CN110303893B

CN110303893B - Vehicle control method and device

Info

Publication number: CN110303893B
Application number: CN201810260184.3A
Authority: CN
Inventors: 秦宬; 龚佳强; 王欢迎
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2018-03-27
Filing date: 2018-03-27
Publication date: 2021-06-18
Anticipated expiration: 2038-03-27
Also published as: CN110303893A

Abstract

The disclosure relates to a vehicle control method and a vehicle control device, relating to the technical field of control, wherein the method comprises the following steps: acquiring the current running speed and the collision signal of the vehicle, and determining the running state of the vehicle according to the running speed and the collision signal, wherein the running state comprises the following steps: and controlling the vehicle in a static state, a normal state or a collision state according to a control strategy corresponding to the driving state. According to the method and the device, the control strategy of the vehicle can be adjusted according to the running state and the collision condition of the vehicle, and the safety degree of vehicle running is improved.

Description

Vehicle control method and device

Technical Field

The present disclosure relates to the field of control technologies, and in particular, to a vehicle control method and apparatus.

Background

With the rapid development of society, the amount of automobile reserves is increasing continuously, and the automobile using traditional energy can pollute the environment due to the exhaust gas generated by burning petroleum fuel, and the problem that the traditional energy is not renewable is more and more serious, so that the rapid development of new energy becomes a necessary trend, and the electric automobile and the hybrid electric automobile using environment-friendly new energy become a great trend of automobile technology development. Because the electric automobile and the hybrid electric automobile have a feedback brake mechanism in the braking or sliding process, the feedback brake mechanism is used for recovering braking energy. Therefore, in the running process of the vehicle, after the accelerator is loosened, the vehicle can generate certain feedback braking and perform feedback braking at the same time, the descending speed of the running speed of the vehicle is higher than that of the traditional energy automobile, a driver easily develops a habit of not needing or not urgently stepping on a brake pedal, neglects an emergency situation occurring in the front of the running, and does not have time to step on the brake pedal to cause collision, and the collision can cause the power battery to have dangers of high pressure, combustion, explosion and the like, and further causes the loss of human bodies and property.

Disclosure of Invention

The invention aims to provide a vehicle control method and a vehicle control device, which are used for solving the problems that the running safety of a vehicle is low, and the operation is too late or misoperated in an emergency.

In order to achieve the above object, according to a first aspect of embodiments of the present disclosure, there is provided a vehicle control method including:

acquiring the current running speed and a collision signal of a vehicle;

determining a driving state of the vehicle according to the driving speed and the collision signal, wherein the driving state comprises: a stationary state, a normal state, or a collision state;

and controlling the vehicle according to a control strategy corresponding to the driving state.

Optionally, the controlling the vehicle according to the control strategy corresponding to the driving state includes:

when the running state is the collision state, acquiring a current first acceleration of the vehicle;

determining a braking strategy corresponding to the first acceleration according to the range of the first acceleration;

performing braking control on the vehicle according to the braking strategy;

when the running state is the normal state, acquiring a current second acceleration of the vehicle;

determining a monitoring and early warning strategy corresponding to the second acceleration according to the range of the second acceleration;

carrying out early warning control on the vehicle according to the monitoring early warning strategy;

when the running state is the stationary state, the running of the vehicle is not interfered with.

Optionally, the determining, according to the range where the first acceleration is located, a braking strategy corresponding to the first acceleration includes:

when the first acceleration is within a preset first range, determining that the brake strategy is a first brake strategy; wherein the first braking strategy comprises: when the depths of a brake pedal and an accelerator pedal of the vehicle are both zero or the depth of the brake pedal is greater than zero, controlling a brake system of the vehicle to perform emergency braking and controlling a driving motor of the vehicle to perform reverse dragging until the running speed is zero; and when the depth of the accelerator pedal is greater than zero, rejecting the request of the driving motor for increasing the torque, controlling a braking system of the vehicle to perform emergency braking, and controlling the driving motor of the vehicle to perform reverse dragging until the running speed is zero.

Optionally, the determining, according to the range where the first acceleration is located, a braking strategy corresponding to the first acceleration further includes:

when the first acceleration is within a preset second range and the running speed is smaller than a preset first speed threshold value, determining that the braking strategy is a second braking strategy; wherein the second braking strategy comprises: rejecting the request of the driving motor for increasing the torque, and controlling a braking system of the vehicle to perform emergency braking until the running speed is zero;

wherein a minimum value of the first range is greater than a maximum value of the second range.

Optionally, determining, according to a range in which the second acceleration is located, a monitoring and early warning policy corresponding to the second acceleration includes:

when the second acceleration is larger than a preset acceleration threshold value, determining the monitoring and early warning strategy according to a first distance between the vehicle and a front vehicle;

the monitoring and early warning strategy comprises the following steps: and when the braking distance determined according to the running speed is greater than or equal to the first distance, sending early warning information.

Optionally, the monitoring and early warning policy further includes:

and when the predicted collision time of the vehicle and the front vehicle is smaller than a preset first time threshold value, sending early warning information, wherein the predicted collision time is determined according to the first distance and the relative speed between the vehicle and the front vehicle.

Optionally, the determining the driving state of the vehicle according to the driving speed and the collision signal includes:

when the driving speed is zero, determining that the driving state is the static state;

when the running speed is greater than zero and the collision signal indicates that no collision exists, determining that the running state is the normal state;

when the driving speed is greater than zero and the collision signal indicates that there is a collision, determining that the driving state is the collision state.

According to a second aspect of the embodiments of the present disclosure, there is provided a vehicle control apparatus including:

the acquisition module is used for acquiring the current running speed and the collision signal of the vehicle;

a determination module configured to determine a driving status of the vehicle according to the driving speed and the collision signal, the driving status including: a stationary state, a normal state, or a collision state;

and the control module is used for controlling the vehicle according to a control strategy corresponding to the running state.

Optionally, the control module includes:

the acceleration obtaining submodule is used for obtaining a current first acceleration of the vehicle when the running state is the collision state;

the strategy determining submodule is used for determining a braking strategy corresponding to the first acceleration according to the range of the first acceleration;

the first control submodule is used for carrying out braking control on the vehicle according to the braking strategy;

the acceleration obtaining submodule is further used for obtaining a current second acceleration of the vehicle when the running state is the normal state;

the strategy determining submodule is further used for determining a monitoring and early warning strategy corresponding to the second acceleration according to the range of the second acceleration;

the second control submodule is used for carrying out early warning control on the vehicle according to the monitoring early warning strategy;

and the third control sub-module is used for not interfering the running of the vehicle when the running state is the static state.

Optionally, the policy determining sub-module is configured to:

Optionally, the policy determination sub-module is further configured to:

Optionally, the policy determining sub-module is configured to:

Optionally, the monitoring and early warning policy further includes:

Optionally, the determining module includes:

a first determination submodule for determining that the travel state is the stationary state when the travel speed is zero;

a second determination submodule for determining that the travel state is the normal state when the travel speed is greater than zero and the collision signal indicates that there is no collision;

a third determination submodule for determining that the travel state is the collision state when the travel speed is greater than zero and the collision signal indicates that there is a collision.

Through the technical scheme, the current running state of the vehicle is determined by acquiring the running speed and the collision signal of the vehicle in the running process, wherein the running state can be divided into a static state, a normal state or a collision state, the corresponding control strategy is determined according to different running states, and the vehicle is controlled to run according to the determined control strategy. According to the method and the device, the control strategy of the vehicle can be adjusted according to the running state and the collision condition of the vehicle, and the safety degree of vehicle running is improved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a flow chart illustrating a vehicle control method according to an exemplary embodiment;

FIG. 2 is a flow chart illustrating another vehicle control method according to an exemplary embodiment;

FIG. 3 is a flow chart illustrating another vehicle control method according to an exemplary embodiment;

FIG. 4 is a block diagram of a vehicle control apparatus according to an exemplary embodiment;

FIG. 5 is a block diagram illustrating another vehicle control apparatus according to an exemplary embodiment;

fig. 6 is a block diagram illustrating another vehicle control apparatus according to an exemplary embodiment.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

Before describing the vehicle control method and device provided by the present disclosure, an application scenario related to various embodiments of the present disclosure is first described. The vehicle in the application scenario is any electric vehicle using electric power as an energy source, and is not limited to a pure electric vehicle or a hybrid electric vehicle, wherein a driving motor is provided for supplying electric power to the whole vehicle, and the vehicle is also provided with a whole vehicle controller, an ECU (Electronic Control Unit, chinese), a BMS (Battery Management System, chinese), a sensor measuring device (which may include a wheel speed sensor, an acceleration sensor, a collision sensor, and the like), a braking System, and the like, which are used for acquiring various driving signals and state signals of the vehicle and managing the acquired signals.

FIG. 1 is a flow chart illustrating a method of controlling a vehicle, as shown in FIG. 1, according to an exemplary embodiment, including:

step 101, acquiring the current running speed and collision signals of the vehicle.

For example, the current running speed and collision signal of the vehicle can be obtained through a wheel speed sensor (e.g., a magnetoelectric wheel speed sensor or a hall wheel speed sensor) and a collision sensor (e.g., a contact collision sensor) provided on the vehicle. The collision signal may be a switching signal capable of reflecting whether the vehicle is currently collided by means of an analog signal or a digital signal, for example, when the collision signal is an analog signal, it may be a high level signal indicating that: in the event of a collision, the low level signal indicates: no collision occurs. When the collision signal is a digital signal, it may be "1" to mean: in the event of a collision, "0" means: no collision occurs. The signals measured by the two sensors CAN be transmitted to each control module of the vehicle through a Controller Area Network (CAN) bus.

Step 102, determining a driving state of the vehicle according to the driving speed and the collision signal, wherein the driving state comprises: a rest state, a normal state, or a crash state.

For example, the driving state of the vehicle is determined based on the magnitude of the current driving speed of the vehicle and whether a collision occurs. For example: when the running speed is zero, the running state of the vehicle can be determined to be a static state, the collision signal does not need to be judged in the running state, when the running speed is not zero, the collision signal is further judged, if the collision occurs, the running state of the vehicle is determined to be a collision state, and if the collision does not occur, the running state of the vehicle is determined to be a normal state.

Step 103, controlling the vehicle according to a control strategy corresponding to the driving state.

For example, the current driving state of the vehicle determines the most appropriate control strategy of the vehicle, wherein the corresponding relationship between the driving state and the control strategy may be a one-to-one corresponding relationship, which may be determined by a large amount of data obtained by a collision simulation test during the development of the vehicle, and stored in the ECU of the vehicle in an agreed format, and the corresponding relationship between the driving state and the control strategy and the specific parameters of the control strategy may be adjusted according to the specific parameters of the vehicle or the specific driving requirements of the driver.

In summary, the present disclosure determines a current driving state of a vehicle by acquiring a driving speed and a collision signal of the vehicle during driving, where the driving state may be classified into a stationary state, a normal state or a collision state, determines a corresponding control strategy according to different driving states, and controls the vehicle to drive according to the determined control strategy. According to the method and the device, the control strategy of the vehicle can be adjusted according to the running state and the collision condition of the vehicle, and the safety degree of vehicle running is improved.

FIG. 2 is a flow chart illustrating another vehicle control method according to an exemplary embodiment, as shown in FIG. 2, step 103 includes:

and step 1031, when the running state is the collision state, acquiring a current first acceleration of the vehicle.

And 1032, determining a braking strategy corresponding to the first acceleration according to the range of the first acceleration.

And step 1033, performing braking control on the vehicle according to the braking strategy.

For example, when the driving state is a collision state, it indicates that a collision has occurred at present, and the vehicle needs to be controlled to brake, so as to prevent the space in the vehicle from being squeezed, reduce secondary damage to the vehicle and the driver, and improve the safety of the vehicle driving. At the moment, the current first acceleration is obtained according to an acceleration sensor arranged on the vehicle, the severity of the collision is determined according to the magnitude of the first acceleration, and a corresponding braking strategy is determined according to the severity of the collision.

And step 1034, when the driving state is the normal state, acquiring the current second acceleration of the vehicle.

And 1035, determining a monitoring and early warning strategy corresponding to the second acceleration according to the range of the second acceleration.

And step 1036, performing early warning control on the vehicle according to a monitoring early warning strategy.

In an example, when the driving state is a normal state, no collision occurs, and a corresponding monitoring and early warning strategy is determined according to a second acceleration measured by the acceleration sensor, so that real-time monitoring and early warning of the collision are realized. The possibility of a collision can be predicted, for example by measuring the distance and/or the relative speed to the vehicle in front of the vehicle, and corresponding warning information can be issued.

In step 1037, when the running state is the stationary state, the running of the vehicle is not interfered with.

For example, when the driving state is a stationary state, the control of the vehicle is not interfered with.

Optionally, the corresponding braking strategy in step 1032 may include the following two ways:

a. when the first acceleration is within a preset first range, the brake strategy is determined to be the first brake strategy. Wherein the first braking strategy comprises: when the depths of a brake pedal and an accelerator pedal of the vehicle are both zero or the depth of the brake pedal is greater than zero, a brake system of the vehicle is controlled to perform emergency braking, and a driving motor of the vehicle is controlled to perform reverse dragging until the running speed is zero. And when the depth of the accelerator pedal is greater than zero, rejecting a request of the driving motor for increasing the torque, controlling a braking system of the vehicle to perform emergency braking, and controlling the driving motor of the vehicle to perform reverse dragging until the running speed is zero.

b. And when the first acceleration is within a preset second range and the running speed is smaller than a preset first speed threshold value, determining the braking strategy as a second braking strategy. Wherein the second braking strategy comprises: and refusing the request of the driving motor for increasing the torque, and controlling a braking system of the vehicle to perform emergency braking until the running speed is zero.

Wherein the minimum value of the first range is greater than the maximum value of the second range.

For example, taking the first acceleration as a for example, the first range may be a > P3, and the second range may be P1 ≦ a ≦ P2, where P3> P2. When a > P3, it can be determined that the vehicle is currently in a severe collision state, i.e., a is much greater than the maximum acceleration of the normal driving speed curve, and when P1. ltoreq. a. ltoreq.P 2, it is determined that the vehicle is currently in a light collision state. The setting of the size of P3 can be obtained through a collision simulation test of the vehicle in a development stage, and can be further adjusted by combining with real-time calculation of the vehicle controller, for example, different driving speeds and corresponding P3 can be different.

The corresponding first braking strategy comprises: first, the depths of the brake pedal and the accelerator pedal of the vehicle are acquired to determine the current operation of the driver. When the depths of the brake pedal and the accelerator pedal are both zero or the depth of the brake pedal is greater than zero, the driving motor does not receive a torque increasing request, the braking system is controlled to perform emergency braking, and meanwhile, the driving motor is controlled to perform full-force reverse towing, so that the driving speed of the vehicle is reduced to zero at the fastest speed under the dual actions of the braking system and the reverse towing of the driving motor, the vehicle reaches a static state within the shortest time and the minimum braking distance, the electric energy generated by the driving motor can be stored in a power battery while the driving motor performs reverse towing, the energy is recycled, and the endurance mileage can be increased while auxiliary braking is performed. When the depth of the accelerator pedal is larger than zero (the depth of the brake pedal is zero), judging that the driver is misoperation at present, firstly refusing the request of the driving motor for increasing the torque, and then controlling the braking system to perform emergency braking and controlling the driving motor to perform full-force back-dragging until the driving speed is zero.

For example, the first braking strategy corresponds to a severe collision situation, and when the depths of the brake pedal and the accelerator pedal are both zero, the first braking strategy generally corresponds to a situation in which the driver only releases the accelerator pedal and does not step on the brake pedal when the collision occurs. Because the electric automobile can generate feedback braking when the accelerator pedal is released, the descending speed of the running speed of the automobile is faster than that of the traditional energy automobile, so that a driver is easy to develop a habit of not needing or not urgently stepping on the brake pedal, and is easy to ignore the emergency situation appearing in the front, and the driver is easy to have no time to step on the brake pedal or step on the accelerator pedal by mistake when collision occurs. Therefore, the first braking strategy can avoid the problem, stop the vehicle in the shortest time, avoid secondary damage after collision and reduce loss. When the depth of the accelerator pedal is larger than zero, the situation that a driver mistakenly uses the accelerator pedal as a brake pedal corresponds to, the problem of misoperation can be solved through the first braking strategy, the vehicle can be stopped in the shortest time, and damage caused by collision is avoided.

The corresponding second braking strategy includes: the request of driving motor torque increase is refused to prevent the driver from misoperation, so that the severity of collision is increased and larger loss is caused.

For example, the second braking strategy corresponds to a scene in which a light collision occurs, and in this scene, because the driving speed of the vehicle is low and the acceleration is small, it is to be avoided that the driver mistakenly uses the accelerator pedal as the brake pedal at this time, so that the vehicle can be prevented from accelerating through the second braking strategy, and further damage caused by the collision is increased.

Optionally, the corresponding monitoring and early warning strategy in step 1035 may be implemented by:

and when the second acceleration is larger than a preset acceleration threshold value, determining a monitoring and early warning strategy according to the first distance between the vehicle and the front vehicle.

Wherein, monitoring early warning strategy includes: and when the braking distance determined according to the running speed is greater than or equal to the first distance, sending early warning information.

Optionally, the monitoring and early warning policy may further include:

and sending early warning information when the predicted collision time of the vehicle and the front vehicle is less than a preset first time threshold, wherein the predicted collision time is determined according to the first distance and the relative speed between the vehicle and the front vehicle.

For example, taking the second acceleration as b for example, the preset acceleration threshold may be P4, and when b > P4, the braking strategy may be determined from two aspects of braking distance and predicted collision time: the braking distance can be determined according to the running speed, a first distance between the vehicle and the vehicle in front of the running vehicle is measured by a distance sensor (such as a ranging radar) arranged on the vehicle, when the braking distance is larger than or equal to the first distance between the vehicle and the vehicle in front, early warning information is sent to indicate that the vehicle brakes at the moment, and if the vehicle in front brakes at the same time, the arriving vehicle stops for a distance smaller than the first distance, and the vehicle in front collides. And the predicted collision time can be determined according to the relative speed between the vehicle and the front vehicle and the first distance, and the early warning information is sent when the predicted collision time is smaller than a preset first time threshold value. Wherein, P4 can be set according to specific needs, and can also be equal to P1. The early warning information can remind the driver through the form of sound, light, for example can be through at least one in bee calling organ, pilot lamp, display screen, also can three kinds of cooperations use to realize the effect of real-time supervision and early warning.

The current b is 10m/s²P4 is 5m/s²For example, b is satisfied at this time>The condition P4 is that the shortest distance required for the vehicle to come to a standstill if the vehicle immediately steps on the brake pedal, i.e., the braking distance, is determined according to the current running speed, taking the braking distance as 100m as an example, and further, the first distance acquired by the distance sensor is taken as 80m as an example. The braking distance is larger than the first distance, which means that if the vehicle starts braking at the moment and the front vehicle starts braking at the same time, the vehicle possibly collides with the front vehicle before the vehicle reaches a static state, and the buzzer can make a sound with a preset frequency to achieve the purpose of reminding the driver of keeping the distance between the driver and the front vehicle so as to prevent collision.

FIG. 3 is a flow chart illustrating another vehicle control method according to an exemplary embodiment, as shown in FIG. 3, step 102 includes:

at step 1021, when the traveling speed is zero, it is determined that the traveling state is a stationary state.

And step 1022, when the running speed is greater than zero and the collision signal indicates that no collision exists, determining that the running state is a normal state.

And step 1023, when the running speed is larger than zero and the collision signal indicates that the collision exists, determining that the running state is the collision state.

For example, if the current driving speed is zero, the vehicle is stationary and in a safe state, and no further judgment on the collision signal is needed, and no intervention on the state of the vehicle is needed. If the current running speed is larger than zero, the fact that the vehicle is in the running process is indicated, collision signals need to be monitored in real time, once the collision signals indicate that collision exists, the vehicle is controlled to determine a braking strategy according to the step 1032 at the moment, braking is conducted, the vehicle is enabled to rapidly reach a static state, the space in the vehicle is prevented from being squeezed, secondary damage to the vehicle and a driver is reduced, if the collision signals indicate that no collision exists, the fact that the vehicle is not collided currently is indicated, the vehicle is controlled to determine a monitoring early warning strategy according to the step 1035 at the moment, early warning control is conducted, and the possibility that the vehicle collides is reduced.

Fig. 4 is a block diagram illustrating a vehicle control apparatus according to an exemplary embodiment, and as shown in fig. 4, the apparatus 200 includes:

the acquiring module 201 is configured to acquire a current running speed of the vehicle and a collision signal.

A determining module 202, configured to determine a driving state of the vehicle according to the driving speed and the collision signal, where the driving state includes: a rest state, a normal state, or a crash state.

And the control module 203 is used for controlling the vehicle according to a control strategy corresponding to the running state.

Fig. 5 is a block diagram illustrating another vehicle control apparatus according to an exemplary embodiment, and as shown in fig. 5, the control module 203 includes:

the acceleration obtaining sub-module 2031 is configured to obtain a current first acceleration of the vehicle when the driving state is the collision state.

The strategy determining submodule 2032 is configured to determine, according to a range in which the first acceleration is located, a braking strategy corresponding to the first acceleration.

The first control sub-module 2033 is configured to perform braking control on the vehicle according to a braking strategy.

The acceleration obtaining sub-module 2031 is further configured to obtain a current second acceleration of the vehicle when the driving state is the normal state.

The strategy determining submodule 2032 is further configured to determine, according to a range where the second acceleration is located, a monitoring and early warning strategy corresponding to the second acceleration.

And the second control submodule 2034 is configured to perform early warning control on the vehicle according to the monitoring early warning strategy.

A third control sub-module 2035 for not interfering with the running of the vehicle when the running state is the stationary state.

Optionally, the policy determining sub-module 2032 is configured to:

when the first acceleration is within a preset first range, the brake strategy is determined to be the first brake strategy. Wherein the first braking strategy comprises: when the depths of a brake pedal and an accelerator pedal of the vehicle are both zero or the depth of the brake pedal is greater than zero, a brake system of the vehicle is controlled to perform emergency braking, and a driving motor of the vehicle is controlled to perform reverse dragging until the running speed is zero. And when the depth of the accelerator pedal is greater than zero, rejecting a request of the driving motor for increasing the torque, controlling a braking system of the vehicle to perform emergency braking, and controlling the driving motor of the vehicle to perform reverse dragging until the running speed is zero.

Optionally, the policy determination sub-module 2032 is further configured to:

and when the first acceleration is within a preset second range and the running speed is smaller than a preset first speed threshold value, determining the braking strategy as a second braking strategy. Wherein the second braking strategy comprises: and refusing the request of the driving motor for increasing the torque, and controlling a braking system of the vehicle to perform emergency braking until the running speed is zero.

Optionally, the policy determining sub-module 2032 is configured to:

Optionally, the monitoring and early warning policy may further include:

FIG. 6 is a block diagram illustrating another vehicle control apparatus according to an exemplary embodiment, and as shown in FIG. 6, the determination module 202 includes:

the first determination submodule 2021 is configured to determine that the travel state is the stationary state when the travel speed is zero.

The second determination submodule 2022 is configured to determine that the travel state is the normal state when the travel speed is greater than zero and the collision signal indicates that there is no collision.

A third determination submodule 2023 configured to determine that the travel state is the collision state when the travel speed is greater than zero and the collision signal indicates that there is a collision.

With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.

Preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and other embodiments of the present disclosure may be easily conceived by those skilled in the art within the technical spirit of the present disclosure after considering the description and practicing the present disclosure, and all fall within the protection scope of the present disclosure.

It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. Meanwhile, any combination can be made between various different embodiments of the disclosure, and the disclosure should be regarded as the disclosure of the disclosure as long as the combination does not depart from the idea of the disclosure. The present disclosure is not limited to the precise structures that have been described above, and the scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle control method, characterized by comprising:

acquiring the current running speed and a collision signal of a vehicle;

controlling the vehicle according to a control strategy corresponding to the driving state;

the controlling the vehicle according to the control strategy corresponding to the driving state includes:

performing braking control on the vehicle according to the braking strategy;

the determining the braking strategy corresponding to the first acceleration according to the range of the first acceleration comprises the following steps:

2. The method of claim 1, wherein the controlling the vehicle according to a control strategy corresponding to the driving state further comprises:

3. The method of claim 1, wherein determining the braking strategy corresponding to the first acceleration according to a range in which the first acceleration is located further comprises:

4. The method according to claim 2, wherein the determining a monitoring and early warning strategy corresponding to the second acceleration according to the range of the second acceleration comprises:

5. The method of claim 4, wherein monitoring the early warning strategy further comprises:

and when the predicted collision time of the vehicle and the front vehicle is smaller than a preset first time threshold value, sending the early warning information, wherein the predicted collision time is determined according to the first distance and the relative speed between the vehicle and the front vehicle.

6. The method according to any one of claims 1-5, wherein said determining a driving state of the vehicle based on the driving speed and the collision signal comprises:

7. A vehicle control apparatus, characterized in that the apparatus comprises:

the control module is used for controlling the vehicle according to a control strategy corresponding to the running state;

the control module includes:

the policy determination submodule is configured to: when the first acceleration is within a preset first range, determining that the brake strategy is a first brake strategy; wherein the first braking strategy comprises: when the depths of a brake pedal and an accelerator pedal of the vehicle are both zero or the depth of the brake pedal is greater than zero, controlling a brake system of the vehicle to perform emergency braking and controlling a driving motor of the vehicle to perform reverse dragging until the running speed is zero; and when the depth of the accelerator pedal is greater than zero, rejecting the request of the driving motor for increasing the torque, controlling a braking system of the vehicle to perform emergency braking, and controlling the driving motor of the vehicle to perform reverse dragging until the running speed is zero.

8. The apparatus according to claim 7, wherein the acceleration acquisition sub-module is further configured to acquire a current second acceleration of the vehicle when the running state is the normal state;

the control module further comprises:

9. The apparatus of claim 7, wherein the policy determination sub-module is further configured to:

10. The apparatus of claim 8, wherein the policy determination sub-module is configured to:

11. The apparatus of claim 10, wherein the monitoring and forewarning strategy further comprises:

12. The apparatus of any of claims 7-11, wherein the means for determining comprises: