CN115743089A - Vehicle control method and device, electronic equipment and storage medium - Google Patents
Vehicle control method and device, electronic equipment and storage medium Download PDFInfo
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- CN115743089A CN115743089A CN202211602035.3A CN202211602035A CN115743089A CN 115743089 A CN115743089 A CN 115743089A CN 202211602035 A CN202211602035 A CN 202211602035A CN 115743089 A CN115743089 A CN 115743089A
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Abstract
The embodiment of the invention discloses a vehicle control method and device, electronic equipment and a storage medium. The vehicle control method may specifically include: determining a vehicle steering state of a vehicle to be controlled; determining an oversteer control activation state in the case that the vehicle steering state is determined to be vehicle oversteer; determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the over-steering control activation state is determined to be that over-steering control is activated; and under the condition that the torque intervention judgment parameter is determined to meet a preset torque intervention condition, determining a motor torque-up request of the vehicle to be controlled, and controlling the vehicle to be controlled according to the motor torque-up request. According to the technical scheme of the embodiment of the invention, the vehicle to be controlled can be controlled in time when the vehicle is oversteered, so that the stability of the vehicle to be controlled is ensured.
Description
Technical Field
The embodiment of the invention relates to the technical field of automobiles, in particular to a vehicle control method and device, electronic equipment and a storage medium.
Background
With the rapid development of the vehicle field, automobiles have become one of the indispensable tools for people to go out in life. During vehicle travel (e.g., when the vehicle is turning or changing lanes), vehicle oversteer may occur.
In the prior art, the vehicle oversteer is controlled by adopting a braking method through a brake pre-filling function in a vehicle body stability control system. For example, when the vehicle is oversteered (such as a double-change-line condition or a fishhook condition), the vehicle applies a braking force to the front wheels on the outer sides, but the pressure of the braking force is increased for a certain time, so that the vehicle has a serious yaw and the risk of the vehicle being out of control is increased.
However, in the above method, when the vehicle is oversteered seriously, the vehicle cannot be controlled quickly only by the brake pre-fill function, that is, the vehicle cannot be controlled in time when the vehicle is oversteered, so that the intervention is not timely, the vehicle oversteer control is weak, and the stability of the vehicle is reduced.
Disclosure of Invention
The embodiment of the invention provides a vehicle control method and device, electronic equipment and a storage medium, which can control a vehicle to be controlled in time when the vehicle is oversteered, so that the stability of the vehicle to be controlled is ensured.
According to an aspect of the present invention, there is provided a vehicle control method including:
determining a vehicle steering state of a vehicle to be controlled;
determining an oversteer control activated state in the case where it is determined that the vehicle steering state is the vehicle oversteer;
determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the over-steering control activation state is determined to be that over-steering control is activated;
and under the condition that the torque intervention judgment parameter is determined to meet a preset torque intervention condition, determining a motor torque-up request of the vehicle to be controlled, and controlling the vehicle to be controlled according to the motor torque-up request.
According to another aspect of the present invention, there is provided a vehicle control apparatus including:
the vehicle steering state determining module is used for determining the vehicle steering state of the vehicle to be controlled;
the over-steering control activation state determining module is used for determining an over-steering control activation state under the condition that the vehicle steering state is determined to be over-steering of the vehicle;
the torque intervention judgment parameter determination module is used for determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the over-steering control activation state is determined to be that the over-steering control is activated;
and the vehicle control module is used for determining a motor torque-up request of the vehicle to be controlled under the condition that the torque intervention judgment parameter is determined to meet a preset torque intervention condition so as to control the vehicle to be controlled according to the motor torque-up request.
According to another aspect of the present invention, there is provided an electronic apparatus including:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,
the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to enable the at least one processor to perform a vehicle control method according to any of the embodiments of the invention.
According to another aspect of the present invention, there is provided a computer-readable storage medium storing computer instructions for causing a processor to implement a vehicle control method according to any one of the embodiments of the present invention when executed.
According to the technical scheme of the embodiment of the invention, the vehicle steering state of the vehicle to be controlled is determined, the over-steering control activation state is determined when the vehicle steering state is determined to be the over-steering state of the vehicle, the torque intervention judgment parameter of the vehicle to be controlled is determined when the over-steering control activation state is determined to be the over-steering state, and the motor torque-up request of the vehicle to be controlled is determined when the torque intervention judgment parameter is determined to meet the preset torque intervention condition, so that the vehicle to be controlled is controlled according to the motor torque-up request.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a flowchart of a vehicle control method according to an embodiment of the present invention;
fig. 2 is a flowchart of a vehicle control method according to a second embodiment of the present invention;
fig. 3 is a flowchart illustrating an example of a vehicle control method according to a second embodiment of the present invention;
fig. 4 is a schematic diagram of a vehicle control apparatus according to a third embodiment of the present invention;
fig. 5 is a schematic configuration diagram of an electronic device that implements a vehicle control method of an embodiment of the invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, shall fall within the protection scope of the present invention.
It should be noted that the terms "comprises" and "comprising," and any variations thereof, in the description and claims of the present invention and the above-described drawings, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example one
Fig. 1 is a flowchart of a vehicle control method according to an embodiment of the present invention, where the embodiment is applicable to a situation where a vehicle to be controlled is controlled in time when the vehicle is oversteered, and the method may be executed by a vehicle control device, where the device may be implemented by software and/or hardware, and may be generally directly integrated into an electronic device that executes the method. Specifically, as shown in fig. 1, the vehicle control method may specifically include the steps of:
and S110, determining the vehicle steering state of the vehicle to be controlled.
The vehicle to be controlled may be any vehicle that is waiting for control. The vehicle steering state may be a steering state of the vehicle to be controlled. It will be appreciated that the vehicle steering state may be indicative of whether the vehicle to be controlled is oversteering. For example, the vehicle steering state may be vehicle understeer, vehicle normal steering, or vehicle oversteer, and the like, which is not limited by the embodiment of the present invention.
In the embodiment of the invention, after the vehicle to be controlled is determined, the vehicle steering state of the vehicle to be controlled may be further determined. It should be noted that, the embodiment of the present invention does not limit the specific implementation manner of determining the vehicle to be controlled, as long as the determination of the vehicle to be controlled can be achieved.
And S120, determining an over-steering control activation state under the condition that the vehicle steering state is determined to be the over-steering of the vehicle.
The active state of the oversteer control function module may be an active state of the oversteer control function module, and may indicate whether the oversteer control function module is active. For example, the oversteer control activated state may be a state in which the oversteer control function module is already activated, or may be a state in which the oversteer control function module is not activated, and the like, which is not limited by the embodiment of the present invention. It is understood that the oversteer control function module may be a function module that controls the vehicle to be controlled when the vehicle to be controlled oversteers.
In the embodiment of the invention, after determining the vehicle turning state of the vehicle to be controlled, it may be further determined whether the vehicle turning state is the vehicle oversteer, and the oversteer control activated state may be determined when it is determined that the vehicle turning state is the vehicle oversteer. It is to be understood that when the vehicle turning state of the vehicle to be controlled is not the vehicle oversteer, which means that the vehicle to be controlled does not need to be subjected to the oversteer control, the oversteer control activation state does not need to be determined. That is, the oversteer control activated state needs to be determined only when the vehicle steering state of the vehicle to be controlled is the vehicle oversteer.
S130, determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the over-steering control activation state is determined to be that the over-steering control is activated.
Wherein the oversteer control activated may be that the oversteer control function module has been activated. The torque intervention judgment parameter may be a parameter for judging whether to perform torque intervention. It can be understood that when the vehicle to be controlled is controlled, the control of the vehicle to be controlled can be realized by performing torque intervention on the vehicle to be controlled.
In the embodiment of the invention, after the determination of the active state of the oversteer control, it may be further determined whether the active state of the oversteer control is active or not, and when the active state of the oversteer control is active, the torque intervention judgment parameter of the vehicle to be controlled may be determined. It is understood that if the active state of the oversteer control is the inactive state of the oversteer control, which means that the oversteer control function module is not activated, the vehicle to be controlled cannot be controlled. That is, the torque intervention judgment parameter of the vehicle to be controlled is further determined only when the oversteer control activation state is that the oversteer control is activated.
S140, under the condition that the torque intervention judgment parameter is determined to meet the preset torque intervention condition, determining a motor torque-up request of the vehicle to be controlled, and controlling the vehicle to be controlled according to the motor torque-up request.
The preset torque intervention condition may be a preset condition for performing torque intervention. It is understood that the preset torque intervention condition may be a precondition for performing a torque intervention. The motor torque up request may be a request to request the motor to perform torque up. It will be appreciated that the motor torque up request may be a request to send a torque up request to the motor to run the motor torque up.
In the embodiment of the invention, after the torque intervention judgment parameter of the vehicle to be controlled is determined, whether the torque intervention judgment parameter meets the preset torque intervention condition or not can be further determined, and when the torque intervention judgment parameter meets the preset torque intervention condition, the motor torque-up request of the vehicle to be controlled is determined, so that the vehicle to be controlled is controlled according to the motor torque-up request. It will be appreciated that control of the vehicle to be controlled may be exited if the torque intervention decision parameter does not meet the preset torque intervention condition.
According to the technical scheme, the vehicle turning state of the vehicle to be controlled is determined, the over-steering control activation state is determined when the vehicle turning state is determined to be the vehicle over-steering state, the torque intervention judgment parameter of the vehicle to be controlled is determined when the over-steering control activation state is determined to be the over-steering state, the motor torque-up request of the vehicle to be controlled is determined when the torque intervention judgment parameter is determined to meet the preset torque intervention condition, the vehicle to be controlled is controlled according to the motor torque-up request, the problem that the vehicle stability is poor due to the fact that the vehicle cannot be controlled in time when the vehicle is over-steered in the existing vehicle control is solved, the vehicle to be controlled can be controlled in time when the vehicle is over-steering, and therefore the stability of the vehicle to be controlled is guaranteed.
Example two
Fig. 2 is a flowchart of a vehicle control method according to a second embodiment of the present invention, which further details the above technical solutions and shows various specific optional implementations of determining a vehicle steering state of a vehicle to be controlled, determining an over-steering control activation state, and determining a torque intervention judgment parameter of the vehicle to be controlled. The solution in this embodiment may be combined with the various alternatives in one or more of the embodiments described above. As shown in fig. 2, the method may include the steps of:
and S210, acquiring the actual yaw rate and the target yaw rate of the vehicle to be controlled.
Wherein the actual yaw rate of the vehicle may be a yaw rate measured by a sensor during the running of the vehicle. The target yaw rate may be a target value of a yaw rate predicted by the vehicle in a simulated environment.
In the embodiment of the invention, the actual yaw rate and the target yaw rate of the vehicle to be controlled are acquired. It should be noted that, the embodiment of the present invention does not limit the specific implementation manner of obtaining the actual yaw rate and the target yaw rate of the vehicle, as long as the obtaining of the actual yaw rate and the target yaw rate of the vehicle can be achieved.
Alternatively, it may also be determined whether the vehicle system failure-free pre-control is ready before the vehicle actual yaw rate and the target yaw rate of the vehicle to be controlled are acquired, to acquire the vehicle actual yaw rate and the target yaw rate of the vehicle to be controlled when it is determined that the vehicle system failure-free pre-control is ready.
And S220, determining an angular velocity difference value between the actual yaw rate of the vehicle and the target yaw rate.
And S230, determining the steering state of the vehicle according to the angular speed difference.
The angular velocity difference value may be a value obtained by subtracting the actual yaw rate of the vehicle from the target yaw rate.
In the embodiment of the present invention, after the vehicle actual yaw rate and the target yaw rate of the vehicle to be controlled are acquired, the angular velocity difference between the vehicle actual yaw rate and the target yaw rate may be further determined to determine the vehicle turning state from the angular velocity difference.
According to the technical scheme, whether the vehicle to be controlled runs according to the intention of the driver or not can be determined through the angular speed difference.
S240, under the condition that the vehicle steering state is determined to be the vehicle oversteer, obtaining a vehicle instability coefficient, and determining the oversteer control activation state according to the vehicle instability coefficient.
Wherein the vehicle instability coefficient may be a coefficient characterizing the instability of the vehicle to be controlled. It will be appreciated that the magnitude of the vehicle instability coefficient may be indicative of the instability of the vehicle to be controlled. For example, the vehicle instability factor may be a number between 0 and 1, with a closer vehicle instability factor to 1 indicating a more unstable vehicle to be controlled.
In the embodiment of the present invention, after determining the vehicle turning state according to the angular velocity difference, it may be further determined whether the vehicle turning state is the vehicle oversteer, and a vehicle instability coefficient may be acquired when the vehicle turning state is the vehicle oversteer to determine the oversteer control activation state according to the vehicle instability coefficient. It should be noted that, the embodiment of the present invention does not limit the specific implementation manner of obtaining the vehicle instability coefficient, as long as the obtaining of the vehicle instability coefficient can be achieved.
Optionally, determining that the vehicle steering state is vehicle oversteer may include: and determining the vehicle steering state as vehicle oversteer under the condition that the angular speed difference is determined to be larger than the preset angular speed threshold.
The preset angular velocity threshold may be a preset threshold of angular velocity difference.
Specifically, the vehicle turning state may be determined as vehicle oversteer upon determining that the angular velocity difference is greater than the preset angular velocity threshold.
According to the technical scheme, the situation that the vehicle to be controlled does not run according to the intention of the driver can be determined by determining that the angular speed difference value is larger than the preset angular speed threshold value.
Alternatively, the preset angular velocity threshold may be determined based on the coefficient of friction. It will be appreciated that a vehicle traveling on different road surfaces may correspond to different coefficients of friction. Specifically, after determining the friction coefficient, a preset angular velocity threshold corresponding to the friction coefficient may be looked up in the friction coefficient interpolation table.
It should be noted that, since the EIT (Early Increasing Torque) function, that is, the oversteer control function, can be applied to both a high-adhesion road surface and a low-adhesion road surface, it is necessary to accurately estimate the friction coefficient. However, since the friction coefficient is estimated to be small during lane changing, the EIT function may be triggered by mistake on a high-attachment road surface. Thus, the maximum estimated coefficient of friction (NS _ VDC _ MueF _ EIT) can be searched for at any time during the lane change and saved for EIT use.
Optionally, before obtaining the vehicle instability coefficient, the method may further include: acquiring a steering wheel angle signal, and determining a steering wheel control state according to the steering wheel angle signal and the actual yaw velocity of the vehicle; accordingly, obtaining the vehicle instability coefficient may include: in the case where it is determined that the steering wheel control state is the driver's return direction, a vehicle instability coefficient is obtained.
The steering wheel angle signal may be a steering wheel angle signal when the steering wheel is rotated. The steering wheel control state may be a state of a steering wheel controlled by a driver during driving of the vehicle to be controlled, for example, the steering wheel controlled by the driver may be rotated to the left, or the steering wheel controlled by the driver may be rotated to the right, and the like, which is not limited in the embodiment of the present invention. The driver reverse direction may be the driver controlling the reverse direction control steering wheel. For example, if the driver controls the steering wheel to rotate to the left during the driving of the vehicle, the driver's backhand direction may be the driver controls the steering wheel to rotate to the right.
Specifically, the steering wheel angle signal may be obtained before the vehicle instability factor is obtained to determine the steering wheel control state based on the steering wheel angle signal and the actual yaw rate of the vehicle, thereby obtaining the vehicle instability factor when the steering wheel control state is determined to be the driver's turn-back direction.
Optionally, determining that the steering wheel control state is the driver's reverse direction may include: determining a corner signal sign of the steering wheel corner signal and an angular velocity sign of an actual yaw rate of the vehicle; in the case where it is determined that the sign of the steering angle signal and the sign of the angular velocity are opposite, the steering wheel control state is determined as the driver's reverse direction.
The sign of the steering angle signal may be a sign of the steering wheel angle signal. The sign of the angular velocity may be a sign of the actual yaw rate of the vehicle. It is understood that both the steering wheel angle signal and the actual yaw rate of the vehicle may be signed data.
Specifically, a turn angle signal sign of the steering wheel turn angle signal and an angular velocity sign of the actual yaw rate of the vehicle are determined to determine the steering wheel control state as the driver's return direction when the turn angle signal sign and the angular velocity sign are determined to be opposite. It is understood that when the vehicle to be controlled is oversteered, the reverse direction of the driver may be the case when the sign of the steering angle signal is opposite to that of the angular speed.
And S250, determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the over-steering control activation state is determined to be that the over-steering control is activated.
Optionally, determining that the over-steer control activation state is that the over-steer control is activated may include: in the case where it is determined that the vehicle instability coefficient satisfies the preset instability coefficient threshold, the oversteer control activation state is determined as being activated.
The preset instability coefficient threshold may be a preset vehicle instability coefficient threshold.
Specifically, the oversteer control activated state may be determined as the oversteer control activated when it is determined that the vehicle instability coefficient satisfies the preset instability coefficient threshold. It can be understood that when the vehicle instability coefficient reaches the preset instability coefficient threshold value, it indicates that the vehicle to be controlled is in an unstable state, and at this time, the oversteer control function module may be activated to control the vehicle to be controlled.
Optionally, before determining the torque intervention judgment parameter of the vehicle to be controlled, the method may further include: determining a lane change working condition activation state; correspondingly, determining the torque intervention judgment parameter of the vehicle to be controlled may include: and determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the lane change working condition activation state is determined to be the activated lane change working condition.
The lane change working condition activation state can be an activation state of a lane change working condition and can represent whether the lane change working condition is activated or not. The lane-change condition being activated may be that the lane-change condition is activated.
Specifically, before determining the torque intervention judgment parameter of the vehicle to be controlled, the lane change condition activation state may be determined, so as to determine the torque intervention judgment parameter of the vehicle to be controlled when the lane change condition activation state is determined to be that the lane change condition is activated. It is understood that whether the vehicle to be controlled is in the application scene of lane change can be determined by determining the active state of the lane change condition.
Optionally, the torque intervention judgment parameter may include a vehicle lateral acceleration rate, a current vehicle speed, a current accelerator pedal state, and a current vehicle gear state.
Wherein the rate of change of the lateral acceleration of the vehicle may be a rate of change of the lateral acceleration of the vehicle to be controlled. The current vehicle speed may be a speed of the vehicle currently to be controlled. The current accelerator pedal state may be a current accelerator pedal state, and may be, for example, that an accelerator pedal is not stepped or is stepped, which is not limited in the embodiment of the present invention. The current vehicle gear state may be a gear state of a vehicle to be controlled currently, and may be, for example, a neutral gear, a forward gear, or a reverse gear, which is not limited in the embodiment of the present invention.
And S260, under the condition that the torque intervention judgment parameter is determined to meet a preset torque intervention condition, determining a motor torque increasing request of the vehicle to be controlled, and controlling the vehicle to be controlled according to the motor torque increasing request.
Optionally, the preset torque intervention condition may include that an absolute value of a lateral acceleration rate of the vehicle is greater than a preset rate of change threshold, the current vehicle speed is greater than a preset vehicle speed threshold, the current accelerator pedal state is that the accelerator pedal is not stepped on, and the current vehicle gear state is a forward gear.
The preset change rate threshold may be a preset threshold of a lateral acceleration change rate of the vehicle. The preset vehicle speed threshold may be a preset threshold of the vehicle speed.
Specifically, when it is determined that each torque intervention judgment parameter satisfies the preset torque intervention condition, that is, when each condition in the preset torque intervention condition is satisfied, it may be determined that the torque intervention judgment parameter satisfies the preset torque intervention condition. It is to be understood that if any one of the torque intervention judging parameters does not satisfy the preset torque intervention condition, it may be determined that the torque intervention judging parameter does not satisfy the preset torque intervention condition.
Alternatively, the preset vehicle speed threshold may be determined based on the coefficient of friction. Specifically, after determining the friction coefficient, a preset vehicle speed threshold corresponding to the friction coefficient may be looked up in the friction coefficient interpolation table.
In a specific example of the embodiment of the present invention, the software architecture of the vehicle control method may be consistent with that of the brake pre-charge function in the prior art, and may share a set of activation logic. Specifically, fig. 3 is an exemplary flowchart of a vehicle control method according to a second embodiment of the present invention, and as shown in fig. 3, the vehicle control method may include the following steps:
(1) When determining that the vehicle system of the vehicle to be controlled is ready for fault-free pre-control, judging whether a driver turns back the direction or not, and identifying the instability of the vehicle to be controlled. Specifically, the driver's reverse direction may be determined when the sign of the steering wheel angle signal is opposite to the sign of the actual yaw rate. It is understood that the vehicle instability recognition is performed on the vehicle to be controlled to activate the oversteer control when the vehicle is unstable.
(2) And identifying the lane change working condition of the vehicle to be controlled. Specifically, when the lane change working condition is identified to be activated, the torque intervention condition is judged. The torque intervention conditions may include: whether the absolute value of the lateral acceleration rate of change is greater than a preset rate of change threshold, whether the vehicle speed is greater than a preset vehicle speed threshold, whether the driver steps on an accelerator pedal and whether the vehicle to be controlled is in a forward gear.
(3) And under the condition that the torque intervention conditions are met, the front wheels on the outer sides request torque rise so as to control the torque through the torque rise, and therefore the control of the vehicle to be controlled is achieved.
It will be appreciated that the brake pre-fill function is where the outboard front wheels apply braking force in advance and the vehicle control is vehicle control, i.e. both are controlled differently. However, the brake pre-fill function is only from a braking perspective, and vehicle stability control is abrupt and non-linear.
According to the technical scheme, the vehicle to be controlled can be controlled in time and can run along with the intention of a driver when severe oversteer occurs, the vehicle to be controlled can be controlled stably and linearly, and the problem of weak pressure reduction capability is solved; the vehicle control system can timely raise and twist when the vehicle to be controlled is in severe oversteer, controls the posture of the vehicle body, ensures that the vehicle to be controlled can normally and stably run, and has low implementation cost, strong control on the robustness of the whole vehicle and high accuracy.
According to the technical scheme of the embodiment, the actual yaw velocity and the target yaw velocity of the vehicle to be controlled are obtained, the angular velocity difference between the actual yaw velocity and the target yaw velocity of the vehicle is determined, the steering state of the vehicle is determined according to the angular velocity difference, the unstable coefficient of the vehicle is obtained when the steering state of the vehicle is the vehicle oversteering state, the active state of the oversteering control is determined according to the unstable coefficient of the vehicle, the torque intervention judgment parameter of the vehicle to be controlled is determined when the oversteering control is activated, the motor torque-up request of the vehicle to be controlled is determined when the torque intervention judgment parameter meets the preset torque intervention condition, and therefore the vehicle to be controlled is controlled according to the motor torque-up request.
EXAMPLE III
Fig. 4 is a schematic diagram of a vehicle control device according to a third embodiment of the present invention, and as shown in fig. 4, the device includes: a vehicle steering state determination module 410, an oversteer control activation state determination module 420, a torque intervention judgment parameter determination module 430, and a vehicle control module 440, wherein:
a vehicle steering state determination module 410 for determining a vehicle steering state of the vehicle to be controlled;
an oversteer control activation state determination module 420 for determining an oversteer control activation state if it is determined that the vehicle steering state is vehicle oversteer;
a torque intervention judgment parameter determination module 430, configured to determine a torque intervention judgment parameter of the vehicle to be controlled, if it is determined that the oversteer control activation state is that the oversteer control is activated;
the vehicle control module 440 is configured to determine a motor torque-up request of the vehicle to be controlled, so as to control the vehicle to be controlled according to the motor torque-up request, when it is determined that the torque intervention judgment parameter meets a preset torque intervention condition.
According to the technical scheme, the vehicle turning state of the vehicle to be controlled is determined, the turning over control activation state is determined when the vehicle turning state is determined to be the vehicle turning over, the torque intervention judgment parameter of the vehicle to be controlled is determined when the turning over control activation state is determined to be the turning over control activation state, the motor torque increasing request of the vehicle to be controlled is determined when the torque intervention judgment parameter is determined to meet the preset torque intervention condition, the vehicle to be controlled is controlled according to the motor torque increasing request, the problem that the vehicle stability is poor due to the fact that the vehicle cannot be controlled timely when the vehicle is turned over in the existing vehicle control is solved, the vehicle to be controlled can be controlled timely when the vehicle is turned over, and therefore the stability of the vehicle to be controlled is guaranteed.
Optionally, the vehicle steering state determining module 410 may be specifically configured to: acquiring the actual yaw velocity and the target yaw velocity of the vehicle to be controlled; determining an angular velocity difference between an actual yaw rate and a target yaw rate of the vehicle; determining the steering state of the vehicle according to the angular speed difference; and determining the vehicle steering state as vehicle oversteer under the condition that the angular speed difference is determined to be larger than the preset angular speed threshold value.
Optionally, the excessive-steering-control-activated-state determining module 420 may be specifically configured to: acquiring a vehicle instability coefficient, and determining an oversteer control activation state according to the vehicle instability coefficient; in the case where it is determined that the vehicle instability coefficient satisfies the preset instability coefficient threshold, the oversteer control activation state is determined as the oversteer control being activated.
Optionally, the over-steer control activation status determination module 420 may be further configured to: acquiring the steering state of a steering wheel, and determining the control state of the steering wheel according to a steering angle signal of the steering wheel and the actual yaw velocity of the vehicle; in the case where it is determined that the steering wheel control state is the driver's reverse direction, a vehicle instability coefficient is obtained.
Optionally, the excessive-steering-control-activated-state determining module 420 may be further configured to: determining a corner signal sign of the steering wheel corner signal and an angular velocity sign of an actual yaw rate of the vehicle; in the case where it is determined that the sign of the steering angle signal and the sign of the angular velocity are opposite, the steering wheel control state is determined as the driver's reverse direction.
Optionally, the torque intervention judgment parameter determining module 430 may be specifically configured to: determining a lane change working condition activation state; and determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the lane change working condition activation state is determined to be the activated lane change working condition.
Optionally, the torque intervention judgment parameter may include a vehicle lateral acceleration rate, a current vehicle speed, a current accelerator pedal state, and a current vehicle gear state.
Optionally, the preset torque intervention condition may include that the vehicle lateral acceleration rate is greater than a preset rate-of-change threshold, the current vehicle speed is greater than a preset vehicle speed threshold, the current accelerator pedal state is that the accelerator pedal is not stepped on, and the current vehicle gear state is a forward gear.
The vehicle control device provided by the embodiment of the invention can execute the vehicle control method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
Example four
FIG. 5 illustrates a block diagram of an electronic device 10 that may be used to implement an embodiment of the invention. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smart phones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.
As shown in fig. 5, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, and the like, wherein the memory stores a computer program executable by the at least one processor, and the processor 11 may perform various suitable actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data necessary for the operation of the electronic apparatus 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.
A number of components in the electronic device 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, or the like; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.
In some embodiments, the vehicle control method may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the vehicle control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the vehicle control method by any other suitable means (e.g., by means of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
Computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be performed. A computer program can execute entirely on a machine, partly on a machine, as a stand-alone software package partly on a machine and partly on a remote machine or entirely on a remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user may provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the Internet.
The computing system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired result of the technical solution of the present invention can be achieved.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A vehicle control method characterized by comprising:
determining a vehicle steering state of a vehicle to be controlled;
determining an oversteer control activation state in the case that the vehicle steering state is determined to be vehicle oversteer;
determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the over-steering control activation state is determined to be that over-steering control is activated;
and under the condition that the torque intervention judgment parameter is determined to meet the preset torque intervention condition, determining a motor torque-up request of the vehicle to be controlled, and controlling the vehicle to be controlled according to the motor torque-up request.
2. The method of claim 1, wherein the determining a vehicle steering state of the vehicle to be controlled comprises:
acquiring the actual yaw velocity and the target yaw velocity of the vehicle to be controlled;
determining an angular velocity difference between the actual yaw rate of the vehicle and the target yaw rate;
determining the vehicle steering state according to the angular speed difference;
the determining that the vehicle steering state is vehicle oversteer comprises:
determining the vehicle steering state as the vehicle oversteer in case it is determined that the angular velocity difference is greater than a preset angular velocity threshold.
3. The method of claim 2, wherein the determining an over-steer control active state comprises:
obtaining a vehicle instability coefficient, and determining the over-steering control activation state according to the vehicle instability coefficient;
the determining that the over-steer control activation state is that over-steer control is activated includes:
determining the over-steer control activation state as the over-steer control being activated in a case where it is determined that the vehicle instability coefficient satisfies a preset instability coefficient threshold.
4. The method of claim 3, further comprising, prior to said obtaining vehicle instability coefficients:
acquiring a steering wheel angle signal, and determining a steering wheel control state according to the steering wheel angle signal and the actual yaw velocity of the vehicle;
the obtaining of the vehicle instability coefficient comprises the following steps:
and acquiring a vehicle instability coefficient under the condition that the steering wheel control state is determined to be the driver reverse-beating direction.
5. The method of claim 4, wherein the determining the steering wheel control state as a driver return direction comprises:
determining a steering angle signal sign of the steering wheel angle signal and an angular velocity sign of the actual yaw rate of the vehicle;
and in the case that the sign of the steering angle signal is opposite to the sign of the angular speed, determining the steering wheel control state as a driver reverse direction.
6. The method of claim 1, prior to said determining a torque intervention judgment parameter for said vehicle to be controlled, further comprising:
determining a lane change working condition activation state;
the determining of the torque intervention judgment parameter of the vehicle to be controlled comprises the following steps:
and determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the lane change working condition activation state is determined to be the activated lane change working condition.
7. The method of claim 1, wherein the torque intervention decision parameters include a vehicle lateral acceleration rate, a current vehicle speed, a current accelerator pedal state, and a current vehicle gear state;
the preset torque intervention condition comprises that the change rate of the transverse acceleration of the vehicle is greater than a preset change rate threshold value, the current vehicle speed is greater than a preset vehicle speed threshold value, the current accelerator pedal state is that an accelerator pedal is not trodden, and the current vehicle gear state is a forward gear.
8. A vehicle control apparatus characterized by comprising:
the vehicle steering state determining module is used for determining the vehicle steering state of the vehicle to be controlled;
the over-steering control activation state determining module is used for determining an over-steering control activation state under the condition that the vehicle steering state is determined to be vehicle over-steering;
the torque intervention judgment parameter determining module is used for determining a torque intervention judgment parameter of the vehicle to be controlled under the condition that the over-steering control activation state is determined to be that over-steering control is activated;
and the vehicle control module is used for determining a motor torque-up request of the vehicle to be controlled under the condition that the torque intervention judgment parameter is determined to meet a preset torque intervention condition so as to control the vehicle to be controlled according to the motor torque-up request.
9. An electronic device, characterized in that the electronic device comprises:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,
the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to enable the at least one processor to perform the vehicle control method of any one of claims 1-7.
10. A computer-readable storage medium, characterized in that it stores computer instructions for causing a processor, when executed, to implement the vehicle control method of any one of claims 1-7.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211602035.3A CN115743089A (en) | 2022-12-13 | 2022-12-13 | Vehicle control method and device, electronic equipment and storage medium |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211602035.3A CN115743089A (en) | 2022-12-13 | 2022-12-13 | Vehicle control method and device, electronic equipment and storage medium |
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| CN115743089A true CN115743089A (en) | 2023-03-07 |
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| CN202211602035.3A Pending CN115743089A (en) | 2022-12-13 | 2022-12-13 | Vehicle control method and device, electronic equipment and storage medium |
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| CN (1) | CN115743089A (en) |
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