CN116461508B - Vehicle control method, device, terminal and medium - Google Patents

Vehicle control method, device, terminal and medium Download PDF

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Publication number
CN116461508B
CN116461508B CN202310479961.4A CN202310479961A CN116461508B CN 116461508 B CN116461508 B CN 116461508B CN 202310479961 A CN202310479961 A CN 202310479961A CN 116461508 B CN116461508 B CN 116461508B
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Prior art keywords
vehicle
braking torque
preset
braking
information
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CN202310479961.4A
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CN116461508A (en
Inventor
刘一林
任志远
罗凯
朱永明
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group 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
    • B60W30/09—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
    • 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
    • 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
    • B60W40/08—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 drivers or passengers
    • B60W40/09—Driving style or behaviour
    • 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
    • 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
    • B60W40/105—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The application belongs to the technical field of vehicle control, and particularly relates to a vehicle control method, a device, a terminal and a medium. The vehicle control method includes: monitoring state information of a vehicle; judging whether the vehicle has collision risk according to the state information of the vehicle; if the vehicle has collision risk, calculating target braking torque acting on a single wheel in a preset braking time according to the state information of the vehicle; and braking each wheel of the vehicle according to the target braking torque within the preset braking time. According to the method and the device, when the vehicle is at collision risk and needs to be braked, the brake torque for realizing the braking of the vehicle is evenly distributed to the whole braking process, so that the brake torque required to be born by a single hub in unit time of the braking process is reduced, the heat generated by the braking of the vehicle is reduced, and the situation that the hub motor is damaged due to the fact that a large amount of heat is generated in the braking of the hub motor vehicle is improved.

Description

Vehicle control method, device, terminal and medium
Technical Field
The present invention relates to the field of automobile driving technologies, and in particular, to a vehicle control method, device, terminal, and medium.
Background
At present, new energy vehicles driven by a motor are gradually penetrating the field of traditional fuel vehicles, wherein an in-wheel motor vehicle is used as one branch of an electric car, has the advantages of high efficiency and high integration level, is compatible with the positioning of the new energy vehicles, and has better development prospect.
In practical application, the hub motor usually adopts electromagnetic braking, and when the electromagnetic braking cannot meet the braking requirement of a vehicle, the traditional mechanical braking is needed to be inserted into the wheel. However, the wheel hub motor may cause a far inferior heat dissipation efficiency to the wheel hub of the conventional vehicle for its structural reason when performing mechanical braking. If the mechanical braking is frequently intervened, even the wheel hub motor is possibly demagnetized in a high-temperature state for a long time, so that the motor is damaged, and meanwhile, the heat fading of the mechanical braking performance can be caused by the rising of the temperature of the wheel hub.
Therefore, how to improve the damage to the hub motor caused by a large amount of heat generated during braking of the hub motor vehicle is a problem in the technical field of automobile driving at present.
Disclosure of Invention
The main object of the present invention is to provide a vehicle control method, device, terminal and medium aimed at equally distributing the braking torque for achieving vehicle braking over the whole braking process, so as to reduce the braking torque that a single hub needs to withstand per unit time of the braking process, in order to reduce the heat generated by vehicle braking.
According to an aspect of an embodiment of the present application, a vehicle control method is disclosed, including:
monitoring state information of a vehicle;
judging whether the vehicle has collision risk according to the state information of the vehicle;
if the vehicle has collision risk, calculating target braking torque acting on a single wheel in a preset braking time according to the state information of the vehicle;
and braking each wheel of the vehicle according to the target braking torque within the preset braking time.
In some embodiments of the present application, based on the above technical solution, calculating a target braking torque applied to a single wheel within a preset braking time according to state information of the vehicle includes:
acquiring brake pedal information and accelerator pedal information;
and calculating target braking torque applied to a single wheel in a preset braking time according to the brake pedal information, the accelerator pedal information and the state information of the vehicle.
In some embodiments of the present application, based on the above technical solutions, calculating a target braking torque applied to a single wheel within a preset braking time according to the brake pedal information, the accelerator pedal information, and the state information of the vehicle includes:
Calculating a reference braking torque applied to a single wheel within a preset braking time according to the state information of the vehicle;
if the brake pedal information indicates that the position of the brake pedal is lower than a first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is higher than a second preset depth, acquiring pedal braking torque corresponding to the brake pedal information, and comparing the reference braking torque with the pedal braking torque;
if the pedal braking torque is greater than or equal to the reference braking torque, determining the pedal braking torque as the target braking torque; the method comprises the steps of,
and if the pedal braking torque is smaller than the reference braking torque, determining the reference braking torque as the target braking torque.
In some embodiments of the present application, based on the above technical solution, after calculating the reference braking torque acting on the individual wheels within the preset braking time according to the state information of the vehicle, the vehicle control method further includes:
if the brake pedal information indicates that the position of the brake pedal is higher than a first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is lower than a second preset depth, acquiring steering control information of the vehicle;
Judging whether the vehicle has collision risk or not according to the steering control information and the accelerator pedal information;
and if the vehicle has collision risk, determining the reference braking torque as the target braking torque so as to brake each wheel of the vehicle according to the target braking torque within the preset braking time.
In some embodiments of the present application, based on the above technical solutions, after determining whether the vehicle has a collision risk according to the steering control information and the accelerator pedal information, the vehicle control method further includes:
and if the vehicle does not have collision risk, controlling the vehicle to run according to the steering control information and the accelerator pedal information.
In some embodiments of the present application, based on the above technical solution, after calculating the reference braking torque acting on the individual wheels within the preset braking time according to the state information of the vehicle, the vehicle control method further includes:
and if the position of the brake pedal information representing the brake pedal is higher than a first preset depth and the position of the accelerator pedal information representing the accelerator pedal is higher than a second preset depth, or if the position of the brake pedal information representing the brake pedal is lower than the first preset depth and the position of the accelerator pedal information representing the accelerator pedal is lower than the second preset depth, determining the reference brake torque as the target brake torque, so that each wheel of the vehicle is braked according to the target brake torque within the preset brake time.
In some embodiments of the present application, based on the above technical solutions, monitoring status information of a vehicle includes:
detecting whether a quality input instruction exists or not;
if the quality input instruction is detected, determining a preset loading quality corresponding to the quality input instruction, wherein the preset loading quality is used for representing the quality of personnel and articles in the vehicle; or,
if the quality input instruction is not detected, determining the maximum loading quality of the vehicle as a preset loading quality;
and determining the current vehicle mass according to the preset loading mass and the preset equipment mass of the vehicle, judging whether the vehicle has collision risk according to the current vehicle mass, and calculating the target braking torque.
According to an aspect of an embodiment of the present application, there is disclosed a vehicle control apparatus including:
a state monitoring module configured to monitor state information of a vehicle;
a risk judging module configured to judge whether the vehicle has a collision risk according to the state information of the vehicle;
a torque calculation module configured to calculate a target braking torque applied to a single wheel based on a preset braking time according to state information of the vehicle if the vehicle has a collision risk;
And the braking module is configured to brake each wheel of the vehicle according to the target braking torque within the preset braking time.
According to an aspect of embodiments of the present application, there is provided a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions so that the computer device executes the vehicle control method as in the above technical solution.
According to the vehicle control method, when the vehicle is in a running state, state information of the vehicle is monitored, whether the vehicle has collision risk with a front vehicle or other obstacles is judged according to the state information of the vehicle, if the collision risk is determined, vehicle braking can be achieved in a preset braking time according to the state information of the vehicle so as to eliminate the collision risk, and target braking torque acting on a single wheel is calculated, and each wheel of the vehicle is braked according to the target braking torque in the preset braking time so as to eliminate the collision risk.
Therefore, when the vehicle is in collision risk and needs to be braked, the brake torque for realizing the vehicle braking is evenly distributed to the whole braking process, so that the brake torque required to be born by a single hub in unit time of the braking process is reduced, the heat generated by the vehicle braking is reduced, and the situation that the hub motor vehicle generates a large amount of heat in the braking and causes damage to the hub motor is improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is apparent that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.
FIG. 1 illustrates a flow chart of steps of a vehicle control method in one embodiment of the present application.
FIG. 2 shows a flowchart of the steps for calculating a target braking torque according to one embodiment of the present application.
Fig. 3 shows an application flow chart of an embodiment of the present application.
Fig. 4 schematically shows a block diagram of a vehicle control apparatus provided in an embodiment of the present application.
Fig. 5 schematically illustrates a block diagram of a computer system suitable for use in implementing embodiments of the present application.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art.
Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the present application. One skilled in the relevant art will recognize, however, that the aspects of the application can be practiced without one or more of the specific details, or with other methods, components, devices, steps, etc. In other instances, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring aspects of the application.
The block diagrams depicted in the figures are merely functional entities and do not necessarily correspond to physically separate entities. That is, the functional entities may be implemented in software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor devices and/or microcontroller devices.
The flow diagrams depicted in the figures are exemplary only, and do not necessarily include all of the elements and operations/steps, nor must they be performed in the order described. For example, some operations/steps may be decomposed, and some operations/steps may be combined or partially combined, so that the order of actual execution may be changed according to actual situations.
The following describes in detail the technical schemes such as the vehicle control method, the device, the terminal and the medium provided in the application with reference to the specific embodiments.
Fig. 1 shows a step flowchart of a vehicle control method in one embodiment of the present application, and as shown in fig. 1, the vehicle control method may mainly include steps S100 to S400 as follows.
Step S100, monitoring state information of a vehicle.
Step 200, judging whether the vehicle has collision risk according to the state information of the vehicle.
Step S300, if the vehicle has collision risk, calculating target braking torque applied to a single wheel in a preset braking time according to the state information of the vehicle.
And step S400, braking each wheel of the vehicle according to the target braking torque in the preset braking time.
According to the vehicle control method, when the vehicle is in a running state, state information of the vehicle is monitored, whether the vehicle has collision risk with a front vehicle or other obstacles is judged according to the state information of the vehicle, if the collision risk is determined, vehicle braking can be achieved in a preset braking time according to the state information of the vehicle so as to eliminate the collision risk, and target braking torque acting on a single wheel is calculated, and each wheel of the vehicle is braked according to the target braking torque in the preset braking time so as to eliminate the collision risk.
Therefore, when the vehicle is in collision risk and needs to be braked, the brake torque for realizing the vehicle braking is evenly distributed to the whole braking process, so that the brake torque required to be born by a single hub in unit time of the braking process is reduced, the heat generated by the vehicle braking is reduced, and the situation that the hub motor vehicle generates a large amount of heat in the braking and causes damage to the hub motor is improved.
The technical scheme can be used for all vehicles additionally provided with the hub motor, and the specific configuration of the vehicles is not limited.
The following describes each method step in the vehicle control method in detail.
Step S100, monitoring state information of a vehicle.
Specifically, when the vehicle is in a powered-on state/running state, the current state information of the vehicle is monitored, which may include steering wheel angle information, current vehicle speed v, preset vehicle weight value m, preset safe distance value S0, wheel rolling radius r, accelerator pedal information, brake pedal information, a braking force map, distance information S of the current vehicle from a preceding vehicle, and the like, for subsequent determination of whether the vehicle is at risk of collision, and calculation of a target braking torque for achieving vehicle braking.
Step 200, judging whether the vehicle has collision risk according to the state information of the vehicle.
Specifically, after the above state information of the vehicle is obtained by monitoring, it can be determined according to the state information whether the vehicle continues to travel according to the current state, and whether the distance between the front vehicle/obstacle and the current vehicle is smaller than a preset safety distance value, thereby determining whether the current vehicle has a collision risk.
Step S300, if the vehicle has collision risk, calculating target braking torque applied to a single wheel in a preset braking time according to the state information of the vehicle.
Specifically, if it is determined that the vehicle continues to travel according to the current state, the distance between the front vehicle/obstacle and the current vehicle is smaller than the preset safety distance value, that is, the current vehicle has a collision risk, a target braking torque acting on a single wheel within a preset braking time is calculated according to the state information of the vehicle.
As one possible embodiment, there is a calculation formula of the target braking torque:
T＝(r*((v 2 *m)/(S0-S1)))/4；
wherein T is the target braking torque, r is the wheel rolling radius, v is the current vehicle speed, m is the preset vehicle weight value, S0 is the preset safe distance value, and S1 is the distance information of the current vehicle from the front vehicle.
It can be understood that for a four-wheel drive hub motor vehicle, the target braking torque is calculated according to the state information of the vehicle, and each wheel provided with the hub motor is braked according to the target braking torque within a preset braking time, which is equivalent to that the braking torque for realizing the braking of the vehicle is distributed and acted on each wheel within a period of time, so that the braking force is evenly distributed to the whole braking process, the braking torque required to be born by a single wheel within a unit time is reduced, the frequency of mechanical braking intervention is reduced, the energy consumed by braking is essentially reduced, the energy utilization rate of the hub motor is improved, and the cruising time of the vehicle is prolonged; the heat generated by mechanical braking of a single wheel provided with an in-wheel motor in a unit time is also reduced. And the formula for calculating the target braking torque is relatively simple, and can be realized by configuring conventional chip calculation force and power consumption of the vehicle.
And step S400, braking each wheel of the vehicle according to the target braking torque in the preset braking time.
Specifically, after the target braking torque is calculated according to the state information of the vehicle, each wheel provided with the hub motor is continuously braked according to the target braking torque within a preset braking time, so that the vehicle is gradually decelerated, the collision risk is eliminated, the heat generated by mechanical braking of a single wheel provided with the hub motor within a unit time is reduced, and the situation that a large braking torque acts on a few wheels within a short time, so that a high temperature is generated within the unit time and damage is caused to the hub motor is avoided.
Further, on the basis of the above embodiment, the calculation of the target braking torque applied to the individual wheels for the preset braking time based on the state information of the vehicle in step S300 described above includes steps S301 and S302 as follows.
Step S301, brake pedal information and accelerator pedal information are acquired.
Specifically, through the brake pedal information corresponding to the current position depth of the brake pedal, whether the current vehicle brakes according to subjective control of a user or not is judged, and whether the current vehicle accelerates according to subjective control of the user or not is judged according to the accelerator pedal information corresponding to the current position depth of the accelerator pedal.
Step S302, calculating a target braking torque applied to a single wheel in a preset braking time according to the brake pedal information, the accelerator pedal information and the state information of the vehicle.
Specifically, whether the current vehicle is braked and accelerated or accelerated based on subjective control of a user is judged according to brake pedal information and accelerator pedal information, and target braking torque applied to a single wheel in preset braking time is calculated according to state information such as the current vehicle speed v, a preset vehicle weight value m, a preset safety distance value S0, a wheel rolling radius r and the like.
It will be appreciated that in this embodiment, the brake pedal information and the accelerator pedal information are used to determine the subjective control intent of the user for the vehicle, and if the system detects that the user does need a more aggressive braking mode and the operating mode is appropriate, the control mode of the user is the dominant.
Further, on the basis of the above embodiment, the calculation of the target braking torque applied to the individual wheels for the preset braking time based on the brake pedal information, the accelerator pedal information, and the state information of the vehicle in step S302 described above includes steps S3021 to S3024 as follows.
Step S3021, calculating a reference braking torque applied to a single wheel during a preset braking time based on state information of the vehicle.
Specifically, according to the wheel rolling radius r, the current vehicle speed v, the safe distance preset value S0, and the distance information S1 of the current vehicle from the preceding vehicle, the following formula t= (r ((v) 2 * m)/(S0-S1)))/4, a reference braking torque T acting on the individual wheels during a preset braking time is calculated as a braking torque automatically generated by the vehicle auxiliary braking system for realizing braking of the vehicle in the current running state of the vehicle.
Step S3022, if the brake pedal information indicates that the position of the brake pedal is lower than the first preset depth and the position of the accelerator pedal information indicates that the position of the accelerator pedal is higher than the second preset depth, acquiring a pedal braking torque corresponding to the brake pedal information, and comparing the reference braking torque with the pedal braking torque.
Specifically, when the user steps on the brake pedal to perform subjective braking deceleration on the vehicle, the user has obvious braking deceleration intention, does not step on the accelerator pedal, or slightly steps on the accelerator pedal, and does not have obvious acceleration intention, the pedal braking torque corresponding to the position of the brake pedal at the moment is compared with the reference braking torque automatically generated by the auxiliary braking system of the vehicle.
And step S3023, determining the pedal braking torque as the target braking torque if the pedal braking torque is greater than or equal to the reference braking torque.
Specifically, if the pedal braking torque is greater than or equal to the reference braking torque, that is, relative to the determination made by the vehicle auxiliary braking system, the user has a stronger braking deceleration intention in the main aspect, at which time the pedal braking torque generated by the user by depressing the brake pedal is determined as the target braking torque that is ultimately used to perform vehicle braking.
For example, if the reference braking torque calculated by the vehicle auxiliary braking system according to the state information of the current vehicle is 30n·m, and the pedal braking torque generated by the user by stepping on the brake pedal is 35n·m or 30n·m, the pedal braking torque is greater than or equal to the reference braking torque, that is, the subjective control action of the user on the vehicle can meet the braking demand of the current vehicle to eliminate the risk of collision, so the pedal braking torque of 35n·m or 30n·m is taken as the target braking torque for finally executing the vehicle braking.
And step S3024, determining the reference braking torque as the target braking torque if the pedal braking torque is smaller than the reference braking torque.
Specifically, if the pedal braking torque is smaller than the reference braking torque, that is, the braking deceleration intention of the user in the main aspect is weak enough to meet the braking requirement of the current vehicle corresponding to eliminating the collision risk, compared with the judgment made by the auxiliary braking system of the vehicle, the reference braking torque automatically generated by the auxiliary braking system of the vehicle is determined as the target braking torque finally used for executing the vehicle braking.
For example, if the reference braking torque calculated by the vehicle auxiliary braking system according to the state information of the current vehicle is 30n·m, and the pedal braking torque generated by the user by stepping on the brake pedal is 25n·m, the pedal braking torque is smaller than the reference braking torque, that is, the user's subjective control action on the vehicle cannot meet the braking demand of the current vehicle to eliminate the risk of collision, the reference braking torque of 30n·m is taken as the target braking torque for finally executing the vehicle braking.
Further, on the basis of the above embodiment, after calculating the reference braking torque acting on the individual wheels for the preset braking time based on the state information of the vehicle in the above step S3021, the vehicle control method further includes steps S3025 to S3028 as follows.
In step S3025, if the brake pedal information indicates that the position of the brake pedal is higher than the first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is lower than the second preset depth, the steering control information of the vehicle is obtained.
Specifically, when the user does not step on the brake pedal, or steps on the brake pedal slightly, there is no obvious braking and decelerating intention, and the vehicle is accelerated by stepping on the accelerator pedal, there is a obvious accelerating intention, at this time, steering wheel angle information is obtained, and steering control information for realizing steering of the vehicle is determined according to the steering wheel angle information, so as to determine whether the user has an intention to control the steering of the vehicle at this time.
It should be noted that, the first preset depth for determining whether the user has an obvious braking and decelerating intention and the second preset depth for determining whether the user has an obvious accelerating intention may be the same depth or different depths, which are not specifically limited herein, and the following description will not be repeated in detail.
Step S3026, determining whether the vehicle has a collision risk according to the steering control information and the accelerator pedal information.
Specifically, according to the vehicle speed corresponding to the depth of the position of the accelerator pedal, and whether the vehicle turns based on user control, whether the distance between the front vehicle/obstacle and the current vehicle is smaller than a preset safe distance value is judged, so that whether the current vehicle has collision risk is determined.
And step S3027, if the vehicle has a collision risk, determining the reference braking torque as the target braking torque, so as to brake each wheel of the vehicle according to the target braking torque within the preset braking time.
Specifically, if the vehicle runs based on the steering control information and the accelerator pedal information, there is still a collision risk, that is, the user does not control the steering of the vehicle to avoid the front vehicle/obstacle in the case of stepping on the accelerator to control the acceleration of the vehicle, or controls the steering behavior of the vehicle to be insufficient to avoid the front vehicle/obstacle, the reference braking torque automatically generated by the auxiliary braking system of the vehicle is determined as the target braking torque finally used for executing the braking of the vehicle, and the vehicle is braked according to the target braking torque in the subsequent stage, so as to eliminate the collision risk.
Step S3028, if the vehicle does not have a collision risk, controlling the vehicle to travel according to the steering control information and the accelerator pedal information.
Specifically, if the vehicle runs based on the above-described steering control information and accelerator pedal information, it is possible to eliminate the risk of collision, that is, the user controls the steering of the vehicle to avoid a preceding vehicle/obstacle while stepping on the accelerator to control the acceleration of the vehicle, at which time the user performs dominant control of the vehicle, and the vehicle auxiliary brake system does not intervene in executing the vehicle braking.
Further, on the basis of the above embodiment, after calculating the reference braking torque acting on the individual wheels for the preset braking time based on the state information of the vehicle in step S3021 described above, the vehicle control method further includes step S3029 as follows.
And step S3029, if the brake pedal information indicates that the position of the brake pedal is higher than a first preset depth and the position of the accelerator pedal information indicates that the position of the accelerator pedal is higher than a second preset depth, or if the brake pedal information indicates that the position of the brake pedal is lower than the first preset depth and the position of the accelerator pedal information indicates that the position of the accelerator pedal is lower than the second preset depth, determining the reference brake torque as the target brake torque, so as to brake each wheel of the vehicle according to the target brake torque within the preset brake time.
Specifically, when the user does not step on the brake pedal or steps on the brake pedal slightly, there is no obvious braking deceleration intention, and does not step on the accelerator pedal or steps on the accelerator pedal slightly, there is no obvious acceleration intention, that is, at this time, the user does not adjust the running speed of the vehicle, there is a risk of collision based on the vehicle, so the reference brake torque automatically generated by the auxiliary brake system of the vehicle is determined as the target brake torque finally used for executing the braking of the vehicle, and the vehicle is braked according to the target brake torque in the subsequent stage, so as to eliminate the risk of collision.
And because the brake pedal and the accelerator pedal are less frequently seen in actual driving conditions, the special conditions such as ejection starting and the like are generally only present; when the vehicle is in a normal running state, the user simultaneously steps on the brake pedal and the accelerator pedal to a certain depth, at the moment, the auxiliary brake system of the vehicle judges that the vehicle is in a dangerous/emergency situation, and the user cannot normally judge and simultaneously steps on the brake pedal and the accelerator pedal, so that the auxiliary brake system of the vehicle directly intervenes in executing the vehicle brake in view of safe driving, automatically generated reference brake torque is determined as target brake torque finally used for executing the vehicle brake, and the vehicle is braked according to the target brake torque in a subsequent stage so as to eliminate collision risk.
Further, on the basis of the above embodiment, the monitoring of the state information of the vehicle in step S100 described above includes steps S101 to S104 as follows.
Step S101, detecting whether a quality input instruction exists.
Step S102, if the quality input command is detected, determining a preset loading quality corresponding to the quality input command, where the preset loading quality is used to characterize the quality of personnel and objects located in the vehicle.
Step S103, if the mass input command is not detected, determining the maximum loading mass of the vehicle as a preset loading mass.
Step S104, determining the current vehicle mass according to the preset loading mass and the preset equipment mass of the vehicle, judging whether the vehicle has collision risk according to the current vehicle mass, and calculating the target braking torque.
Specifically, inertia of the vehicle is affected due to the vehicle weight, and the vehicle is determined based on the formula t= (r ((v) 2 * m)/(S0-S1)))/4; wherein T is a target braking torque, r is a wheel rolling radius, v is a current vehicle speed, m is a preset vehicle weight value, S0 is a preset safety distance value, and S1 is distance information of the current vehicle from a front vehicle; thus requiring the user to trigger a mass input command, i.e. on, while driving the vehicle And inputting a rough loading quality sum through the main control screen, wherein the loading quality sum comprises the personnel quality of riding and the quality of the loaded articles, and adding the loading quality sum with the preset equipment quality of the vehicle to obtain the preset vehicle weight value as the vehicle quality.
If the quality input instruction is not detected, that is, if the user does not input the sum of the loading quality through the main control screen, taking the maximum loading quality of the vehicle as a preset loading quality from the safety consideration, and adding the preset loading quality and the preset preparation quality of the vehicle to obtain a preset vehicle weight value.
It will be appreciated that in an alternative embodiment, the safety distance preset value S0 is set by the user by inputting a value through the main control screen, and the safety distance preset value S0 is typically in the range of 0.5 m to 1.5 m.
Fig. 3 shows an application flowchart of an embodiment of the present application, including the following steps S311 to S318.
In step S311, when the vehicle is in a driving state, state information of the vehicle, such as steering wheel angle information, current vehicle speed v, preset vehicle weight value m, preset safety distance value S0, wheel rolling radius r, accelerator pedal information, brake pedal information, braking force map, distance information S of the current vehicle from the preceding vehicle, etc., is continuously monitored, and whether collision risk exists is determined according to the state information.
In step S312, when it is determined that the vehicle is currently at risk of collision, the vehicle auxiliary brake system calculates a reference brake torque T according to the above-described state information, and determines whether the vehicle brake is required to be performed according to the reference brake torque T in the following manner by whether the brake pedal and the accelerator pedal have depth, that is, whether the user has an obvious brake deceleration intention or acceleration intention. In this step, the code A, B and C based on the condition of the vehicle are determined, and the record classification is performed in a binary manner.
Step S313, when a user steps on a brake pedal, the brake pedal has obvious braking and decelerating intention, and the depth of the position of the brake pedal is larger than or equal to the reference braking torque corresponding to the generated pedal braking torque, so that the braking requirement of the vehicle corresponding to the collision risk elimination can be met, the auxiliary braking system of the vehicle does not intervene in the braking process of the vehicle, and the user controls the vehicle; if the user does not step on the brake pedal or steps on the brake pedal slightly, i.e. without a significant braking deceleration intention, step S316 is performed.
Step S314, when the user steps on the accelerator pedal and has a significant acceleration intention, it is determined whether there is a turning intention currently according to the steering control information corresponding to the steering wheel angle information, if there is a turning intention, step S315 is executed, and if there is no turning intention, step S316 is executed.
Step S315, judging whether the vehicle can avoid collision based on the current acceleration behavior and turning control when the user steps on the accelerator pedal and the turning intention exists; if collision can be avoided, the auxiliary vehicle braking system does not intervene in the vehicle braking process and is controlled by a user-guided vehicle; if there is still a collision risk, step S316 is performed.
Step S316, when the user does not tread the brake pedal, or tread the brake pedal slightly, namely, has no obvious braking deceleration intention; or, the user steps on the accelerator pedal, has obvious acceleration intention and has no turning intention; or, the vehicle is still at risk for collision based on current acceleration behavior and turn control; or, the user simultaneously steps on the brake pedal and the accelerator pedal; the method comprises the steps of determining that a vehicle is in an emergency/dangerous condition at present and has collision risk, enabling a vehicle auxiliary braking system to intervene in a vehicle braking process, and enabling the vehicle auxiliary braking system to act on each wheel within a preset braking time according to the calculated reference braking torque so as to brake the vehicle.
Step S317, after controlling running based on the user-guided vehicle or the vehicle auxiliary braking system intervenes to realize the braking of the vehicle, continuously monitoring and judging whether the vehicle has collision risk; if the collision risk still exists in the vehicle, returning to the step S312; if there is no risk of collision for the vehicle, step S318 is performed.
Step S318, detecting the power-on/off state of the vehicle, or detecting whether the vehicle is still in a driving state; if the vehicle is still in the powered-on state or the vehicle is still in the running state, the process returns to step S311.
The following describes an embodiment of an apparatus of the present application that may be used to perform the vehicle control method in the above-described embodiments of the present application. Fig. 4 schematically shows a block diagram of a vehicle control apparatus provided in an embodiment of the present application. As shown in fig. 4, the vehicle control apparatus 400 includes:
a status monitoring module 410 configured to monitor status information of the vehicle;
a risk judging module 420 configured to judge whether the vehicle is at risk of collision according to the state information of the vehicle;
a torque calculation module 430 configured to calculate a target braking torque applied to a single wheel based on a preset braking time according to state information of the vehicle if the vehicle is at risk of collision;
a braking module 440 configured to brake each wheel of the vehicle according to the target braking torque for the preset braking time.
In one embodiment of the present application, based on the above embodiment, the torque calculation module includes:
An acquisition unit configured to acquire brake pedal information and accelerator pedal information;
and a calculation unit configured to calculate a target braking torque acting on a single wheel within a preset braking time based on the brake pedal information, the accelerator pedal information, and the state information of the vehicle.
In one embodiment of the present application, based on the above embodiment, the calculation unit includes:
a reference torque calculation unit configured to calculate a reference braking torque applied to a single wheel during a preset braking time based on state information of the vehicle;
the first torque determining unit is configured to acquire pedal braking torque corresponding to the brake pedal information and compare the reference braking torque with the pedal braking torque if the brake pedal information indicates that the position of the brake pedal is lower than a first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is higher than a second preset depth; if the pedal braking torque is greater than or equal to the reference braking torque, determining the pedal braking torque as the target braking torque; and determining the reference braking torque as the target braking torque if the pedal braking torque is smaller than the reference braking torque.
In an embodiment of the present application, based on the above embodiment, the computing unit further includes:
the second torque determining unit is configured to acquire steering control information of the vehicle if the brake pedal information indicates that the position of the brake pedal is higher than a first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is lower than a second preset depth; judging whether the vehicle has collision risk or not according to the steering control information and the accelerator pedal information; if the vehicle has collision risk, determining the reference braking torque as the target braking torque so as to brake each wheel of the vehicle according to the target braking torque within the preset braking time; and if the vehicle does not have collision risk, controlling the vehicle to run according to the steering control information and the accelerator pedal information.
In an embodiment of the present application, based on the above embodiment, the computing unit further includes:
and the third torque determining unit is configured to determine the reference braking torque as the target braking torque if the position of the brake pedal information representing the brake pedal is higher than a first preset depth and the position of the accelerator pedal information representing the accelerator pedal is higher than a second preset depth, or if the position of the brake pedal information representing the brake pedal is lower than the first preset depth and the position of the accelerator pedal information representing the accelerator pedal is lower than the second preset depth, so as to brake each wheel of the vehicle according to the target braking torque within the preset braking time.
In one embodiment of the present application, based on the above embodiment, the status monitoring module includes:
an instruction detection unit configured to detect whether or not there is a quality input instruction;
a mass determination unit configured to determine a preset loading mass corresponding to the mass input instruction, the preset loading mass being used to characterize the mass of persons and articles located in the vehicle, if the mass input instruction is detected; or if the quality input instruction is not detected, determining the maximum loading quality of the vehicle as a preset loading quality; and determining the current vehicle mass according to the preset loading mass and the preset equipment mass of the vehicle, judging whether the vehicle has collision risk according to the current vehicle mass, and calculating the target braking torque.
Fig. 5 schematically shows a block diagram of a computer system for implementing an electronic device according to an embodiment of the present application.
It should be noted that, the computer system 500 of the electronic device shown in fig. 5 is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application.
As shown in fig. 5, the computer system 500 includes a central processing unit 501 (Central Processing Unit, CPU) which can execute various appropriate actions and processes according to a program stored in a Read-Only Memory 502 (ROM) or a program loaded from a storage section 508 into a random access Memory 503 (Random Access Memory, RAM). In the random access memory 503, various programs and data required for the system operation are also stored. The central processing unit 501, the read only memory 502, and the random access memory 503 are connected to each other via a bus 504. An Input/Output interface 505 (i.e., an I/O interface) is also connected to bus 504.
The following components are connected to the input/output interface 505: an input section 506 including a keyboard, a mouse, and the like; an output portion 507 including a Cathode Ray Tube (CRT), a liquid crystal display (Liquid Crystal Display, LCD), and the like, and a speaker, and the like; a storage portion 508 including a hard disk and the like; and a communication section 509 including a network interface card such as a local area network card, a modem, or the like. The communication section 509 performs communication processing via a network such as the internet. The drive 510 is also connected to the input/output interface 505 as needed. A removable medium 511 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is mounted on the drive 510 as needed so that a computer program read therefrom is mounted into the storage section 508 as needed.
In particular, according to embodiments of the present application, the processes described in the various method flowcharts may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flowcharts. In such an embodiment, the computer program may be downloaded and installed from a network via the communication portion 509, and/or installed from the removable media 511. The computer program, when executed by the central processor 501, performs the various functions defined in the system of the present application.
It should be noted that, the computer readable medium shown in the embodiments of the present application may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-Only Memory (ROM), an erasable programmable read-Only Memory (Erasable Programmable Read Only Memory, EPROM), flash Memory, an optical fiber, a portable compact disc read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present application, however, a computer-readable signal medium may include a data signal that propagates in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the foregoing.
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams or flowchart illustration, and combinations of blocks in the block diagrams or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
It should be noted that although in the above detailed description several modules or units of a device for action execution are mentioned, such a division is not mandatory. Indeed, the features and functions of two or more modules or units described above may be embodied in one module or unit, in accordance with embodiments of the present application. Conversely, the features and functions of one module or unit described above may be further divided into a plurality of modules or units to be embodied.
From the above description of embodiments, those skilled in the art will readily appreciate that the example embodiments described herein may be implemented in software, or may be implemented in software in combination with the necessary hardware. Thus, the technical solution according to the embodiments of the present application may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (may be a CD-ROM, a usb disk, a mobile hard disk, etc.) or on a network, and includes several instructions to cause a computing device (may be a personal computer, a server, a touch terminal, or a network device, etc.) to perform the method according to the embodiments of the present application.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains.
It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims (8)

1. A vehicle control method, characterized by comprising:
monitoring state information of a vehicle;
judging whether the vehicle has collision risk according to the state information of the vehicle;
if the vehicle has collision risk, acquiring brake pedal information and accelerator pedal information;
calculating a reference braking torque applied to a single wheel during a preset braking time according to the state information of the vehicle by the following formula:
T＝(r*((v 2 *m)/(S0-S1)))/4；
wherein T is reference braking torque, r is wheel rolling radius, v is current vehicle speed, m is preset vehicle weight value, S0 is preset safe distance value, and S1 is distance information of the current vehicle from the front vehicle;
if the brake pedal information indicates that the position of the brake pedal is lower than a first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is higher than a second preset depth, acquiring pedal braking torque corresponding to the brake pedal information, and comparing the reference braking torque with the pedal braking torque;
if the pedal braking torque is greater than or equal to the reference braking torque, determining the pedal braking torque as a target braking torque; the method comprises the steps of,
if the pedal braking torque is smaller than the reference braking torque, determining the reference braking torque as the target braking torque;
And braking each wheel of the vehicle according to the target braking torque within the preset braking time.
2. The vehicle control method according to claim 1, characterized in that after calculating a reference braking torque acting on a single wheel for a preset braking time based on state information of the vehicle, the vehicle control method further comprises:
if the brake pedal information indicates that the position of the brake pedal is higher than a first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is lower than a second preset depth, acquiring steering control information of the vehicle;
judging whether the vehicle has collision risk or not according to the steering control information and the accelerator pedal information;
and if the vehicle has collision risk, determining the reference braking torque as the target braking torque so as to brake each wheel of the vehicle according to the target braking torque within the preset braking time.
3. The vehicle control method according to claim 2, characterized in that after judging whether the vehicle is at risk of collision based on the steering control information and the accelerator pedal information, the vehicle control method further comprises:
And if the vehicle does not have collision risk, controlling the vehicle to run according to the steering control information and the accelerator pedal information.
4. The vehicle control method according to claim 1, characterized in that after calculating a reference braking torque acting on a single wheel for a preset braking time based on state information of the vehicle, the vehicle control method further comprises:
and if the position of the brake pedal information representing the brake pedal is higher than a first preset depth and the position of the accelerator pedal information representing the accelerator pedal is higher than a second preset depth, or if the position of the brake pedal information representing the brake pedal is lower than the first preset depth and the position of the accelerator pedal information representing the accelerator pedal is lower than the second preset depth, determining the reference brake torque as the target brake torque, so that each wheel of the vehicle is braked according to the target brake torque within the preset brake time.
5. The vehicle control method according to claim 1, characterized in that monitoring state information of the vehicle includes:
detecting whether a quality input instruction exists or not;
if the quality input instruction is detected, determining a preset loading quality corresponding to the quality input instruction, wherein the preset loading quality is used for representing the quality of personnel and articles in the vehicle; or,
If the quality input instruction is not detected, determining the maximum loading quality of the vehicle as a preset loading quality;
and determining the current vehicle mass according to the preset loading mass and the preset equipment mass of the vehicle, judging whether the vehicle has collision risk according to the current vehicle mass, and calculating the target braking torque.
6. A vehicle control apparatus, characterized by comprising:
a state monitoring module configured to monitor state information of a vehicle;
a risk judging module configured to judge whether the vehicle has a collision risk according to the state information of the vehicle;
a torque calculation module configured to calculate a target braking torque applied to a single wheel based on a preset braking time according to state information of the vehicle if the vehicle has a collision risk;
a braking module configured to brake each wheel of the vehicle according to the target braking torque within the preset braking time;
wherein the torque calculation module includes:
an acquisition unit configured to acquire brake pedal information and accelerator pedal information;
a reference torque calculation unit configured to calculate a reference braking torque acting on a single wheel during a preset braking time according to state information of the vehicle by the following formula:
T＝(r*((v 2 *m)/(S0-S1)))/4；
Wherein T is reference braking torque, r is wheel rolling radius, v is current vehicle speed, m is preset vehicle weight value, S0 is preset safe distance value, and S1 is distance information of the current vehicle from the front vehicle;
the first torque determining unit is configured to acquire pedal braking torque corresponding to the brake pedal information and compare the reference braking torque with the pedal braking torque if the brake pedal information indicates that the position of the brake pedal is lower than a first preset depth and the accelerator pedal information indicates that the position of the accelerator pedal is higher than a second preset depth; if the pedal braking torque is greater than or equal to the reference braking torque, determining the pedal braking torque as the target braking torque; and determining the reference braking torque as the target braking torque if the pedal braking torque is smaller than the reference braking torque.
7. A terminal device, characterized in that the terminal device comprises: a memory, a processor, and a vehicle control program stored on the memory and executable on the processor, which when executed by the processor, implements the vehicle control method according to any one of claims 1 to 5.
8. A storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle control method according to any one of claims 1 to 5.
CN202310479961.4A 2023-04-27 2023-04-27 Vehicle control method, device, terminal and medium Active CN116461508B (en)

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