CN113276835A - Vehicle steering stability control method and device, ESC and vehicle - Google Patents
Vehicle steering stability control method and device, ESC and vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/114—Yaw movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
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Abstract
The application discloses a vehicle steering stability control method, a device, an ESC and a vehicle, wherein the method comprises the following steps: detecting whether the vehicle enters a steering working condition or not; after the vehicle is detected to enter a steering working condition, acquiring current road information and current state information of the environment where the vehicle is located, and calculating an actual stable boundary corresponding to the steering working condition; and generating an optimal control action of a brake actuating mechanism and/or a steering actuating mechanism of the vehicle based on the actual stability boundary so as to control the brake actuating mechanism and/or the steering actuating mechanism to execute the corresponding brake action and/or steering action every other first preset time length, so that the stability of the vehicle meets the comfort condition. Therefore, the problems that the stability boundary is easily exceeded during vehicle steering stability control in the related art, the ESC frequently acts, and the comfort and the driving experience of the stability control are greatly reduced are solved.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a vehicle steering stability control method and device, an ESC and a vehicle.
Background
Steering stability control is the core of vehicle lateral stability control, and directly influences the safety of a vehicle and the steering comfort.
In the related art, an ESC (Electronic Stability Controller) is generally used to perform steering Stability control, and a differential steering adjustment is performed by a unilateral auxiliary brake, and for a steer-by-wire system, a road feel motor is used to provide road feel, and a guidance manner such as changing a steering ratio and changing an assist force is used to give subjective feedback to a driver to clarify a driving Stability boundary and improve steering Stability.
However, the accuracy of steering stability control in the related art is poor, and the stability boundary is easily exceeded during steering stability control, so that the ESC frequently acts, the comfort of stability control is poor, the driving experience of a driver is greatly reduced, and a solution is urgently needed.
Content of application
The application provides a vehicle steering stability control method and device, an ESC and a vehicle, which aim to solve the problems that the stability boundary is easily exceeded during the vehicle steering stability control in the related art, the ESC frequently acts, and the comfort and the driving experience of the stability control are greatly reduced.
An embodiment of a first aspect of the present application provides a vehicle steering stability control method, including the following steps: detecting whether the vehicle enters a steering working condition or not; after the vehicle is detected to enter a steering working condition, acquiring current road information and current state information of the environment where the vehicle is located, and calculating an actual stable boundary corresponding to the steering working condition; and generating the optimal control action of a brake actuating mechanism and/or a steering actuating mechanism of the vehicle based on the actual stability boundary, and controlling the brake actuating mechanism and/or the steering actuating mechanism to execute the corresponding brake action and/or steering action every other first preset time length, so that the stability of the vehicle meets the comfort condition.
Further, still include: identifying the current driving intention of the vehicle while acquiring the current environment information; calculating a target steering guiding force of the vehicle using the current road information, current environment information, and the current driving intention; and generating vehicle operation parameters in a man-machine driving mode according to the target steering guiding force, and providing steering assistance for the vehicle at intervals of a second preset time length.
Optionally, the first preset duration is less than the second preset duration.
Further, the calculating an actual stable boundary corresponding to the steering condition includes: calculating a centroid slip angle and/or yaw rate of the vehicle according to the current state information; and identifying the current stable state of the vehicle according to the centroid side deviation angle and/or the yaw velocity to obtain the actual stable boundary.
Further, after identifying a current steady state of the vehicle based on the centroid slip angle and/or yaw rate, further comprising: reading supplementary environment information of the environment sent by at least one other vehicle or at least one environment device; and calculating road correction data according to the supplementary environment information so as to correct the current stable state by using the road correction data.
Further, the road correction data may include a road attachment value and a road curvature value.
Further, after the vehicle is detected to enter the steering condition, the method further comprises the following steps: judging whether the steering working condition meets a preset dangerous condition or not and whether the current road information meets a preset dangerous road surface or not; and if the dangerous condition and/or the dangerous road surface are met, controlling the brake actuating mechanism and/or the steering actuating mechanism to execute safe action.
An embodiment of a second aspect of the present application provides a vehicle steering stability control apparatus, including: the detection module is used for detecting whether the vehicle enters a steering working condition or not; the calculation module is used for acquiring current road information and current state information of the environment where the vehicle is located after the vehicle is detected to enter a steering working condition, and calculating an actual stable boundary corresponding to the steering working condition; and the control module is used for generating the optimal control action of the brake actuating mechanism and/or the steering actuating mechanism of the vehicle based on the actual stability boundary so as to control the brake actuating mechanism and/or the steering actuating mechanism to execute the corresponding brake action and/or steering action every other first preset time length, so that the stability of the vehicle meets the comfort condition.
An embodiment of the third aspect of the present application provides an ESC, which includes the above vehicle steering stability control device.
A fourth aspect of the present application provides a vehicle comprising the ESC described above.
The optimal steering stability control is realized according to the actual stability boundary, the accuracy of the steering stability control is effectively improved, the steering stability is guaranteed, the frequency exceeding the stability boundary during the steering stability control is reduced, the frequent action of an ESC (electronic stability controller) is avoided, the comfort of the steering stability control is effectively improved, and the driving experience of a driver is improved. Therefore, the problems that the stability boundary is easily exceeded during vehicle steering stability control in the related art, the ESC frequently acts, and the comfort and the driving experience of the stability control are greatly reduced are solved.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic diagram of a system for implementing a vehicle steering stability control method according to an embodiment of the present application;
FIG. 2 is a flow chart of a method for controlling steering stability of a vehicle according to an embodiment of the present application;
FIG. 3 is a flow chart of a method for controlling steering stability of a vehicle according to one embodiment of the present application;
FIG. 4 is a flow chart of vehicle dynamics state identification provided in accordance with an embodiment of the present application;
FIG. 5 is a short-cycle control flow diagram of a vehicle steering stability control provided in accordance with an embodiment of the present application;
FIG. 6 is a flow chart of driver intent recognition provided in accordance with an embodiment of the present application;
fig. 7 is a flowchart of a fused game control of two long and short controllers according to an embodiment of the present application;
FIG. 8 is a schematic illustration of a road condition provided according to an embodiment of the present application;
fig. 9 is an example diagram of a vehicle steering stability control apparatus according to an embodiment of the present application.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
The present application is based on the recognition and discovery by the inventors of the following problems:
in the related art, control over steering stability is usually based on a distributed architecture, mutual cooperation and coordination among steering functions are difficult to realize overall, for example, ESC (electronic stability control) is actuated too frequently, steering stability can be improved, steering comfort can be affected, and meanwhile, certain uncertainty can exist in a steering motor regulation and control realization process. In addition, the stability relates to a plurality of external environment factors such as road adhesion, lane lines, traffic environment weather conditions and the like, and the distributed whole vehicle architecture in the related technology is difficult to take the distributed whole vehicle architecture into the comprehensive consideration of the steering stability, so that the accuracy of the steering stability control is greatly reduced.
Therefore, the embodiment of the application provides a vehicle steering stability control method and device, an ESC and a vehicle. The following describes a vehicle steering stability control method, device, ESC and vehicle according to an embodiment of the present application with reference to the drawings. In the method, the optimal steering stability control is realized according to the actual stability boundary, the accuracy of the steering stability control is effectively improved, the steering stability can be ensured, the frequency of exceeding the stability boundary during the steering stability control is reduced, the frequent action of the ESC is avoided, the comfort of the steering stability control is effectively improved, and the driving experience of a driver is improved. Therefore, the problems that the stability boundary is easily exceeded during vehicle steering stability control in the related art, the ESC frequently acts, and the comfort and the driving experience of the stability control are greatly reduced are solved.
As shown in fig. 1, the system for executing the vehicle steering stability control method of the embodiment of the present application includes: the system comprises a high-grade sensor assembly, a complete vehicle dynamics domain control comprehensive computing platform 1, an executing mechanism 2, a communication positioning module 3, a steering wheel 4, a brake pedal 5 and an accelerator pedal 6. Wherein the content of the first and second substances,
the advanced sensor assembly mainly comprises a forward-looking camera 7 for detecting a lane line and other supplementary sensors 8 for measuring road information, such as temperature, humidity, structured light scanning and the like, and can be set according to actual conditions, so that accurate road information, such as road adhesion, road curvature and the like, can be acquired.
The vehicle dynamics domain control comprehensive computing platform 1 can realize real-time resolving of a vehicle dynamics model through a strong real-time and strong-function safety main control chip, such as a single chip microcomputer, obtains control signals through integration of a vehicle chassis signal and a signal detected by a high-grade sensor assembly, and respectively sends the control signals to the actuating mechanism 2 to perform steering stability control. The chassis signals may include sensor signals such as wheel speed and IMU (Inertial Measurement Unit) and signals generated by driver operations such as steering wheel angle, brake pedal, and accelerator pedal.
The actuating mechanism 2 specifically comprises a bottom-layer brake actuating mechanism, comprises 4 groups of pressurizing and pressure-maintaining brake valves of wheel-side ABS (Anti-lock Braking System), can independently control the Braking between each wheel, and a steering mechanism is an important actuating mechanism of the System and can be divided into an up-and-down separated type without an entity steering rod and a combined type with a steering column, or a configuration with a clutch can be adopted to switch between two states, and a double-winding motor is adopted on the bottom-layer actuating mechanism, so that the safety guarantee of double redundancy control is realized, and the reliability of the steering System is ensured. In the separated mechanism, a road feel motor directly connected with a steering wheel is used for providing subjective road feel feedback for a driver, and the function of changing the steering ratio can be realized, while in the combined mechanism, the bottom layer can perform steering stability guiding work in a mode of changing the power assistance. In addition, the system uniformly coordinates and controls the active suspension system and the driving system so as to improve the comfort and controllability of driving.
The communication positioning module 3 is used for reading and transmitting road surface supplementary information, so that under a complex traffic environment, the data of a front vehicle and the local weather and other extended scene information can be combined, and a decision result is more real, accurate and reliable. The communication positioning module 3 can comprise a GPS module, a 4G/5G communication module and the like.
Fig. 2 is a schematic flow chart of a vehicle steering stability control method according to an embodiment of the present disclosure. As shown in fig. 2, the vehicle steering stability control method includes the steps of:
in step S101, it is detected whether the vehicle enters a steering condition.
As a possible implementation manner, the embodiment of the application can detect whether the vehicle enters the steering working condition according to the signal of the steering lamp, for example, when the steering lamp is turned on, the vehicle enters the steering working condition. As another possible implementation manner, the embodiment of the application may further detect whether the vehicle enters the steering operating condition according to the actual turning angle of the steering wheel, for example, when the actual turning angle of the steering wheel is greater than a steering threshold value, the vehicle is determined to enter the steering operating condition; the steering threshold may be calibrated, and is not particularly limited.
Therefore, the embodiment of the application can detect whether the vehicle enters the steering working condition in various ways, and is not limited in particular.
In step S102, after it is detected that the vehicle enters the steering condition, current road information and current state information of an environment where the vehicle is located are acquired, and an actual stable boundary corresponding to the steering condition is calculated.
In this embodiment, the communication positioning module takes a 4G module and a GPS module as examples, as shown in fig. 3, in the embodiment of the present application, the positioning information of the vehicle can be obtained through the GPS module, and the obtained external environment information is received and transmitted through the 4G module, so as to determine the environment where the vehicle is located, such as the weather condition of the current position of the vehicle. The embodiment of the application can acquire the current road information through the vehicle sensor, namely acquire the road surface condition of the environment where the vehicle is located, combine the whole vehicle dynamic model to calculate the result, can judge the specific road surface environment and the attachment condition that the vehicle runs in real time, judge whether the road surface is high-attachment road surface or low-attachment road surface, thereby obtaining more clear and accurate road surface attachment condition and accurately calculating the stability boundary.
Among them, the embodiment of the present application may estimate the road adhesion coefficient from data detected by a plurality of sensors as shown in fig. 3 to determine whether the road surface is a high adhesion road surface or a low adhesion road surface from the road adhesion coefficient. The adhesion coefficient is the ratio coefficient of the adhesion force to the normal (perpendicular to the road surface) pressure of the wheel, and the larger the coefficient is, the larger the available adhesion force is, and the less the vehicle is likely to slip. When the road surface adhesion coefficient is larger than the preset coefficient, the road surface adhesion coefficient is larger, and the road surface with the large road surface adhesion coefficient is a high adhesion road surface; when the road surface adhesion coefficient is less than or equal to the preset coefficient, it indicates that the road surface adhesion coefficient is small, and the road surface with the small road surface adhesion coefficient is a low-adhesion road surface, wherein the preset coefficient can be set according to actual conditions without specific limitation.
According to the embodiment of the application, the stability boundary can be accurately calculated according to the extension information comprising the road information, the external environment information and the positioning information, and the automobile dynamic stability boundary can be extended according to the current state information, wherein the current state information can comprise the dynamic state of the vehicle.
In one embodiment of the present application, calculating an actual stability boundary corresponding to a steering condition includes: calculating the centroid slip angle and/or yaw velocity of the vehicle according to the current state information; and identifying the current stable state of the vehicle according to the centroid slip angle and/or the yaw angular speed to obtain an actual stable boundary.
The dynamic state of the whole vehicle can be identified based on the centroid side slip angle and the yaw rate, so that the current stable state is determined according to the dynamic state of the whole vehicle, and the current stable state is the current dynamic state of the vehicle. As shown in fig. 4, specifically: through chassis dynamics information fusion, rely on whole car dynamics domain accuse platform, combine the extended information, solve in real time on the whole 15 degrees of freedom models of car, obtain the accurate kinetic state of car, judge car stability boundary, ensure that the car is in the steady operation operating mode to can improve the travelling comfort as far as possible under the prerequisite of guaranteeing stability, extend car dynamics stability boundary. The calculation process based on the centroid slip angle and the yaw rate is as follows:
(1) and estimating the centroid slip angle through a state estimator of the vehicle centroid slip angle, wherein the state estimator is obtained by combining an adaptive Kalman filtering theory on the basis of a vehicle dynamic model. According to the embodiment of the application, a two-degree-of-freedom vehicle model can be adopted as a system to be estimated according to the estimation requirement of a state estimator, and most vehicles are provided with a yaw rate sensor due to the fact that the yaw rate is easy to measure, so that the yaw rate can be used as the correction quantity of the estimation of the mass center and the side slip angle of the vehicle, and the requirement of state estimation can be met.
(2) The basic idea of yaw rate estimation is to establish a dynamic model of a vehicle, and directly obtain a theoretical value of a vehicle body slip angle as an estimated value according to the dynamic model. However, the yaw rate is a response of the steering wheel angle to the vehicle body, and therefore, a delay filter process is required, and a filter coefficient/correction value may be determined according to the steering wheel angle, the rotation speed, the magnitude of the vehicle speed, and the adhesion limit.
In some embodiments, after identifying the current steady state of the vehicle from the centroid slip angle and/or the yaw rate, further comprising: reading supplementary environment information of the environment sent by at least one other vehicle or at least one environment device; and calculating road correction data according to the supplementary environment information so as to correct the current stable state by using the road correction data.
Wherein the at least one environmental device may include supplemental sensors for temperature, humidity, structured light scanning, etc., and the supplemental environmental information may include environmental data detected by the supplemental sensors and/or environmental data transmitted by other vehicles, such as temperature data, humidity data, etc.
According to the embodiment of the application, the road correction data can be calculated according to the supplementary environment information so as to correct the current stable state, the accuracy of the current stable state is improved, and the accuracy of the actual stable boundary is further improved. Wherein the road correction data comprises a road adhesion value and a road curvature value.
In step S103, an optimal control action of the brake actuator and/or the steering actuator of the vehicle is generated based on the actual stability boundary, so as to control the brake actuator and/or the steering actuator to execute the corresponding brake action and/or steering action every first preset time period, so that the stability of the vehicle meets the comfort condition.
The first preset time period may be set according to an actual situation, for example, 50ms, where the first preset time period is a time period of the short-period control. As shown in fig. 5, the short-period control mainly includes road attachment recognition, driver state recognition, vehicle dynamics state recognition, and a fusion decision output algorithm.
It can be understood that when the optimal control can be realized in the actual stable boundary, the embodiment of the application can adopt the short-period control, thereby effectively reducing the frequency exceeding the stable boundary during the control, effectively improving the accuracy of the steering stability control, and improving the comfort of the steering stability while ensuring the steering stability.
In some embodiments, further comprising: identifying the current driving intention of the vehicle while acquiring the current environment information; calculating a target steering guiding force of the vehicle using the current road information, the current environment information, and the current driving intention; and generating vehicle operation parameters in a man-machine driving mode according to the target steering guiding force so as to provide steering assistance for the vehicle at intervals of a second preset time.
The second preset time period is longer than the first preset time period, for example, may be 500ms, and is not limited specifically. The second preset duration is a duration of the long-period control.
It can be understood that the target steering guiding force can be generated through the man-machine co-driving fusion decision, the steering guiding is performed, and the driving fatigue is relieved through long-period control, so that the comfortable driving experience is improved.
As an example of recognizing the current driving intention, as shown in fig. 6, in the embodiment of the present application, a double-layer hidden markov model may be adopted, and personalized driver intention recognition may be implemented by combining with an automatic decision of a neural network according to information of a steering wheel angle, a brake pedal, and an accelerator input by a driver, so that not only a general model may be trained to match different drivers, but also transfer learning may be performed on the neural network, thereby implementing accurate matching for driving habits of specific drivers, and having a certain self-learning function.
In some embodiments, the man-machine driving-together fusion control can be realized through the fusion game control of the long controller and the short controller, so that the driving fatigue is greatly relieved, and the subjective feeling that a driver wins over a steering wheel by a machine is avoided. Specifically, the method comprises the following steps: on the aspect of an advanced sensor, a double-layer model is adopted to track the track of the road, so that the safety and reliability of driving are ensured. The control strategy consists of an internal controller of an improved predictive driver model and an external coordinated co-pilot controller, as shown in fig. 7:
for the inner controller, PGC indexes are introduced into an inner driver model, the preview visual field is adjusted according to the road geometry, and the inner controller realizes accurate and efficient tracking of the lane center line through an optimal control frame based on a hyperbolic tangent lateral displacement error weighting function.
The outer controller calculates through a designed quadratic cost function solving and a constraint optimization problem of MPC (Model Predictive Control), and when the vehicle has a high passageway risk, the outer controller is activated by applying a proper steering instruction to guide the vehicle to return to a lane central line, so that the vehicle is prevented from running out of the lane and causing collision. In most cases, the path tracking task can be completed with high precision through the inner controller, and the control can be performed through the outer controller for severe scenes or strong interference. The strategy has good application prospect for improving the LKS automation level, and on one hand, the driving safety can be ensured by limiting the vehicle to enter the lane boundary; on the other hand, because the calculation of the MPC is performed occasionally, the calculation is not required to be performed all the time, so that the calculation cost can be effectively saved.
In some embodiments, after detecting that the vehicle enters the steering condition, the method further comprises: judging whether the steering working condition meets a preset dangerous condition or not and whether the current road information meets a preset dangerous road surface or not; and if the dangerous condition and/or the dangerous road surface are met, controlling the brake actuating mechanism and/or the steering actuating mechanism to execute safe action.
For example, as shown in fig. 8, when the current road information is a high-attachment road surface, a low-attachment road surface, a road surface where the high-attachment road surface and the low-attachment road surface are opposite, or a road surface where the high-attachment road surface and the low-attachment road surface are butted, it is determined that the preset dangerous road surface is satisfied; when the vehicle is on a high-attachment road surface during steering, on a low-attachment road surface during lane changing, on an opposite road surface during overtaking or on an opposite road surface during emergency danger avoiding, the steering working condition is determined to meet the preset dangerous condition. The embodiment of the application can test and calibrate four typical road conditions and steering working conditions shown in FIG. 8, and the safety and reliability of system execution are ensured.
It should be noted that, in the embodiment of the present application, the driving model, the vehicle model, and the road model obtained in the above embodiments may be used as inputs to the upper-layer extended intelligent driving domain, so as to implement higher-level man-machine co-driving. Meanwhile, for the intelligent driving automobiles at the L4 and L5 levels, the input result of the driving model can be repeatedly used as an output interface of an intelligent driving domain, namely the intelligent driving domain directly outputs the intention of a driver and is directly executed by a bottom executing mechanism, so that the control accuracy, the real-time performance and the reliability are realized.
The embodiment of the application adopts a multi-agent game mode on the output layer to carry out cooperative control on a steering system, a braking system and a suspension system. When expanding the stability border that the car traveles, reduce ESC frequency of action, improve ESC system life-span, when guaranteeing driving stability, through the cooperation of driving braking with suspension system, improve the travelling comfort, the dual redundant characteristic that turns to can realize dual guarantee to turning to the security. For a separated steering mechanism, the road feel motor can provide sufficient force feedback for a driver, so that the driving fatigue is reduced, and the driver can track the center line of the road comfortably and safely. Meanwhile, when an emergency traffic condition happens, the steering assisting force is timely reduced, and the driver is prevented from robbing the steering wheel by a machine, so that dangerous behaviors caused by the fact that the steering wheel is vigorously turned are caused, and the driving stability is guaranteed.
To sum up, the embodiment of the application redefines the flow direction and the steering strategy of the vehicle steering information flow based on the whole vehicle domain control concept, comprehensively considers between the chassis dynamics domain and the intelligent driving domain based on the road environment, the driver model, the whole vehicle dynamics, the weather, the scene and other comprehensive road environment information, eliminates uncertainty in decision making, reduces the ESC acting frequency as far as possible by identifying the intention and the environment condition of the driver on the premise of ensuring safety, ensures that the vehicle runs in a safe, reliable and stable interval by depending on the guidance of the steering wheel to the driver, and realizes the driving stability. Meanwhile, the driver is fed with moderate and controllable feedback, the driving pleasure is kept while the fatigue of the driver is relieved, the subjective feeling that the driver contends for the steering wheel by a machine is avoided, and the driving experience is effectively improved.
According to the vehicle steering stability control method provided by the embodiment of the application, the optimal steering stability control can be realized according to the actual stability boundary, the accuracy of the steering stability control is effectively improved, the steering stability can be ensured, the frequency exceeding the stability boundary during the steering stability control is reduced, the frequent action of an ESC (electronic stability control) is avoided, the comfort of the steering stability control is effectively improved, and the driving experience of a driver is improved.
Next, a vehicle steering stability control apparatus proposed according to an embodiment of the present application is described with reference to the drawings.
Fig. 9 is a block diagram schematically illustrating a vehicle steering stability control apparatus according to an embodiment of the present application.
As shown in fig. 9, the vehicle steering stability control apparatus 100 includes: a detection module 110, a calculation module 120, and a control module 130.
The detection module 110 is configured to detect whether the vehicle enters a steering condition; the calculation module 120 is configured to, after it is detected that the vehicle enters a steering condition, obtain current road information and current state information of an environment where the vehicle is located, and calculate an actual stable boundary corresponding to the steering condition; the control module 130 is configured to generate an optimal control action of a brake actuator and/or a steering actuator of the vehicle based on the actual stability boundary, so as to control the brake actuator and/or the steering actuator to execute a corresponding brake action and/or steering action every first preset time period, so that the stability of the vehicle meets a comfort condition.
It should be noted that the foregoing explanation of the embodiment of the vehicle steering stability control method is also applicable to the vehicle steering stability control device of the embodiment, and is not repeated herein.
According to the vehicle steering stability control device provided by the embodiment of the application, the optimal steering stability control can be realized according to the actual stability boundary, the accuracy of the steering stability control is effectively improved, the steering stability can be guaranteed, the frequency exceeding the stability boundary during the steering stability control is reduced, the frequent action of an ESC is avoided, the comfort of the steering stability control is effectively improved, and the driving experience of a driver is improved.
In addition, the embodiment of the application also provides an ESC, and the system comprises the vehicle steering stability control device. This ESC can realize best steering stability control according to actual stability boundary, effectively improves the accuracy that turns to stability control, can reduce to turn to the frequency that surpasss stability boundary when stability control when guaranteeing to turn to stability, avoids ESC frequent action, effectively improves the travelling comfort that turns to stability control, improves driver's driving experience.
Moreover, the embodiment of the present application also provides a vehicle, and the vehicle includes the ESC described above. This vehicle can realize best steering stability control according to actual stable boundary, effectively improves the accuracy that turns to stability control, can reduce the frequency that surpasss stable boundary when turning to stability control when guaranteeing to turn to stability, avoids ESC frequent action, effectively improves the travelling comfort that turns to stability control, improves driver's driving experience.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "N" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more N executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of implementing the embodiments of the present application.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
Claims (10)
1. A vehicle steering stability control method characterized by comprising the steps of:
detecting whether the vehicle enters a steering working condition or not;
after the vehicle is detected to enter a steering working condition, acquiring current road information and current state information of the environment where the vehicle is located, and calculating an actual stable boundary corresponding to the steering working condition; and
and generating the optimal control action of a brake actuating mechanism and/or a steering actuating mechanism of the vehicle based on the actual stability boundary, and controlling the brake actuating mechanism and/or the steering actuating mechanism to execute the corresponding brake action and/or steering action every other first preset time length, so that the stability of the vehicle meets the comfort condition.
2. The method of claim 1, further comprising:
identifying the current driving intention of the vehicle while acquiring the current environment information;
calculating a target steering guiding force of the vehicle using the current road information, current environment information, and the current driving intention; and
and generating vehicle operation parameters in a man-machine driving mode according to the target steering guiding force, and providing steering assistance for the vehicle at intervals of a second preset time length.
3. The method of claim 2, wherein the first predetermined duration is less than the second predetermined duration.
4. The method of claim 1, wherein the calculating an actual stability boundary for the steering event comprises:
calculating a centroid slip angle and/or yaw rate of the vehicle according to the current state information;
and identifying the current stable state of the vehicle according to the centroid side deviation angle and/or the yaw velocity to obtain the actual stable boundary.
5. The method of claim 4, further comprising, after identifying a current steady state of the vehicle from the centroid yaw angle and/or yaw rate:
reading supplementary environment information of the environment sent by at least one other vehicle or at least one environment device;
and calculating road correction data according to the supplementary environment information so as to correct the current stable state by using the road correction data.
6. The method of claim 5, wherein the road correction data comprises a road adhesion value and a road curvature value.
7. The method of claim 1, further comprising, after detecting that the vehicle enters a steering condition:
judging whether the steering working condition meets a preset dangerous condition or not and whether the current road information meets a preset dangerous road surface or not;
and if the dangerous condition and/or the dangerous road surface are met, controlling the brake actuating mechanism and/or the steering actuating mechanism to execute safe action.
8. A vehicle steering stability control apparatus, characterized by comprising:
the detection module is used for detecting whether the vehicle enters a steering working condition or not;
the calculation module is used for acquiring current road information and current state information of the environment where the vehicle is located after the vehicle is detected to enter a steering working condition, and calculating an actual stable boundary corresponding to the steering working condition; and
and the control module is used for generating the optimal control action of the brake actuating mechanism and/or the steering actuating mechanism of the vehicle based on the actual stability boundary so as to control the brake actuating mechanism and/or the steering actuating mechanism to execute the corresponding brake action and/or steering action every other first preset time length, so that the stability of the vehicle meets the comfort condition.
9. An ESC comprising the vehicle steering stability control device according to claim 8.
10. A vehicle comprising the ESC of claim 9.
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| CN202110383878.8A CN113276835A (en) | 2021-04-09 | 2021-04-09 | Vehicle steering stability control method and device, ESC and vehicle |
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