CN113276851A - Vehicle control method and device, controller and vehicle - Google Patents

Vehicle control method and device, controller and vehicle Download PDF

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Publication number
CN113276851A
CN113276851A CN202110704391.5A CN202110704391A CN113276851A CN 113276851 A CN113276851 A CN 113276851A CN 202110704391 A CN202110704391 A CN 202110704391A CN 113276851 A CN113276851 A CN 113276851A
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vehicle
obstacle
preset
acquiring
controlling
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Chinese (zh)
Inventor
柳少康
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Beijing CHJ Automotive Information Technology Co Ltd
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Beijing CHJ Automotive Information Technology Co Ltd
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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
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • 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
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance

Abstract

The disclosure relates to a vehicle control method, a device, a controller and a vehicle, wherein the method comprises the following steps: acquiring the current running speed of the vehicle; acquiring the distance between the vehicle and an obstacle according to the current running speed and a preset speed threshold; acquiring a safety distance threshold corresponding to the vehicle according to the current running speed; controlling the vehicle braking if the distance is less than or equal to the safe distance threshold. That is to say, this disclosure can obtain the distance between vehicle and the barrier according to the current speed of traveling of vehicle and predetermine the speed threshold value, can avoid the problem that can't accurately discern the barrier around the vehicle when the speed of a motor vehicle is lower, like this, can in time brake when the barrier appears around the vehicle to the security that the vehicle travel has been improved.

Description

Vehicle control method and device, controller and vehicle
Technical Field
The disclosure relates to the technical field of vehicles, in particular to a vehicle control method, a vehicle control device, a controller and a vehicle.
Background
The automatic Emergency Braking system (AEB) is one of vehicle auxiliary driving systems, and can prompt a driver of a dangerous signal appearing on a road surface in time through various means when an Emergency situation occurs in a vehicle, and start Emergency Braking when the driver does not timely make due Braking feedback, so that accidents are avoided or the loss of the accidents is reduced.
The existing AEB system adopts the millimeter wave radar to identify the obstacles around the vehicle, but the millimeter wave radar has high accuracy when the vehicle runs at high speed, and the obstacles around the vehicle cannot be identified accurately when the vehicle speed is lower than 10kph, so that the vehicle cannot be braked in time, and the running safety of the vehicle is reduced.
Disclosure of Invention
In order to solve the above problems, the present disclosure provides a vehicle control method, device, controller, and vehicle.
In a first aspect, the present disclosure provides a vehicle control method, the method comprising:
acquiring the current running speed of the vehicle;
acquiring the distance between the vehicle and an obstacle according to the current running speed and a preset speed threshold;
acquiring a safety distance threshold corresponding to the vehicle according to the current running speed;
controlling the vehicle braking if the distance is less than or equal to the safe distance threshold.
Optionally, the obtaining the distance between the vehicle and the obstacle according to the current driving speed and a preset speed threshold includes:
under the condition that the current running speed is less than or equal to the preset speed threshold value, acquiring the distance between the vehicle and an obstacle through an ultrasonic radar of the vehicle;
and under the condition that the current running speed is greater than the preset speed threshold value, acquiring the distance between the vehicle and the obstacle through a millimeter wave radar of the vehicle.
Optionally, before the controlling the braking of the vehicle, the method further comprises:
acquiring the type of the obstacle;
the controlling the vehicle braking includes:
controlling the vehicle brake in case the type of the obstacle is a preset type.
Optionally, the acquiring the type of the obstacle includes:
acquiring an obstacle image corresponding to the obstacle;
and inputting the obstacle image into a pre-trained image recognition model to obtain the type of the obstacle.
Optionally, before the controlling the braking of the vehicle, the method further comprises:
acquiring a state of a seat belt of the vehicle, the state of the seat belt including: tied or unstrained;
determining a target braking force of the vehicle according to the state of the seat belt and the type of the obstacle;
the controlling the vehicle braking includes:
and controlling the vehicle to brake according to the target braking force.
Optionally, before the controlling the braking of the vehicle, the method further comprises:
acquiring state information of the vehicle;
determining whether the vehicle is in a driving state according to the state information, wherein the driving state comprises forward driving or reverse driving;
the controlling the vehicle braking includes:
controlling the vehicle braking in a case where it is determined that the vehicle is in the traveling state.
Optionally, before the controlling the braking of the vehicle, the method further comprises:
acquiring current position information of the vehicle;
determining whether the road section where the vehicle is located is a preset type road section or not according to the current position information;
the controlling the vehicle braking includes:
and controlling the vehicle to brake under the condition that the road section where the vehicle is located is determined to be the preset type road section.
Optionally, the method further comprises:
in the process of controlling the vehicle to brake, periodically acquiring the real-time distance between the vehicle and the obstacle;
and controlling the vehicle to stop braking under the condition that the real-time distance is greater than the safe distance threshold value, and the difference value between the real-time distance and the safe distance threshold value is greater than or equal to a preset difference value threshold value.
Optionally, the obtaining a safe distance threshold corresponding to the vehicle according to the current driving speed includes:
acquiring the gradient of the current position of the vehicle and the adhesion coefficient of the vehicle at the current position;
and determining a safety distance threshold corresponding to the vehicle according to the gradient, the current running speed, the attachment coefficient, the gravity acceleration, the preset offset and the preset brake reserve coefficient.
Optionally, the determining, according to the gradient, the current running speed, the adhesion coefficient, the gravitational acceleration, a preset offset, and a preset brake reserve coefficient, a safety distance threshold corresponding to the vehicle includes:
the safe distance threshold is calculated by the following formula:
Figure BDA0003131600970000031
wherein D is the safe distance threshold, k is the preset brake reserve coefficient, i is the gradient, v is the current running speed, mu is the adhesion coefficient, g is the gravitational acceleration, D is0Is the preset offset.
In a second aspect, the present disclosure provides a vehicle control apparatus, the apparatus comprising:
the speed acquisition module is used for acquiring the current running speed of the vehicle;
the distance acquisition module is used for acquiring the distance between the vehicle and the obstacle according to the current running speed and a preset speed threshold;
the distance threshold value obtaining module is used for obtaining a safety distance threshold value corresponding to the vehicle according to the current running speed;
and the braking control module is used for controlling the vehicle to brake under the condition that the distance is less than or equal to the safe distance threshold value.
Optionally, the distance obtaining module is further configured to:
under the condition that the current running speed is less than or equal to the preset speed threshold value, acquiring the distance between the vehicle and an obstacle through an ultrasonic radar of the vehicle;
and under the condition that the current running speed is greater than the preset speed threshold value, acquiring the distance between the vehicle and the obstacle through a millimeter wave radar of the vehicle.
Optionally, the apparatus further comprises:
the type acquisition module is used for acquiring the type of the obstacle;
the brake control module is further configured to:
controlling the vehicle brake in case the type of the obstacle is a preset type.
Optionally, the type obtaining module is further configured to:
acquiring an obstacle image corresponding to the obstacle;
and inputting the obstacle image into a pre-trained image recognition model to obtain the type of the obstacle.
Optionally, the apparatus further comprises:
a state acquisition module for acquiring a state of a seat belt of the vehicle, the state of the seat belt including: tied or unstrained;
a braking force determination module for determining a target braking force of the vehicle according to a state of the seat belt and a type of the obstacle;
the brake control module is further configured to:
and controlling the vehicle to brake according to the target braking force.
Optionally, the apparatus further comprises:
the state information acquisition module is used for acquiring the state information of the vehicle;
the driving state determining module is used for determining whether the vehicle is in a driving state according to the state information, wherein the driving state comprises forward driving or reverse driving;
the brake control module is further configured to:
controlling the vehicle braking in a case where it is determined that the vehicle is in the traveling state.
Optionally, the apparatus further comprises:
the position information acquisition module is used for acquiring the current position information of the vehicle;
the road section determining module is used for determining whether the road section where the vehicle is located is a preset type road section according to the current position information;
the brake control module is further configured to:
and controlling the vehicle to brake under the condition that the road section where the vehicle is located is determined to be the preset type road section.
Optionally, the apparatus further comprises:
the real-time distance acquisition module is used for periodically acquiring the real-time distance between the vehicle and the obstacle in the process of controlling the vehicle to brake;
the brake control module is further configured to:
and controlling the vehicle to stop braking under the condition that the real-time distance is greater than the safe distance threshold value, and the difference value between the real-time distance and the safe distance threshold value is greater than or equal to a preset difference value threshold value.
Optionally, the distance threshold obtaining module is further configured to:
acquiring the gradient of the current position of the vehicle and the adhesion coefficient of the vehicle at the current position;
and determining a safety distance threshold corresponding to the vehicle according to the gradient, the current running speed, the attachment coefficient, the gravity acceleration, the preset offset and the preset brake reserve coefficient.
Optionally, the distance threshold obtaining module is further configured to:
the safe distance threshold is calculated by the following formula:
Figure BDA0003131600970000061
wherein D is the safe distance threshold, k is the preset brake reserve coefficient, i is the gradient, v is the current running speed, mu is the adhesion coefficient, g is the gravitational acceleration, D is0Is the preset offset.
In a third aspect, the present disclosure provides a controller comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of the first aspect of the disclosure.
In a fourth aspect, the present disclosure provides a vehicle comprising the controller of the third aspect of the present disclosure.
According to the technical scheme, the current running speed of the vehicle is obtained; acquiring the distance between the vehicle and an obstacle according to the current running speed and a preset speed threshold; acquiring a safety distance threshold corresponding to the vehicle according to the current running speed; controlling the vehicle braking if the distance is less than or equal to the safe distance threshold. That is to say, this disclosure can obtain the distance between vehicle and the barrier according to the current speed of traveling of vehicle and predetermine the speed threshold value, can avoid the problem that can't accurately discern the barrier around the vehicle when the speed of a motor vehicle is lower, like this, can in time brake when the barrier appears around the vehicle to the security that the vehicle travel has been 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 schematic layout of an ultrasonic radar shown in accordance with an exemplary embodiment;
FIG. 4 is a schematic diagram illustrating the structure of a vehicle control apparatus according to an exemplary embodiment;
FIG. 5 is a schematic structural diagram showing a second vehicle control apparatus according to an example embodiment;
FIG. 6 is a schematic configuration diagram showing a third vehicle control apparatus according to an example embodiment;
FIG. 7 is a schematic structural diagram showing a fourth vehicle control apparatus according to an example embodiment;
FIG. 8 is a schematic structural diagram showing a fifth vehicle control apparatus according to an example embodiment;
FIG. 9 is a schematic structural diagram showing a sixth vehicle control device according to an example embodiment;
FIG. 10 is a block diagram illustrating a controller according to an exemplary embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
The present disclosure is described below with reference to specific examples.
FIG. 1 is a flow chart illustrating a method of controlling a vehicle, as shown in FIG. 1, according to an exemplary embodiment, which may include:
s101, acquiring the current running speed of the vehicle.
In this step, during the running of the vehicle, the current running speed of the vehicle may be periodically collected.
And S102, acquiring the distance between the vehicle and the obstacle according to the current running speed and a preset speed threshold value.
The preset speed threshold may be a driving speed at which the obstacle recognition accuracy of the ultrasonic radar of the vehicle reaches a preset accuracy threshold, for example, the preset speed threshold may be 10 kph.
In this step, after obtaining the current running speed of the vehicle, the preset speed threshold may be obtained, and when the current running speed is less than or equal to the preset speed threshold, the distance between the vehicle and the obstacle may be obtained by the millimeter wave radar of the vehicle; and under the condition that the current running speed is less than the preset speed threshold value, the distance between the vehicle and the obstacle can be acquired through the ultrasonic radar of the vehicle.
And S103, acquiring a safe distance threshold corresponding to the vehicle according to the current running speed.
In this step, after obtaining the distance between the vehicle and the obstacle, the gradient of the current position where the vehicle is located and the adhesion coefficient of the vehicle at the current position may be obtained, and according to the gradient, the current driving speed, the adhesion coefficient, the gravitational acceleration, the preset offset and the preset brake reserve coefficient, the safety distance threshold corresponding to the vehicle is calculated and determined by the following formula:
Figure BDA0003131600970000081
wherein D is the safe distance threshold, k is the preset brake reserve coefficient, i is the gradient, v is the current driving speed, mu is the adhesion coefficient, g is the gravitational acceleration, D0Is the preset offset.
It should be noted that, the gradient of the current position where the vehicle is located and the adhesion coefficient of the vehicle at the current position may be obtained by methods in the prior art, and details are not repeated here.
And S104, controlling the vehicle to brake when the distance is less than or equal to the safe distance threshold value.
In this step, after obtaining the distance between the vehicle and the obstacle and the safety distance threshold, the distance may be compared with the safety distance threshold, and when the distance is less than or equal to the safety distance threshold, it indicates that the vehicle may collide with the obstacle, in which case the type of the obstacle may be obtained, and when the type of the obstacle is a preset type, the vehicle may be controlled to brake, and the preset type may include a pedestrian, a bicycle, a motorcycle, a vehicle, a charging pile, a road bank, a tree, a wall, and the like.
Before controlling the vehicle brake, state information of the vehicle may be acquired, whether the vehicle is in a driving state including forward or reverse may be determined according to the state information, and the vehicle brake may be controlled in a case where it is determined that the vehicle is in the driving state. For example, in a case where it is determined that the distance between the vehicle and the obstacle is less than or equal to the safe distance threshold, the gear information of the vehicle may be acquired first, and in a case where the gear information of the vehicle is a D gear or an R gear and the current driving direction of the vehicle is forward or backward, indicating that the vehicle is in a driving state, the vehicle may be controlled to brake; when the gear information of the vehicle is a D gear or an R gear, but the vehicle is currently in a stationary state, it indicates that the vehicle is not in a running state, and in this case, the vehicle brake is not controlled.
In the case where the road section on which the vehicle is located is an off-road, which may be a road with a large gradient, a rough road, and a large number of bushes, the driver desires to enjoy the off-road driving, and the driving experience of the driver is impaired if the vehicle is subjected to brake control. In a possible implementation manner, before controlling the vehicle to brake, the position information of the vehicle may be further obtained, whether the road segment where the vehicle is located is the preset type road segment is determined according to the current position information, and the vehicle is controlled to brake under the condition that the road segment where the vehicle is located is determined to be the preset type road segment. Wherein the preset type road segment may be a highway, such as an expressway, an urban highway, a rural highway, etc. For example, before controlling the braking of the vehicle, the current position information of the vehicle can be determined through a high-precision map.
In the process of controlling the braking of the vehicle, the real-time distance between the vehicle and the obstacle can be periodically acquired, and the vehicle is controlled to stop braking under the condition that the real-time distance is greater than the safety distance threshold value and the difference value between the real-time distance and the safety distance threshold value is greater than or equal to a preset difference value threshold value. The preset difference threshold may be determined according to a current driving condition of the vehicle, for example, the preset difference threshold may be 0.6m when the driving condition is a high-speed condition, and the preset difference threshold may be 0.3m when the driving condition is an urban condition, where specific values of the preset difference threshold are not limited by the present disclosure.
By adopting the method, the distance between the vehicle and the obstacle can be obtained according to the current running speed of the vehicle and the preset speed threshold value, the problem that the obstacle around the vehicle cannot be accurately identified when the vehicle speed is low can be avoided, and therefore the vehicle can be braked in time when the obstacle around the vehicle appears, and the running safety of the vehicle is improved.
FIG. 2 is a flow chart illustrating another vehicle control method according to an exemplary embodiment, which may include, as shown in FIG. 2:
s201, acquiring the current running speed of the vehicle.
S202, determining whether the current driving speed is less than or equal to a preset speed threshold, executing step S203 if the current driving speed is less than or equal to the preset speed threshold, and executing step S204 if the current driving speed is greater than the preset speed threshold.
The preset speed threshold may be a driving speed at which the obstacle recognition accuracy of the ultrasonic radar of the vehicle reaches a preset accuracy threshold, for example, the preset speed threshold may be 10 kph.
And S203, acquiring the distance between the vehicle and the obstacle through the ultrasonic radar of the vehicle.
Fig. 3 is a schematic diagram illustrating a layout of an ultrasonic radar according to an exemplary embodiment, and as shown in fig. 3, the ultrasonic radar may include a front left ultrasonic radar, a front right ultrasonic radar, a rear left ultrasonic radar, a rear right ultrasonic radar, and a rear right ultrasonic radar.
It should be noted that, before the distance between the vehicle and the obstacle is obtained through the ultrasonic radar of the vehicle, the ultrasonic radar of the vehicle may be detected first, and when there is no fault in any of the ultrasonic radars and the ultrasonic radar is not shielded by the dirt, the distance between the vehicle and the obstacle is obtained through the ultrasonic radar.
And S204, acquiring the distance between the vehicle and the obstacle through the millimeter wave radar of the vehicle.
The layout mode of the millimeter wave radar may be the same as or different from that of the ultrasonic radar, and the disclosure does not limit this.
It should be noted that, before the distance between the vehicle and the obstacle is obtained by the millimeter wave radar of the vehicle, the millimeter wave radar of the vehicle may be detected first, and when there is no fault in the millimeter wave radar and the millimeter wave radar is not shielded by the dirt, the distance between the vehicle and the obstacle is obtained by the millimeter wave radar.
And S205, acquiring an obstacle image corresponding to the obstacle when the distance is smaller than or equal to the safe distance threshold.
In this step, an image of the obstacle corresponding to the obstacle may be acquired by a camera mounted on the vehicle, and as shown in fig. 3, the camera mounted on the vehicle may include a front panoramic image camera, a left panoramic image camera, a right panoramic image camera, and a rear panoramic image camera.
And S206, inputting the obstacle image into a pre-trained image recognition model to obtain the type of the obstacle.
In this step, after obtaining the obstacle image corresponding to the obstacle, the obstacle image may be driven into the image recognition model, and the type of the obstacle may be output by the image recognition model. The training method of the image recognition model may refer to a model training method in the prior art, and is not described herein again.
And S207, acquiring the state of the safety belt of the vehicle.
Wherein the state of the seat belt may or may not include tightening.
In this step, the state of the seat belt of the vehicle may be acquired through a Controller Area Network (CAN) of the vehicle.
And S208, determining the target braking force of the vehicle according to the state of the safety belt and the type of the obstacle.
In this step, after the type of the obstacle and the state of the seatbelt are obtained, the target braking force of the vehicle may be determined according to the type of the obstacle and the state of the seatbelt. For example, in a case where the state of the seat belt is all fastened, the type of the obstacle is a first preset type, the target braking force may be a first braking force, wherein the first preset type may include a pedestrian, a bicycle, a motorcycle, etc., and the first braking force may be a maximum braking force, so that, in a case where the obstacle is life-threatening, the safety of the obstacle may be ensured first; in case that the state of the safety belt is not completely fastened, the type of the obstacle is a second preset type, the target braking force may be a second braking force, the second preset type may include a vehicle, a charging pile, a road pile, a street lamp, a tree, a wall, etc., and the second braking force may be 60%, so that the safety of a driver and a passenger may be firstly secured in case that the obstacle is not life-threatening. The first preset type, the second preset type, the first braking force and the second braking force are only examples, and the disclosure does not limit the present disclosure.
And S209, controlling the vehicle brake according to the target brake force.
In this step, after determining the target braking force, a controller of the vehicle may request the engine to idle and control the transmission to disconnect the clutch for the fuel-powered vehicle; for a purely electric vehicle, a controller of the vehicle may request a drive motor torque of 0 Nm; for a hybrid vehicle, the controller of the vehicle may request that the engine be off, request that the motor driving the vehicle be at a torque of 0Nm, and control the transmission disconnect clutch of the vehicle. Thereafter, the controller of the vehicle may request the brake actuator to apply the brake, and still maintain the braking force after the vehicle is stopped.
It should be noted that, for a fuel-powered vehicle, the actuator of the vehicle may be an engine, a transmission, an Electronic Stability Program (ESP) system, and an Electronic Parking Brake (EPB) system, and the Brake actuator of the vehicle selects the ESP system preferentially, and selects the EPB system after the ESP system fails. Aiming at a pure electric drive vehicle, an actuator of the vehicle can be a drive motor, an iBooster, an ESP system and an EPB system, the iBooster is preferentially selected by a brake actuator of the vehicle, the ESP system is selected after the iBooster fails, and the EPB system and the drive motor are selected for braking together after the ESP system fails. For a hybrid vehicle, actuators of the vehicle can be an engine, a transmission, a driving motor, an iBooster, an ESP system and an EPB system, the brake actuators of the vehicle preferentially select the iBooster, the ESP system is selected after the iBooster fails, and the EPB system and the driving motor are selected to brake together after the ESP system fails.
Before controlling the braking of the vehicle according to the target braking force, whether an adaptive cruise mode, a piloting assistance mode, an automatic parking mode, a remote control parking mode, a self-learning parking mode, an automatic valet parking mode and an automatic emergency braking mode of the vehicle are activated or not can be determined, and the braking of the vehicle can be controlled according to the target braking force when the adaptive cruise mode, the piloting assistance mode, the automatic parking mode, the remote control parking mode, the self-learning parking mode, the automatic valet parking mode and the automatic emergency braking mode of the vehicle are determined to be not activated.
In the process of controlling the braking of the vehicle, if the driver of the vehicle presses the accelerator pedal again and the current driving force of the vehicle is greater than the gradient resistance of the current position of the vehicle, the driver does not care whether the vehicle collides with the obstacle, and the vehicle can be controlled to stop braking.
In the process of controlling the vehicle to brake, collision warning information can be sent to an HMI (Human Machine Interface) of the vehicle through a controller of the vehicle so as to remind a driver of the vehicle that the collision warning information can be characters, sounds, icons and the like.
By adopting the method, under the condition that the current running speed of the vehicle is less than or equal to the preset speed threshold value, the distance between the vehicle and the obstacle can be obtained through the ultrasonic radar of the vehicle, and under the condition that the current running speed of the vehicle is greater than the preset speed threshold value, the distance between the vehicle and the obstacle can be obtained through the millimeter wave radar of the vehicle, so that the problem that the obstacle around the vehicle cannot be accurately identified when the vehicle speed is low can be avoided, and therefore, the vehicle can be braked in time when the obstacle around the vehicle appears, and the running safety of the vehicle is improved; further, the target braking force for brake control of the vehicle may be determined according to the type of the obstacle and the state of the seat belt of the vehicle, so that life safety may be preferentially ensured.
Fig. 4 is a schematic structural diagram illustrating a vehicle control apparatus according to an exemplary embodiment, which may include, as shown in fig. 4:
a speed obtaining module 401, configured to obtain a current running speed of a vehicle;
a distance obtaining module 402, configured to obtain a distance between the vehicle and an obstacle according to the current driving speed and a preset speed threshold;
a distance threshold obtaining module 403, configured to obtain a safety distance threshold corresponding to the vehicle according to the current driving speed;
a braking control module 404 for controlling the vehicle braking if the distance is less than or equal to the safe distance threshold.
Optionally, the distance obtaining module 402 is further configured to:
under the condition that the current running speed is less than or equal to the preset speed threshold value, acquiring the distance between the vehicle and an obstacle through an ultrasonic radar of the vehicle;
and under the condition that the current running speed is greater than the preset speed threshold value, acquiring the distance between the vehicle and the obstacle through a millimeter wave radar of the vehicle.
Alternatively, fig. 5 is a schematic structural diagram showing a second vehicle control apparatus according to an exemplary embodiment, and as shown in fig. 5, the apparatus further includes:
a type obtaining module 405, configured to obtain a type of the obstacle;
the brake control module 404 is further configured to:
controlling the vehicle brake in case the type of the obstacle is a preset type.
Optionally, the type obtaining module 405 is further configured to:
acquiring an obstacle image corresponding to the obstacle;
and inputting the obstacle image into a pre-trained image recognition model to obtain the type of the obstacle.
Alternatively, fig. 6 is a schematic structural diagram showing a third vehicle control apparatus according to an exemplary embodiment, as shown in fig. 6, the apparatus further includes:
a state acquisition module 406 configured to acquire a state of a seat belt of the vehicle, the state of the seat belt including: tied or unstrained;
a braking force determination module 407 for determining a target braking force of the vehicle based on the state of the seat belt and the type of the obstacle;
the brake control module 404 is further configured to:
and controlling the vehicle to brake according to the target braking force.
Alternatively, fig. 7 is a schematic structural diagram showing a fourth vehicle control apparatus according to an exemplary embodiment, as shown in fig. 7, the apparatus further includes:
a status information obtaining module 408, configured to obtain status information of the vehicle;
a driving state determining module 409, configured to determine whether the vehicle is in a driving state according to the state information, where the driving state includes forward driving or reverse driving;
the brake control module 404 is further configured to:
controlling the vehicle braking in a case where it is determined that the vehicle is in the traveling state.
Alternatively, fig. 8 is a schematic structural diagram illustrating a fifth vehicle control apparatus according to an exemplary embodiment, and as shown in fig. 8, the apparatus further includes:
a position information obtaining module 410, configured to obtain current position information of the vehicle;
the road section determining module 411 is configured to determine whether a road section where the vehicle is located is a preset type road section according to the current position information;
the brake control module 404 is further configured to:
and controlling the vehicle to brake under the condition that the road section where the vehicle is located is determined to be the preset type road section.
Alternatively, fig. 9 is a schematic structural diagram showing a sixth vehicle control apparatus according to an exemplary embodiment, and as shown in fig. 9, the apparatus further includes:
a real-time distance obtaining module 412, configured to periodically obtain a real-time distance between the vehicle and the obstacle in a process of controlling braking of the vehicle;
the brake control module 404 is further configured to:
and controlling the vehicle to stop braking under the condition that the real-time distance is greater than the safe distance threshold value, and the difference value between the real-time distance and the safe distance threshold value is greater than or equal to a preset difference value threshold value.
Optionally, the distance threshold obtaining module 403 is further configured to:
acquiring the gradient of the current position of the vehicle and the adhesion coefficient of the vehicle at the current position;
and determining a safety distance threshold corresponding to the vehicle according to the gradient, the current running speed, the attachment coefficient, the gravity acceleration, the preset offset and the preset brake reserve coefficient.
Optionally, the distance threshold obtaining module 403 is further configured to:
the safe distance threshold is calculated by the following formula:
Figure BDA0003131600970000161
wherein D is the safe distance threshold, k is the preset brake reserve coefficient, i is the gradient, v is the current running speed, mu is the adhesion coefficient, g is the gravitational acceleration, D is0Is the preset offset.
Through the device, the distance between the vehicle and the barrier can be acquired according to the current running speed of the vehicle and the preset speed threshold, the problem that the barrier around the vehicle cannot be accurately identified when the vehicle speed is low can be avoided, and therefore the vehicle can be braked in time when the barrier around the vehicle appears, and the running safety of the vehicle is improved.
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.
Fig. 10 is a block diagram illustrating a controller 1000 according to an exemplary embodiment. Referring to fig. 10, the controller 1000 includes a processor 1022, which may be one or more in number, and a memory 1032 for storing computer programs executable by the processor 1022. The computer programs stored in memory 1032 may include one or more modules that each correspond to a set of instructions. Further, the processor 1022 may be configured to execute the computer program to execute the vehicle control method described above.
In addition, the controller 1000 may also include a power component 1026 and a communication groupA component 1050, the power component 1026 may be configured to perform power management of the controller 1000, and the communication component 1050 may be configured to enable communication, e.g., wired or wireless communication, of the controller 1000. In addition, the controller 1000 may also include an input/output (I/O) interface 1058. The controller 1000 may operate based on an operating system stored in the memory 1032, such as Windows ServerTM，Mac OS XTM，UnixTM，LinuxTMAnd so on.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the vehicle control method described above is also provided. For example, the computer readable storage medium may be the memory 1032 described above that includes program instructions executable by the processor 1022 of the controller 1000 to perform the vehicle control method described above.
In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned vehicle control method when executed by the programmable apparatus.
The present disclosure also provides a vehicle including the above controller.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure. It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (13)

1. A vehicle control method, characterized by comprising:
acquiring the current running speed of the vehicle;
acquiring the distance between the vehicle and an obstacle according to the current running speed and a preset speed threshold;
acquiring a safety distance threshold corresponding to the vehicle according to the current running speed;
controlling the vehicle braking if the distance is less than or equal to the safe distance threshold.
2. The method of claim 1, wherein the obtaining the distance between the vehicle and the obstacle according to the current travel speed and a preset speed threshold comprises:
under the condition that the current running speed is less than or equal to the preset speed threshold value, acquiring the distance between the vehicle and an obstacle through an ultrasonic radar of the vehicle;
and under the condition that the current running speed is greater than the preset speed threshold value, acquiring the distance between the vehicle and the obstacle through a millimeter wave radar of the vehicle.
3. The method of claim 1, wherein prior to said controlling said vehicle braking, said method further comprises:
acquiring the type of the obstacle;
the controlling the vehicle braking includes:
controlling the vehicle brake in case the type of the obstacle is a preset type.
4. The method of claim 3, wherein the obtaining the type of the obstacle comprises:
acquiring an obstacle image corresponding to the obstacle;
and inputting the obstacle image into a pre-trained image recognition model to obtain the type of the obstacle.
5. The method of claim 3, wherein prior to said controlling said vehicle braking, said method further comprises:
acquiring a state of a seat belt of the vehicle, the state of the seat belt including: tied or unstrained;
determining a target braking force of the vehicle according to the state of the seat belt and the type of the obstacle;
the controlling the vehicle braking includes:
and controlling the vehicle to brake according to the target braking force.
6. The method of claim 1, wherein prior to said controlling said vehicle braking, said method further comprises:
acquiring state information of the vehicle;
determining whether the vehicle is in a driving state according to the state information, wherein the driving state comprises forward driving or reverse driving;
the controlling the vehicle braking includes:
controlling the vehicle braking in a case where it is determined that the vehicle is in the traveling state.
7. The method of claim 1, wherein prior to said controlling said vehicle braking, said method further comprises:
acquiring current position information of the vehicle;
determining whether the road section where the vehicle is located is a preset type road section or not according to the current position information;
the controlling the vehicle braking includes:
and controlling the vehicle to brake under the condition that the road section where the vehicle is located is determined to be the preset type road section.
8. The method of claim 1, further comprising:
in the process of controlling the vehicle to brake, periodically acquiring the real-time distance between the vehicle and the obstacle;
and controlling the vehicle to stop braking under the condition that the real-time distance is greater than the safe distance threshold value, and the difference value between the real-time distance and the safe distance threshold value is greater than or equal to a preset difference value threshold value.
9. The method according to any one of claims 1-8, wherein the obtaining a safe distance threshold corresponding to the vehicle according to the current driving speed comprises:
acquiring the gradient of the current position of the vehicle and the adhesion coefficient of the vehicle at the current position;
and determining a safety distance threshold corresponding to the vehicle according to the gradient, the current running speed, the attachment coefficient, the gravity acceleration, the preset offset and the preset brake reserve coefficient.
10. The method of claim 9, wherein determining the corresponding safe distance threshold for the vehicle based on the grade, the current travel speed, the adhesion coefficient, the gravitational acceleration, a preset offset, and a preset brake reserve coefficient comprises:
the safe distance threshold is calculated by the following formula:
Figure FDA0003131600960000031
wherein D is the safe distance threshold, k is the preset brake reserve coefficient, i is the gradient, v is the current running speed, mu is the adhesion coefficient, g is the gravitational acceleration, D is0Is the preset offset.
11. A vehicle control apparatus, characterized in that the apparatus comprises:
the speed acquisition module is used for acquiring the current running speed of the vehicle;
the distance acquisition module is used for acquiring the distance between the vehicle and the obstacle according to the current running speed and a preset speed threshold;
the distance threshold value obtaining module is used for obtaining a safety distance threshold value corresponding to the vehicle according to the current running speed;
and the braking control module is used for controlling the vehicle to brake under the condition that the distance is less than or equal to the safe distance threshold value.
12. A controller, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 10.
13. A vehicle characterized by comprising the controller of claim 12.
CN202110704391.5A 2021-06-24 2021-06-24 Vehicle control method and device, controller and vehicle Pending CN113276851A (en)

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