] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: in response to a rear wheel steering angle deviation value being less than a typical rear wheel steering angle deviation value, a yaw angular velocity deviation value being greater than or equal to a typical yaw angular velocity deviation value, and a longitudinal acceleration deviation value being greater than or equal to a typical longitudinal acceleration deviation value within a preset time period, determining that the current state of the vehicle is an electric drive system failure state, the typical longitudinal acceleration deviation value being obtained by injecting faults into and testing the vehicle under different working conditions; in response to a rear wheel steering angle deviation value being less than a typical rear wheel steering angle deviation value, and a yaw angular velocity deviation value being less than a typical yaw angular velocity deviation value, or a rear wheel steering angle deviation value being less than a typical rear wheel steering angle deviation value, and a longitudinal acceleration deviation being less than a typical longitudinal acceleration deviation value within a preset time period, determining that the current state of the vehicle is that the vehicle meets driving safety.

[0093] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: in response to the current state of the vehicle being an electric drive system failure state, controlling the electric drive system power source of the vehicle to be cut off, and determining the magnitude relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the same direction; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the opposite direction.

[0094] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: in response to the current state of the vehicle being a rear-wheel steering system failure state, controlling the vehicle to cut off control of the actual rear wheel steering angle, and determining the magnitude relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling the energy recovery braking of the vehicle's outer front electric drive; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling the recovery braking of the vehicle's inner rear electric drive.

[0095] Optionally, in this embodiment, the storage medium is configured to store program code for executing the following steps: obtaining a first parameter of the vehicle and an actual yaw rate of the vehicle, the first parameter including the current vehicle speed, front wheel angle, vehicle wheelbase, and stability factor; determining a required yaw rate based on the first parameter; determining the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value.

[0096] Optionally, in this embodiment, the storage medium may also be configured to store program codes of various preferred or optional method steps provided by the method for processing the computing task.

[0097] Example 4

[0098] According to another aspect of an embodiment of the present disclosure, a vehicle is also provided, comprising: one or more processors; a storage device configured to store one or more programs; and a method in which, when the one or more programs are executed by the one or more processors, the one or more processors execute any one of the above methods.

[0099] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can execute the following method: obtaining driving parameters of the vehicle, wherein the driving parameters include: actual yaw angular velocity, actual wheel-end drive torque and actual rear wheel turning angle; determining the current state of the vehicle based on the driving parameters and demand parameters, wherein the current state is used to characterize whether the vehicle is driving safely, and the demand parameters include: required yaw angular velocity, required wheel-end drive torque and required rear wheel turning angle; in response to the current state of the vehicle characterizing that the vehicle is not driving safely, adjusting the braking force of the vehicle to slow down the vehicle.

[0100] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can also execute the following method: determine the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value; determine the absolute value of the difference between the actual wheel-end drive torque and the required wheel-end drive torque to obtain a longitudinal acceleration deviation value; determine the absolute value of the difference between the actual rear wheel angle and the required rear wheel angle to obtain a rear wheel angle deviation value; determine the current state of the vehicle based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel angle deviation value.

[0101] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can also execute the following method: based on the yaw angular velocity deviation value and the rear wheel steering angle deviation value, determine whether the vehicle is in a rear wheel steering system failure state; based on the yaw angular velocity deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value, determine whether the vehicle is in an electric drive system failure state.

[0102] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can also execute the following method: in response to the rear wheel steering angle deviation value being greater than or equal to the typical value of the rear wheel steering angle deviation, and the yaw angular velocity deviation value being greater than or equal to the typical value of the yaw angular velocity deviation, determining that the current state of the vehicle is a failure state of the rear wheel steering system, the typical value of the rear wheel steering angle deviation is obtained by injecting faults into and testing the vehicle under different working conditions, and the typical value of the yaw angular velocity deviation is obtained by injecting faults into and testing the vehicle under different working conditions; in response to the rear wheel steering angle deviation value being greater than or equal to the typical value of the rear wheel steering angle deviation, and the yaw angular velocity deviation value being less than the typical value of the yaw angular velocity deviation, determining that the current state of the vehicle is that the vehicle meets driving safety.

[0103] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can also execute the following method: in response to the rear wheel steering angle deviation value being less than the typical value of the rear wheel steering angle deviation, the yaw angular velocity deviation value being greater than or equal to the typical value of the yaw angular velocity deviation, and the longitudinal acceleration deviation value being greater than or equal to the typical value of the longitudinal acceleration deviation within a preset time period, determining that the current state of the vehicle is a failure state of the electric drive system, and the typical value of the longitudinal acceleration deviation is obtained by performing fault injection and testing on the vehicle under different working conditions; in response to the rear wheel steering angle deviation value being less than the typical value of the rear wheel steering angle deviation, and the yaw angular velocity deviation value being less than the typical value of the yaw angular velocity deviation, or the rear wheel steering angle deviation value being less than the typical value of the rear wheel steering angle deviation, and the longitudinal acceleration deviation being less than the typical value of the longitudinal acceleration deviation within the preset time period, determining that the current state of the vehicle is that the vehicle meets driving safety.

[0104] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can also execute the following method: in response to the current state of the vehicle being an electric drive system failure state, controlling the power source of the electric drive system of the vehicle to be cut off, and determining the magnitude relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a linear change relationship in the same direction; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling the relationship between the actual rear wheel turning angle and the actual front wheel turning angle to be a reverse linear change relationship.

[0105] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can also execute the following method: in response to the current state of the vehicle being a rear-wheel steering system failure state, controlling the vehicle to cut off control of the actual rear wheel steering angle, and determining the magnitude relationship between the actual yaw angular velocity and the required yaw angular velocity; in response to the actual yaw angular velocity being greater than the required yaw angular velocity, controlling the energy recovery braking of the outer front electric drive of the vehicle; in response to the actual yaw angular velocity being less than the required yaw angular velocity, controlling the recovery braking of the inner rear electric drive of the vehicle.

[0106] Optionally, in this embodiment, one or more processors in the above-mentioned vehicle can also execute the following method: obtain a first parameter of the vehicle and the actual yaw rate of the vehicle, the first parameter including the current vehicle speed, front wheel angle, vehicle wheelbase, and stability factor of the vehicle; determine the required yaw rate based on the first parameter; determine the absolute value of the difference between the actual yaw rate and the required yaw rate to obtain the yaw rate deviation value.

[0107] Example 5

[0108] According to another aspect of an embodiment of the present disclosure, a computer program product is further provided, which includes a computer program, and when the computer program is executed by a processor, the computer program implements the above-mentioned vehicle lateral safety control method.

[0109] Example 6

[0110] According to another aspect of an embodiment of the present disclosure, a computer program product is also provided, which includes a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the above-mentioned vehicle lateral safety control method is implemented.

[0111] Example 7

[0112] According to another aspect of an embodiment of the present disclosure, a computer program is further provided, wherein when the computer program is executed by a processor, the above-mentioned vehicle lateral safety control method is implemented.

[0113] The serial numbers of the above-mentioned embodiments of the present disclosure are for description only and do not represent the advantages or disadvantages of the embodiments.

[0114] In the above embodiments of the present disclosure, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0115] In the several embodiments provided in this disclosure, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of components can be a logical function division. In actual implementation, there may be other division methods, such as multiple components or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, and the indirect coupling or communication connection of components or components can be electrical or other forms.

[0116] Components described as separate parts may or may not be physically separate, and components shown as components may or may not be physical components, that is, they may be located in one place or distributed across multiple components. Some or all of these components may be selected according to actual needs to achieve the purpose of the present embodiment.

[0117] In addition, the functional components in the various embodiments of the present disclosure may be integrated into a single processing component, each component may exist physically separately, or two or more components may be integrated into a single component. The aforementioned integrated components may be implemented in the form of hardware or software functional components.

[0118] If the integrated components are implemented in the form of software functional components and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present disclosure is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the various embodiments of the present disclosure. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program codes.

[0119] The above is only a preferred embodiment of the present disclosure. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present disclosure. These improvements and modifications should also be regarded as within the scope of protection of the present disclosure. Industrial Applicability

[0120] The solution provided in the embodiments of the present disclosure can be applied in the field of vehicle control. By obtaining the driving parameters of the vehicle, wherein the driving parameters include: actual yaw rate, actual wheel-end drive torque and actual rear wheel angle; based on the driving parameters and the demand parameters, determining the current state of the vehicle, wherein the current state is used to characterize whether the vehicle is driving safely, and the demand parameters include: demand yaw rate, demand wheel-end drive torque and demand rear wheel angle; in response to the vehicle state characterizing that the vehicle is not driving safely, adjusting the braking force of the vehicle to slow down the vehicle. It is easy to notice that the current state of the vehicle can be determined based on the driving parameters of the vehicle and the demand parameters of the vehicle, and whether the vehicle is driving safely can be determined based on the current state of the vehicle, so that the vehicle can be controlled in time when the vehicle does not meet the requirements for safe driving, thereby improving the driving safety of the vehicle, and thus solving the technical problem of low driving safety of the vehicle in the related art.

Claims

1. A vehicle lateral safety control method comprising: Acquiring driving parameters of the vehicle, wherein the driving parameters include: actual yaw rate, actual wheel end drive torque, and actual rear wheel steering angle; Determining a current state of the vehicle based on the driving parameters and demand parameters, wherein the current state is used to indicate whether the vehicle is driving safely, and the demand parameters include: a required yaw rate, a required wheel-end driving torque, and a required rear wheel steering angle; In response to the current state of the vehicle indicating that the vehicle is not safe to travel, a braking force of the vehicle is adjusted to decelerate the vehicle.

2. The method according to claim 1, wherein Determining a current state of the vehicle based on the driving parameter and the demand parameter includes: determining an absolute value of a difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value; determining an absolute value of a difference between the actual wheel-end drive torque and the required wheel-end drive torque to obtain a longitudinal acceleration deviation value; determining an absolute value of a difference between the actual rear wheel steering angle and the required rear wheel steering angle to obtain a rear wheel steering angle deviation value; A current state of the vehicle is determined based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel turning angle deviation value.

3. The method according to claim 2, wherein: Determining a current state of the vehicle based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value includes: determining whether the vehicle is in a rear-wheel steering system failure state based on the yaw rate deviation value and the rear wheel steering angle deviation value; Based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value, it is determined whether the vehicle is in an electric drive system failure state.

4. The method according to claim 3, wherein: Determining whether the vehicle is in a rear wheel steering system failure state based on the yaw rate deviation value and the rear wheel steering angle deviation value includes: determining that the current state of the vehicle is a rear-wheel steering system failure state in response to the rear wheel steering angle deviation being greater than or equal to a typical rear wheel steering angle deviation value, and the yaw rate deviation being greater than or equal to a typical yaw rate deviation value, the rear wheel steering angle deviation typical value being obtained by injecting a fault into the vehicle and testing it under different operating conditions, and the yaw rate deviation typical value being obtained by injecting a fault into the vehicle and testing it under different operating conditions; In response to the rear wheel steering angle deviation being greater than or equal to a typical rear wheel steering angle deviation value and the yaw rate deviation being less than a typical yaw rate deviation value, it is determined that the current state of the vehicle satisfies driving safety.

5. The method according to claim 3, wherein Determining whether the vehicle is in an electric drive system failure state based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value includes: determining that the current state of the vehicle is a failure state of the electric drive system in response to the rear wheel steering angle deviation being less than a typical rear wheel steering angle deviation value, the yaw rate deviation being greater than or equal to the typical yaw rate deviation value, and the longitudinal acceleration deviation being greater than or equal to the typical longitudinal acceleration deviation value within a preset time period, the typical longitudinal acceleration deviation value being obtained by performing fault injection and testing on the vehicle under different operating conditions; In response to the rear wheel steering angle deviation value being less than a typical rear wheel steering angle deviation value, and the yaw angular velocity deviation value being less than a typical yaw angular velocity deviation value, or the rear wheel steering angle deviation value being less than the typical rear wheel steering angle deviation value, and the longitudinal acceleration deviation being less than the typical longitudinal acceleration deviation value within the preset time period, it is determined that the current state of the vehicle satisfies driving safety.

6. The method according to claim 1, wherein In response to the vehicle state indicating that the vehicle is not traveling safely, adjusting the braking force of the vehicle to decelerate the vehicle, comprising: In response to a current state of the vehicle being an electric drive system failure state, controlling a power source of the electric drive system of the vehicle to be cut off, and determining a magnitude relationship between the actual yaw rate and the required yaw rate; In response to the actual yaw rate being greater than the required yaw rate, controlling the relationship between the actual rear wheel steering angle and the actual front wheel steering angle to be a linearly changing relationship in the same direction; In response to the actual yaw rate being less than the required yaw rate, the relationship between the actual rear wheel turning angle and the actual front wheel turning angle is controlled to be an inverse linear relationship.

7. The method according to claim 1, wherein In response to the vehicle state indicating that the vehicle is not traveling safely, adjusting the braking force of the vehicle to decelerate the vehicle, further comprising: In response to a current state of the vehicle being a rear-wheel steering system failure state, controlling the vehicle to cut off control of the actual rear wheel steering angle, and determining a magnitude relationship between the actual yaw rate and the required yaw rate; In response to the actual yaw rate being greater than the required yaw rate, controlling an outer front electric drive of the vehicle to perform energy regenerative braking; In response to the actual yaw rate being less than the required yaw rate, controlling regenerative braking of an inner rear electric drive of the vehicle.

8. The method according to claim 2, wherein: Determining an absolute value of a difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value includes: Obtaining first parameters of the vehicle and an actual yaw rate of the vehicle, the first parameters including a current vehicle speed, a front wheel angle, a vehicle wheelbase, and a stability factor; determining the required yaw rate based on the first parameter; An absolute value of a difference between the actual yaw rate and the required yaw rate is determined to obtain the yaw rate deviation value.

9. A computer-readable storage medium, wherein: The computer-readable storage medium includes a stored program, wherein when the program is executed, the device is controlled to perform the following method: Acquiring driving parameters of the vehicle, wherein the driving parameters include: actual yaw rate, actual wheel end drive torque, and actual rear wheel steering angle; Determining a current state of the vehicle based on the driving parameters and demand parameters, wherein the current state is used to indicate whether the vehicle is driving safely, and the demand parameters include: a required yaw rate, a required wheel-end driving torque, and a required rear wheel steering angle; In response to the current state of the vehicle indicating that the vehicle is not safe to travel, a braking force of the vehicle is adjusted to decelerate the vehicle.

10. The storage medium according to claim 9, wherein when the program is running, the device where the storage medium is located is controlled to further execute the following method: determining an absolute value of a difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value; determining an absolute value of a difference between the actual wheel-end drive torque and the required wheel-end drive torque to obtain a longitudinal acceleration deviation value; determining an absolute value of a difference between the actual rear wheel steering angle and the required rear wheel steering angle to obtain a rear wheel steering angle deviation value; A current state of the vehicle is determined based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel turning angle deviation value.

11. The storage medium according to claim 10, wherein when the program is running, the device where the storage medium is located is controlled to further execute the following method: determining whether the vehicle is in a rear-wheel steering system failure state based on the yaw rate deviation value and the rear wheel steering angle deviation value; Based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value, it is determined whether the vehicle is in an electric drive system failure state.

12. The storage medium according to claim 11, wherein when the program is running, the device where the storage medium is located is controlled to further execute the following method: determining that the current state of the vehicle is a rear-wheel steering system failure state in response to the rear wheel steering angle deviation being greater than or equal to a typical rear wheel steering angle deviation value, and the yaw rate deviation being greater than or equal to a typical yaw rate deviation value, the rear wheel steering angle deviation typical value being obtained by injecting a fault into the vehicle and testing it under different operating conditions, and the yaw rate deviation typical value being obtained by injecting a fault into the vehicle and testing it under different operating conditions; In response to the rear wheel steering angle deviation being greater than or equal to a typical rear wheel steering angle deviation value and the yaw rate deviation being less than a typical yaw rate deviation value, it is determined that the current state of the vehicle satisfies driving safety.

13. The storage medium according to claim 11, wherein when the program is running, the device where the storage medium is located is controlled to further execute the following method: determining that the current state of the vehicle is a failure state of the electric drive system in response to the rear wheel steering angle deviation being less than a typical rear wheel steering angle deviation value, the yaw rate deviation being greater than or equal to the typical yaw rate deviation value, and the longitudinal acceleration deviation being greater than or equal to the typical longitudinal acceleration deviation value within a preset time period, the typical longitudinal acceleration deviation value being obtained by performing fault injection and testing on the vehicle under different operating conditions; In response to the rear wheel steering angle deviation value being less than the rear wheel steering angle deviation typical value, and the yaw rate deviation value being less than the yaw rate deviation typical value, or the rear wheel steering angle deviation value being less than the rear wheel steering angle deviation typical value, and the longitudinal acceleration deviation being less than the longitudinal acceleration deviation within the preset time period. A typical value determines that the current state of the vehicle is that the vehicle meets driving safety.

14. A vehicle comprising: one or more processors and a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors perform the following method: Acquiring driving parameters of the vehicle, wherein the driving parameters include: actual yaw rate, actual wheel end drive torque, and actual rear wheel steering angle; Determining a current state of the vehicle based on the driving parameters and demand parameters, wherein the current state is used to indicate whether the vehicle is driving safely, and the demand parameters include: a required yaw rate, a required wheel-end driving torque, and a required rear wheel steering angle; In response to the current state of the vehicle indicating that the vehicle is not safe to travel, a braking force of the vehicle is adjusted to decelerate the vehicle.

15. The vehicle of claim 14, wherein the one or more processors further execute the following method: determining an absolute value of a difference between the actual yaw rate and the required yaw rate to obtain a yaw rate deviation value; determining an absolute value of a difference between the actual wheel-end drive torque and the required wheel-end drive torque to obtain a longitudinal acceleration deviation value; determining an absolute value of a difference between the actual rear wheel steering angle and the required rear wheel steering angle to obtain a rear wheel steering angle deviation value; A current state of the vehicle is determined based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel turning angle deviation value.

16. The vehicle of claim 15, wherein the one or more processors further execute the following method: determining whether the vehicle is in a rear-wheel steering system failure state based on the yaw rate deviation value and the rear wheel steering angle deviation value; Based on the yaw rate deviation value, the longitudinal acceleration deviation value, and the rear wheel steering angle deviation value, it is determined whether the vehicle is in an electric drive system failure state.

17. The vehicle of claim 16, wherein the one or more processors further execute the following method: In response to the rear wheel steering angle deviation being greater than or equal to the rear wheel steering angle deviation typical value, and the yaw rate deviation being greater than or equal to the yaw rate deviation typical value, determining that the current state of the vehicle is a rear wheel steering system failure state, wherein the typical value of the rear wheel steering angle deviation is obtained by injecting faults into the vehicle and testing it under different operating conditions, and the typical value of the yaw rate deviation is obtained by injecting faults into the vehicle and testing it under different operating conditions; In response to the rear wheel steering angle deviation being greater than or equal to a typical rear wheel steering angle deviation value and the yaw rate deviation being less than a typical yaw rate deviation value, it is determined that the current state of the vehicle satisfies driving safety.

18. A computer program product, wherein The invention comprises a computer program which, when executed by a processor, implements the method according to any one of claims 1 to 8.

19. A computer program product, wherein The invention comprises a non-volatile computer-readable storage medium storing a computer program, wherein the computer program implements the method according to any one of claims 1 to 8 when executed by a processor.

20. A computer program, wherein When the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

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