WO2020113805A1 - 一种自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质 - Google Patents

一种自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质 Download PDF

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Publication number
WO2020113805A1
WO2020113805A1 PCT/CN2019/073382 CN2019073382W WO2020113805A1 WO 2020113805 A1 WO2020113805 A1 WO 2020113805A1 CN 2019073382 W CN2019073382 W CN 2019073382W WO 2020113805 A1 WO2020113805 A1 WO 2020113805A1
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Prior art keywords
curve
current
vehicle
acceleration
type
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PCT/CN2019/073382
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English (en)
French (fr)
Inventor
梅兴泰
邓成
马传帅
林长青
李秦
曾奇
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Priority to US17/309,476 priority Critical patent/US20220017071A1/en
Publication of WO2020113805A1 publication Critical patent/WO2020113805A1/zh
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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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
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    • 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
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Definitions

  • the invention relates to the technical field of vehicle control, in particular to an adaptive vehicle curve auxiliary control method, device, computer equipment and storage medium.
  • the performance of the curve is very important, it is closely related to the handling, comfort and safety of the vehicle.
  • the electronic body stabilization system (ESC) of passenger cars only works when the vehicle is critically unstable or has become unstable, and it cannot improve the performance of the vehicle in most cornering conditions. Chassis tuning alone is difficult to achieve good performance when most vehicles do not yet use active suspension. Therefore, it is necessary to use assisted driving technology to improve the vehicle’s handling and stability when cornering.
  • Nissan’s AHA and Mazda’s GVC is the relevant technology. Through the control of driving and braking, the performance of the vehicle's corners can be improved without adding hardware.
  • the vehicle curve control technology in the prior art has more or less deficiencies.
  • the vehicle curve control technology adopted in some examples can determine the comfortable speed according to the map information and the comfortable lateral acceleration of the human body, and then perform the corresponding longitudinal control. It is suitable for use in the ACC system, it needs to know the curve information in advance, and the environment perception is more complicated; and it is a strong intervention scheme, which is easy to conflict with the driver's driving intention.
  • the technical problem to be solved by the embodiments of the present invention is to provide an adaptive vehicle corner assist control method, device, computer equipment and storage medium, which are easy to implement and can select appropriate control parameters according to the operating conditions and the type of driver, Improve the auxiliary control effect of vehicle cornering.
  • An aspect of the present invention provides an adaptive vehicle corner assist control method, including the following steps:
  • Step S10 Identify the type of the current curve according to the signal of the sensor of the vehicle, corresponding to the type of the curve, calculate or measure the lateral acceleration based on the model, and obtain the lateral impact of the current vehicle according to the lateral acceleration degree;
  • Step S11 calculating according to the lateral impact degree to obtain the desired longitudinal acceleration
  • Step S12 according to the desired longitudinal acceleration and the current actual longitudinal acceleration, determine the current activation type of curve assist control
  • Step S13 According to the activation type, combined with at least one of the current ramp type, road surface adhesion coefficient and driver type, coordinately control the engine torque or/and ESC braking intensity to achieve the desired longitudinal control of the vehicle curve.
  • step S10 further includes:
  • step S100 the vehicle speed and the steering wheel signal are detected in real time, the first product of the steering wheel angle (SWA) and the steering wheel angle speed (SWAR) is obtained, and the current curve stage is determined according to the first product.
  • the phase of the road includes: the phase of entering the curve, the middle of the curve, and the phase of exiting the curve;
  • step S101 during the curve entry phase, the measured lateral acceleration (G y ) is combined to determine the type of the curve.
  • the type of the curve includes: a conventional curve and a special curve.
  • the conventional curve is a U-shaped curve Road or L-shaped curve
  • the special curve is a serpentine curve or line-shifting condition;
  • Step S102 when the current curve is a conventional curve, calculate the lateral acceleration according to the steady-state steering approximate model, and obtain the lateral impact degree according to the lateral acceleration;
  • the lateral acceleration is obtained through sensor measurement, and the lateral impact degree is obtained according to the lateral acceleration.
  • step S100 is specifically:
  • the curve stage is a middle curve stage or a straight stage
  • the curve phase is a curve exit phase.
  • step S101 is specifically:
  • the current curve type is a conventional curve; when the measured lateral acceleration (G y ) is greater than At the second threshold, it is determined that the current curve type is a special curve.
  • step S102 includes:
  • the lateral acceleration (G y ) is calculated according to the following formula:
  • r is the yaw rate
  • l is the wheelbase
  • V is the vehicle speed
  • ⁇ is the front wheel angle
  • A is the stability factor
  • m is the mass of the car
  • a is the distance from the center of mass to the front axle
  • b is the distance from the center of mass to the rear axle
  • k 1 and k 2 are the lateral stiffness of the front and rear tires, respectively;
  • step S11 includes calculating the desired longitudinal acceleration by the following formula:
  • G x is the desired longitudinal acceleration and G y is the lateral acceleration, Is the lateral impact degree, sgn is the sign function, C xy is the defined scale factor, T is the delay time, and s is the Laplace transform marker.
  • the method further includes the step of correcting the desired longitudinal acceleration:
  • the step S12 specifically includes:
  • auxiliary control is in-turn activation
  • the activation type that triggers the current curve assist control is steady-state turning activation ;
  • the deceleration intention or acceleration intention is determined by the accelerator or master cylinder pressure of the vehicle.
  • step S13 is specifically:
  • the vehicle is driven at a constant speed by controlling the engine torque or ESC braking according to the engine torque state and the current longitudinal acceleration, using feedback control;
  • the current engine is subjected to torque increase processing to achieve the desired longitudinal control.
  • step S13 further includes:
  • the relationship between the tire slip and the longitudinal acceleration of the vehicle is used to estimate the road surface adhesion coefficient, and based on the estimated road surface adhesion coefficient, the scale factor C xy and the delay time T corresponding to the number of road surface adhesion systems are obtained, using The first formula obtains the latest expected longitudinal acceleration G x ; or/and
  • the driver's style and ability are identified, the scale factor C xy and the delay time T corresponding to the driver's style and ability are obtained, and the latest expected longitudinal acceleration G x is obtained using the formula one.
  • it further includes: pre-calibrating the scale factor C xy and the delay time T in the curve-in and curve-out phases corresponding to various working conditions, road surface adhesion coefficients, driver styles and capabilities.
  • an adaptive vehicle corner assist control device includes:
  • the pre-processing unit is used to identify the type of the current curve according to the signal of the sensor of the vehicle, corresponding to the type of the curve, calculate or measure the lateral acceleration based on the model, and obtain the current vehicle acceleration according to the lateral acceleration Lateral impact
  • An expected longitudinal acceleration acquiring unit configured to perform calculation according to the lateral impact degree to obtain the desired longitudinal acceleration
  • An activation type determining unit configured to determine the current activation type for curve assist control according to the desired longitudinal acceleration and the current actual longitudinal acceleration
  • Longitudinal control processing unit for collaboratively controlling engine torque or/and ESC braking intensity based on the activation type and combining at least one of the current ramp type, road surface adhesion coefficient and driver type to achieve the desired longitudinal direction of the vehicle's curve control.
  • the device is an independent device, which is connected to the vehicle's electric power steering system, gearbox controller, body stability control system, and engine controller; or
  • the device is integrated in the electric power steering system or the body stability control system.
  • Still another aspect of the present invention provides a computer device, including a memory, a processor, and a computer program stored on the memory and executable on the processor.
  • the processor executes the computer program, the following is implemented: step:
  • Step S10 Identify the type of the current curve according to the signal of the sensor of the vehicle, corresponding to the type of the curve, calculate or measure the lateral acceleration based on the model, and obtain the lateral impact of the current vehicle according to the lateral acceleration degree;
  • Step S11 calculating according to the lateral impact degree to obtain the desired longitudinal acceleration
  • Step S12 according to the desired longitudinal acceleration and the current actual longitudinal acceleration, determine the current activation type of curve assist control
  • Step S13 According to the activation type, combined with at least one of the current ramp type, road surface adhesion coefficient and driver type, coordinately control the engine torque or/and ESC braking intensity to achieve the desired longitudinal control of the vehicle curve.
  • Still another aspect of the present invention provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the following steps are realized;
  • Step S10 Identify the type of the current curve according to the signal of the sensor of the vehicle, corresponding to the type of the curve, calculate or measure the lateral acceleration based on the model, and obtain the lateral impact of the current vehicle according to the lateral acceleration degree;
  • Step S11 calculating according to the lateral impact degree to obtain the desired longitudinal acceleration
  • Step S12 according to the desired longitudinal acceleration and the current actual longitudinal acceleration, determine the current activation type of curve assist control
  • Step S13 According to the activation type, combined with at least one of the current ramp type, road surface adhesion coefficient and driver type, coordinately control the engine torque or/and ESC braking intensity to achieve the desired longitudinal control of the vehicle curve.
  • the adaptive vehicle corner assist control method, device, computer equipment and storage medium provided by the present invention can analyze the driver's manipulation intention according to the existing sensors of the vehicle, the steering wheel, the accelerator and the brake pedal.
  • the vehicle's lateral signal applies a certain longitudinal control to improve the vehicle's cornering performance;
  • the embodiment of the present invention effectively solves the problem of excessive side impact degree fluctuation based on the model and measured lateral acceleration; it can identify the driving conditions (curve type, slope, road surface adhesion coefficient) and driver type, And select the appropriate control parameters according to the working conditions and the type of driver to ensure the control performance of each working condition. Detect the driver's driving intention, achieve a good fusion of system intervention and driver manipulation, control the system's intensity of action, and prevent the driver from feeling abrupt.
  • the model-based feedforward control method is used to coordinately control the engine and ESC, effectively alleviating the lag of the controller and achieving the expected longitudinal acceleration control. Through the above methods, it is easier, more comfortable and safer for the driver to take turns.
  • a certain curve assist control is performed on the vehicle to realize the adaptive control of different driving conditions and the driver's cornering, and improve the vehicle's cornering maneuverability , Comfort and stability.
  • FIG. 1 is an application environment diagram of an adaptive vehicle corner assist control method provided by the present invention
  • FIG. 2 is a schematic diagram of connection between the adaptive vehicle cornering assist device according to the present invention and other controllers in the vehicle;
  • FIG. 3 is a schematic diagram of the main flow of an embodiment of an adaptive vehicle curve assist control method provided by the present invention.
  • FIG. 4 is a schematic flowchart of a judgment process of a common curve and a special curve involved in step S10 in FIG. 3;
  • FIG. 5 is a schematic diagram of correcting the expected longitudinal acceleration in a special curve in step S12 in FIG. 3;
  • FIG. 6 is a schematic diagram of the steering wheel threshold involved in the curve assist control involved in step S12 in FIG. 3;
  • FIG. 7 is a schematic flowchart of determining a curve activation type involved in step S12 in FIG. 3;
  • FIG. 8 is a schematic structural diagram of an embodiment of an adaptive vehicle curve assist control device provided by the present invention.
  • FIG. 9 is a schematic diagram of an internal structure of an embodiment of a computer device provided by the present invention.
  • the adaptive vehicle cornering auxiliary control method provided by this application can be applied in the application environment shown in FIG. 1.
  • the electronic device communicates with each sensor through a bus.
  • the electronic device includes a processor, a non-volatile storage medium, an internal memory, and an input device connected through a system bus.
  • the non-volatile storage medium of the electronic device stores the operating system, and also includes an adaptive vehicle curve assist control device.
  • the adaptive vehicle curve assist control device of the electronic device is used to implement an adaptive vehicle curve Road auxiliary control method.
  • the processor is used to provide computing and control capabilities to support the operation of the entire electronic device.
  • the internal memory in the electronic device provides an environment for the operation of the adaptive vehicle corner assist control device in the non-volatile storage medium.
  • the adaptive vehicle corner assist control device can analyze the driver's maneuvering intention based on the vehicle's existing sensors, the steering wheel, the accelerator, and the brake pedal, and apply certain longitudinal control according to the vehicle's lateral signal during the curve To improve the vehicle's cornering performance.
  • the electronic device includes but is not limited to various vehicle-mounted terminals, body controllers, etc., but may also be but not limited to various personal computers, notebook computers, smart phones, tablet computers and portable wearable devices.
  • the electronic device including the adaptive vehicle curve assist control device communicates with the controller of the current passenger car.
  • the controller of these passenger cars may include Such as electric power steering (EPS), gearbox controller (TCU), body stability control system (ESC), engine controller (EMS).
  • EPS electric power steering
  • TCU gearbox controller
  • ESC body stability control system
  • EMS engine controller
  • a wheel speed sensor In existing vehicles, a wheel speed sensor, a steering wheel angle sensor, an accelerator pedal position sensor, and an ESC are generally installed.
  • the ESC is installed with a sensor to measure longitudinal and lateral acceleration, and estimate the vehicle speed and yaw acceleration.
  • the adaptive vehicle dynamic control device may be integrated into an existing controller of the vehicle, such as ESC or EMS.
  • FIG. 3 it is a schematic flowchart of an embodiment of an adaptive vehicle corner assist control method provided by the present invention.
  • the method includes the following steps:
  • Step S10 Identify the type of the current curve according to the signal of the sensor of the vehicle, corresponding to the type of the curve, calculate or measure the lateral acceleration based on the model, and obtain the lateral impact of the current vehicle according to the lateral acceleration degree;
  • the sensors of the vehicle include but are not limited to wheel speed sensors, steering wheel angle sensors, accelerator pedal position sensors, and sensors that measure longitudinal and lateral acceleration;
  • step S10 further includes:
  • step S100 the vehicle speed and the steering wheel signal are detected in real time by the sensor to obtain the first product of the steering wheel angle (SWA) and the steering wheel angle speed (SWAR), and the current curve stage is determined according to the first product.
  • the described curve phases include: the curve entry phase, the curve intermediate phase, and the curve exit phase;
  • the adaptive vehicle dynamic controller detects the vehicle speed and steering wheel signal in real time to determine the vehicle's cornering status.
  • the curve assist only moves when it exceeds a certain lateral acceleration, so it is not activated when the vehicle speed is below a certain threshold (for example, the vehicle speed is less than 30km/h).
  • the curve judgment is achieved by the product of the steering wheel and its derivative. For example, in some examples, when SWA*SWAR is positive, it is a turn (SWA is the steering wheel angle, SWAR is the steering wheel angle derivative, hereinafter referred to as the steering wheel angle speed), which is negative For the bend.
  • SWAR When SWAR is within a certain threshold range, it is considered stable, but when the steering wheel has just entered a steady state, the lateral acceleration of the vehicle still changes due to hysteresis, so the judgment of entering a corner can also be combined with the lateral acceleration signal.
  • the curve stage is a curve entry stage, and the curve entry flag is set to -1;
  • the curve stage is a curve-out stage, and the curve-in flag is set to 1.
  • Step S101 during the curve entry phase (that is, when the curve entry flag is -1), combined with the measured lateral acceleration (G y ), determine the type of the curve, the type of the curve includes: a conventional curve and a special curve ,
  • the conventional curve is a U-shaped curve or an L-shaped curve
  • the special curve is a serpentine curve or a line-shifting condition
  • the current curve type is a conventional curve; when the measured lateral acceleration (G y ) When it is greater than the second threshold, determine that the current curve type is a special curve.
  • Step S102 when the current curve is a regular curve, for U-shaped curve and L-shaped curve and other long curves, there are turning-in, steady-state turning and turning-out processes.
  • the basic principles are deceleration, The vehicle turns at a constant speed when turning in a steady state and accelerates when going out. The size of acceleration and deceleration should not be too large to avoid driver discomfort when intervening.
  • the expected acceleration of deceleration and acceleration also refers to the lateral acceleration
  • the lateral acceleration G y is estimated using the steering wheel angle and the vehicle speed, and then the lateral impact degree is obtained by derivation
  • the lateral acceleration (G y ) is calculated according to the following formula:
  • r is the yaw rate
  • l is the wheelbase
  • V is the vehicle speed
  • ⁇ is the front wheel angle
  • A is the stability factor
  • m is the mass of the car
  • a is the distance from the center of mass to the front axle
  • b is the distance from the center of mass to the rear axle
  • k 1 and k 2 are the lateral stiffness of the front and rear tires, respectively;
  • the above method of calculating lateral acceleration does not take into account the influence of the transient process of steering. For corners that have no obvious transient effect, for example, U-shaped bends and L-shaped bends can ensure accuracy.
  • the vehicle when the current curve is a special curve, the vehicle only has the process of entering and exiting the curve when changing lines and in a serpentine working condition.
  • the serpentine and line-shifting conditions when the vehicle quickly changes from one side roll to the other, the lateral acceleration is large, and the jerk is also large during this process.
  • the experiment proves that the lateral acceleration G y and Both are relatively reliable, so here the control variable is derived using the measured lateral acceleration.
  • the lateral acceleration is obtained through sensor measurement, and the lateral impact degree is obtained according to the lateral acceleration.
  • the corresponding control parameters are calibrated.
  • the absolute value of the target acceleration of deceleration is controlled within 0.05g.
  • Different parameters are used for serpentine and ordinary turns, and the values of C xy and T for accelerating out of corners are different from those for deceleration when entering corners.
  • the response of the vehicle is different, and the parameters C xy and T vary with the vehicle speed, which can achieve better control effects.
  • Step S11 calculating according to the lateral impact degree to obtain the desired longitudinal acceleration
  • the step S11 includes calculating and obtaining the desired longitudinal acceleration by the following formula:
  • G x is the desired longitudinal acceleration and G y is the lateral acceleration, Is the lateral impact degree, sgn is the sign function, C xy is the defined scale factor, T is the delay time, and s is the Laplace transform marker.
  • the method further includes the step of correcting the desired longitudinal acceleration:
  • the desired longitudinal acceleration is adjusted to achieve a proportional reduction with the lateral acceleration G y .
  • FIG. 5 a schematic diagram of correcting the desired longitudinal acceleration is shown. After correction, the impact can be effectively reduced.
  • Step S12 according to the desired longitudinal acceleration and the current actual longitudinal acceleration, determine the current activation type of curve assist control
  • the step S12 specifically includes:
  • the activation type that triggers the current corner assist control is corner entry activation
  • the activation type that triggers the current curve assist control is steady-state turning activation ;
  • the deceleration intention or acceleration intention is determined by the accelerator or master cylinder pressure of the vehicle.
  • the method for determining the deceleration intention may be: if it is detected that the driver suddenly retracts the throttle at this time, or the master cylinder pressure reaches a certain threshold, it indicates that the driver has an intention to decelerate.
  • Step S13 According to the activation type, combined with at least one of the current ramp type, road surface adhesion coefficient and driver type, coordinately control the engine torque or/and ESC braking intensity to achieve the desired longitudinal control of the vehicle curve.
  • step S13 is specifically:
  • the engine torque reduction or ESC braking it is necessary to determine whether to use the engine torque reduction or ESC braking according to the desired deceleration. It can first be determined that the engine torque drops to the minimum at each vehicle speed when driving straight on a horizontal road When the vehicle decelerates. In a curve, the operation of the actuator is determined according to the magnitude of the desired acceleration and the deceleration ability of the engine to reduce torque.
  • the engine control uses open-loop control, because the torque reduction duration of the engine is short, it is difficult to achieve the expected feedback control, and the torque prediction control can only be based on the model. However, this method will cause a large deviation on the slope. Generally speaking, the engine torque may have been reduced to the minimum when going downhill.
  • the model-based engine torque prediction control is used.
  • ESC is used to control deceleration.
  • the ESC deceleration control here controls the brake fluid through the solenoid valve to increase the pressure of the wheel cylinder and push the caliper brake.
  • the ESC generally comes from the supplier.
  • the supplier provides a control interface for the overall deceleration of the vehicle.
  • the pressure of each wheel cylinder can be controlled independently, which can achieve a better turning assist control effect.
  • the vehicle is driven at a constant speed by controlling the engine torque or ESC braking according to the engine torque state and the current longitudinal acceleration, using feedback control;
  • the control target vehicle longitudinal acceleration is 0, and the method adopted is feedback control.
  • the engine torque state and the current longitudinal acceleration if a larger engine torque is required at a constant speed, the engine will be significantly increased The noise is not increased. If the vehicle is on a downhill slope, the engine torque even reaches the minimum, and at this time, a braking request is made to the ESC to control constant speed driving.
  • the current engine is subjected to torque increase processing to achieve the desired longitudinal control.
  • model-based open-loop control is used to increase the torque of the current engine based on the expected longitudinal acceleration and the current longitudinal acceleration.
  • the engine noise increased significantly, and the transmission did not shift during the torque increase.
  • step S13 further includes:
  • the relationship between the tire slip and the longitudinal acceleration of the vehicle is used to estimate the road surface adhesion coefficient, and based on the estimated road surface adhesion coefficient, the control parameters corresponding to the number of road surface adhesion systems, namely the scale factor C xy and the delay, are obtained At time T, use the formula 1 to obtain the latest expected longitudinal acceleration G x ; or/and
  • the driver's style and ability are identified, the scale factor C xy and the delay time T corresponding to the driver's style and ability are obtained, and the latest expected longitudinal acceleration G x is obtained using the formula one.
  • the driver's style is conservative and aggressive, and the driver's ability is defined as novice and proficient.
  • different control parameters including scale factor C xy and delay time T are adopted, so as to achieve the effect of man-vehicle integration and achieve good corner assist performance.
  • control parameters corresponding to the entry and exit phases corresponding to various working conditions Namely the scale factor C xy and the delay time T.
  • an adaptive vehicle corner assist control device 1 is also provided.
  • the device includes a preprocessing unit 10, a desired longitudinal acceleration acquisition unit 11, an activation type determination unit 12, and Longitudinal control processing unit 13, in which:
  • the pre-processing unit 10 is used to identify the type of the current curve according to the signal of the vehicle sensor, corresponding to the type of the curve, calculate or measure the lateral acceleration based on the model, and obtain the current vehicle according to the lateral acceleration Side impact degree;
  • the activation type determining unit 12 is configured to determine the current activation type of the curve assist control according to the desired longitudinal acceleration and the current actual longitudinal acceleration;
  • the longitudinal control processing unit 13 is used to coordinately control the engine torque or/and the ESC braking intensity according to the activation type, combined with at least one of the current slope type, road surface adhesion coefficient and driver type, to achieve the desired vehicle curve Vertical control.
  • the device 1 is integrated into an independent device (such as an on-board terminal or an on-board controller), which is connected to the vehicle's electric power steering system, gearbox controller, body stability control system, and engine controller Connected; or, in other examples, the device 1 may be integrated in an existing vehicle-mounted controller, for example, in an existing electric power steering system or a body stability control system.
  • an independent device such as an on-board terminal or an on-board controller
  • the device 1 may be integrated in an existing vehicle-mounted controller, for example, in an existing electric power steering system or a body stability control system.
  • the pre-processing unit 10 may also be used to detect the vehicle speed and the steering wheel signal in real time to obtain the first product of the steering wheel angle (SWA) and the steering wheel angle speed (SWAR), according to the A product determines the current curve stage.
  • the curve stage includes: the curve entry stage, the middle curve stage, and the curve exit stage; and during the curve entry stage, combined with the measured lateral acceleration (G y ), the curve is determined.
  • the type of the curve includes: a conventional curve and a special curve.
  • the conventional curve is a U-shaped curve or an L-shaped curve.
  • the special curve is a serpentine curve or a shifting condition ;
  • the current curve is a conventional curve, calculate the lateral acceleration according to the steady-state steering approximation model, and obtain the lateral impact degree according to the lateral acceleration;
  • the current curve is a special curve, obtain the side by sensor measurement Acceleration, and obtain the lateral impact degree according to the lateral acceleration.
  • the desired longitudinal acceleration obtaining unit 11 may also be used to obtain the desired longitudinal acceleration by the following formula:
  • G x is the desired longitudinal acceleration and G y is the lateral acceleration, Is the lateral impact degree, sgn is the sign function, C xy is the defined scale factor, T is the delay time, and s is the Laplace transform marker;
  • the method further includes correcting the desired longitudinal acceleration.
  • the activation type determination unit 12 may also be used when the current curve stage is a curve entry stage, if the steering wheel angle is greater than a third threshold, and the desired longitudinal acceleration is greater than the current actual longitudinal direction Acceleration, and when the driver’s intention to accelerate is not detected, the activation type that triggers the current corner assist control is the corner-in activation; and when the current corner stage is the corner-out stage, if the steering wheel angle is greater than the fourth threshold, and When the expected longitudinal acceleration is less than the current actual longitudinal acceleration, and the driver is not detected to have the intention to decelerate, the activation type that triggers the current curve assist control is the curve out activation; and the current curve phase is the middle curve phase If the lateral acceleration is greater than the fifth threshold and the driver’s intention to decelerate and accelerate is not detected, then the type of activation that triggers the current curve assist control is steady-state turning activation; where, the deceleration intention or acceleration The intention is determined by the vehicle's throttle or master cylinder pressure
  • the longitudinal control processing unit 13 can also be used to activate the entry curve and further perform slope recognition.
  • the ESC brake deceleration is used to achieve the desired Longitudinal control
  • the engine torque is used to achieve the desired longitudinal control
  • feedback control is used to control the engine torque according to the engine torque state and the current longitudinal acceleration Or ESC braking to control the vehicle to travel at a constant speed
  • the activation of the cornering according to the desired longitudinal acceleration and the current longitudinal acceleration, the current engine is subjected to torque increase processing to achieve the desired longitudinal control.
  • Each module in the above-mentioned adaptive vehicle corner assist control device may be implemented in whole or in part by software, hardware, and a combination thereof.
  • the above modules may be embedded in the hardware or independent of the processor in the computer device, or may be stored in the memory in the computer device in the form of software so that the processor can call and execute the operations corresponding to the above modules.
  • a computer device is also provided.
  • the computer device may be a vehicle-mounted terminal or a body controller, and its internal structure may be shown in FIG. 9.
  • the computer equipment includes a processor, a memory, a network interface, a display screen, and an input device connected through a system bus.
  • the processor of the computer device is used to provide computing and control capabilities.
  • the memory of the computer device includes a non-volatile storage medium and an internal memory.
  • the non-volatile storage medium stores an operating system and computer programs.
  • the internal memory provides an environment for the operating system and computer programs in the non-volatile storage medium.
  • the network interface of the computer device is used to communicate with external terminals through a network connection.
  • the computer program is executed by the processor to implement an adaptive vehicle cornering auxiliary control method.
  • the display screen of the computer device may be a liquid crystal display screen or an electronic ink display screen
  • the input device of the computer device may be a touch layer covered on the display screen, or may be a button, a trackball, or a touch pad provided on the computer device housing , Can also be an external keyboard, touchpad or mouse.
  • FIG. 9 is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied.
  • the specific computer The device may include more or fewer components than shown in the figures, or combine certain components, or have a different arrangement of components.
  • a computer device which includes a memory, a processor, and a computer program stored on the memory and executable on the processor.
  • the processor executes the computer program, the following steps are implemented:
  • the engine torque or/and the ESC braking intensity is coordinated to achieve the desired longitudinal control of the vehicle's curve.
  • Still another aspect of the present invention provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the following steps are realized;
  • the engine torque or/and the ESC braking intensity is coordinated to achieve the desired longitudinal control of the vehicle's curve.
  • Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory.
  • Volatile memory can include random access memory (RAM) or external cache memory.
  • RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous chain (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.
  • SRAM static RAM
  • DRAM dynamic RAM
  • SDRAM synchronous DRAM
  • DDRSDRAM double data rate SDRAM
  • ESDRAM enhanced SDRAM
  • SLDRAM synchronous chain (Synchlink) DRAM
  • SLDRAM synchronous chain (Synchlink) DRAM
  • Rambus direct RAM
  • DRAM direct memory bus dynamic RAM
  • RDRAM memory bus dynamic RAM
  • the adaptive vehicle corner assist control method, device, computer equipment and storage medium provided by the present invention can analyze the driver's manipulation intention according to the existing sensors of the vehicle, the steering wheel, the accelerator and the brake pedal.
  • the vehicle's lateral signal applies a certain longitudinal control to improve the vehicle's cornering performance;
  • the embodiment of the present invention effectively solves the problem of excessive side impact degree fluctuation based on the model and measured lateral acceleration; it can identify the driving conditions (curve type, slope, road surface adhesion coefficient) and driver type, And select the appropriate control parameters according to the working conditions and the type of driver to ensure the control performance of each working condition. Detect the driver's driving intention, achieve a good fusion of system intervention and driver manipulation, control the system's intensity of action, and prevent the driver from feeling abrupt.
  • the model-based feedforward control method is used to coordinately control the engine and ESC, effectively alleviating the lag of the controller and achieving the expected longitudinal acceleration control. Through the above methods, it is easier, more comfortable and safer for the driver to take turns.
  • a certain curve assist control is performed on the vehicle to realize the adaptive control of different driving conditions and the driver's cornering, and improve the vehicle's cornering maneuverability , Comfort and stability.

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Abstract

一种自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质，其中该方法包括：步骤S10，根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，根据所述侧向加速度获得当前车辆的侧向冲击度；步骤S11，根据所述侧向冲击度进行计算，获得期望的纵向加速度；步骤S12，根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；步骤S13，根据所述激活类型，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。该方法可在驾驶员不察觉的前提下进行一定的车辆纵向辅助控制，以改善车辆在弯转时的动态性能。

Description

一种自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质
本申请要求于2018年12月3日提交中国专利局、申请号为201811463437.3、发明名称为“一种自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质”的中国专利申请的优先权，上述专利的全部内容通过引用结合在本申请中。
技术领域
本发明涉及车辆控制技术领域，特别是涉及一种自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质。
背景技术
在车辆的操控中，弯道的性能非常重要，它与车辆的操纵性，舒适性及安全性紧密相关。而目前乘用车搭载的车身电子稳定系统(ESC)仅仅在车辆临界失稳或者已经失稳的情况下起作用，在大多数转弯工况无法改善车辆的性能。单单通过底盘调教在当前大多数车辆还没利用主动悬架的情况下很难达到较好的性能，因而利用辅助驾驶技术提高弯道时的车辆的操纵及稳定性很有必要，本田的AHA及马自达的GVC即为相关技术。通过对驱动及制动的控制，在不增加硬件情况下，改善车辆弯道性能。
但是现有的技术中的车辆弯道控制技术，存在或多或少的不足之处。例如在一些例子中所采用的车辆弯道控制技术，可以根据地图信息及人体舒适的侧向加速度确定舒适速度，再进行相应的纵向控制。它适合运用于ACC系统中，需要提前知道弯道信息，环境感知较为复杂；而且它是一种强干预方案，容易与驾驶员驾驶意图冲突。
而在另一些车辆弯道控制技术中，其只适合在某类的弯道中，例如以比如U-turn(U型弯)及L-turn(直角转弯)时具有较高的精度，然而在蛇行、单移线等工况，其误差较大；
在另一些车辆弯道控制技术中，还存在当方向盘轻微调整也会进行减速的状况，会使控制过于敏感，从而导致用户使用不佳。
发明内容
本发明实施例所要解决的技术问题在于，提供一种自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质，其容易实现，且能根据工况和驾驶员类型选择适宜的控制参数，提高车辆过弯的辅助控制效果。
本发明的一方面，提供一种自适应车辆弯道辅助控制方法，包括如下步骤：
步骤S10，根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
步骤S11，根据所述侧向冲击度进行计算，获得期望的纵向加速度；
步骤S12，根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
步骤S13，根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
其中，所述步骤S10进一步包括：
步骤S100，实时检测车速及方向盘信号，获取所述方向盘转角(SWA)和所述方向盘转角速度(SWAR)的第一乘积，根据所述第一乘积确定当前所处的弯道阶段，所述弯道阶段包括：入弯阶段、弯道中阶段、出弯阶段；
步骤S101，在入弯阶段，结合测量获得的侧向加速度(G y)，确定弯道的类型，所述弯道类型包括：常规弯道以及特殊弯道，所述常规弯道为U型弯道或L型弯道，所述特殊弯道为蛇形弯道或移线工况；
步骤S102，在当前弯道为常规弯道时，根据稳态转向近似模型来计算获得侧向加速度，并根据侧向加速度获得侧向冲击度；
在当前弯道为特殊弯道时，通过传感器测量获得侧向加速度，并根据侧向加速度获得侧向冲击度。
其中，所述步骤S100具体为：
在所述方向盘转角速度(SWAR)的绝对值大于或等于第一阀值时，确定所述弯道阶段为弯道中阶段或直道阶段；
在所述方向盘转角速度的绝对值小于第一阀值，且第一乘积大于零时，确定所述弯道阶段为入弯阶段；
在所述方向盘转角速度的绝对值小于第一阀值，且第一乘积小于零时，确定所述弯道阶段为出弯阶段。
其中，所述步骤S101具体为：
在入弯阶段，当所述测量获得的侧向加速度(G y)小于等于第二阀值时，确定当前弯道类型为常规弯道；当所述测量获得的侧向加速度(G y)大于第二阀值时，确定当前弯道类型为特殊弯道。
其中，所述步骤S102包括：
在当前弯道为常规弯道时，根据下列公式计算获得侧向加速度(G y)：
Figure PCTCN2019073382-appb-000001
Figure PCTCN2019073382-appb-000002
G y≈V·r    (4)
其中，r为横摆角速度，l为轴距，V为车速，δ为前轮转角，A为稳定性因数；
m为汽车质量，a为质心到前轴距离，b为质心到后轴距离，k 1、k 2分别为前后轮胎的侧偏刚度；
对所述侧向加速度(G y)求导获得侧向冲击度
Figure PCTCN2019073382-appb-000003
其中，所述步骤S11包括通过下述公式计算获得期望的纵向加速度：
Figure PCTCN2019073382-appb-000004
其中，G x为期望的纵向加速度，G y为侧向加速度，
Figure PCTCN2019073382-appb-000005
为侧向冲击度，sgn为符号函数，C xy为定义的比例因子，T为延迟时间，s为拉普拉斯变换标记。
其中，在当前弯道为特殊弯道时，进一步包括对所述期望的纵向加速度进行修正的步骤：
当检测到当前侧向加速度(G y)达到最大侧向加速度(G y,max)的一半时，且检测到方向盘转角速度(SWAR)未达到峰值并处于增加过程中，则对所述计算获得的期望的纵向加速度进行调整，使其与所述侧向加速度G y实现等比例的缩减。
其中，所述步骤S12具体包括：
在当前弯道阶段为入弯阶段时，如果方向盘转角大于第三阈值，且所述期望的纵向加速度大于当前的实际纵向加速度，以及未检测到驾驶员具有加速意图时，则触发当前进行弯道辅助控制的激活类型为入弯激活；
在当前弯道阶段为出弯阶段时，如果方向盘转角大于第四阈值，且所述期望的纵向加速度小于当前的实际纵向加速度，以及未检测到驾驶员具有减速意图时，则触发当前进行弯道辅助控制的激活类型为出弯激活；
在当前弯道阶段为弯道中阶段时，如果侧向加速度大于第五阈值，且未检测到驾驶员具有减速意图以及加速意图时，则触发当前进行弯道辅助控制的激活类型为稳态转弯激活；
其中，所述减速意图或加速意图通过车辆的油门或者主缸压力来确定。
其中，所述步骤S13具体为：
对于入弯激活，进一步进行坡道识别，在识别到当前坡道为下坡时，通过ESC制动减速来实现期望的纵向控制；在识别到当前坡道为上坡时，通过控制发动机扭矩来实现期望的纵向控制；
对于稳态转向激活，根据发动机扭矩状态及当前纵向加速度，采用反馈控制的方式，通过控制发动机扭矩或ESC制动以控制所述车辆匀速行驶；
对于出弯激活，根据期望纵向加速度及当前纵向加速度，对当前发动机进行增扭处理，以实现期望的纵向控制。
其中，所述步骤S13进一步包括：
利用轮胎滑移与车辆纵向加速度的关系来对路面附着系数进行估计，并根据所述估计出的路面附着系数，来获得与所述路面附着系统数对应的比例因子C xy和延迟时间T，利用所述公式一获得最新的期望的纵向加速度G x；或 /及
对驾驶员风格及能力进行识别，获得与所述驾驶员风格及能力相对应的比例因子C xy和延迟时间T，利用所述公式一获得最新的期望的纵向加速度G x。
其中，进一步包括：预先标定在各种工况、各路面附着系数、各驾驶员风格及能力所对应的入弯阶段以及出弯阶段的比例因子C xy和延迟时间T。
相应地，本发明的另一方面，还提供一种自适应车辆弯道辅助控制装置，所述装置包括：
预处理单元，用于根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
期望的纵向加速度获取单元，用于根据所述侧向冲击度进行计算，获得期望的纵向加速度；
激活类型确定单元，用于根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
纵向控制处理单元，用于根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
其中，所述装置为一独立的装置，其与车辆的电动助力转向系统、变速箱控制器、车身稳定控制系统，发动机控制器相连接；或者
所述装置集成在所述电动助力转向系统或车身稳定控制系统中。
相应地，本发明的又一方面还提供一种计算机设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如下的步骤：
步骤S10，根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
步骤S11，根据所述侧向冲击度进行计算，获得期望的纵向加速度；
步骤S12，根据所述期望的纵向加速度以及当前的实际纵向加速度，确 定当前进行弯道辅助控制的激活类型；
步骤S13，根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
相应地，本发明的又一方面还提供一种计算机可读存储介质，其上存储有计算机程序，所述计算机程序被处理器执行时实现如下的步骤；
步骤S10，根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
步骤S11，根据所述侧向冲击度进行计算，获得期望的纵向加速度；
步骤S12，根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
步骤S13，根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
实施本发明实施例，具有如下有益效果：
综上，实施本发明的实施例，具有如下的有益效果：
本发明提供的自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质，可以根据车辆的现有传感器，根据方向盘、油门及制动踏板来分析驾驶员操纵意图，在弯道过程中根据车辆的侧向信号施加一定的纵向控制，从而改善车辆的过弯性能；
本发明的实施例通过基于模型及测量的侧向加速度，有效解决侧向冲击度波动过大问题；可对行驶工况(弯道类型、坡道、路面附着系数)和驾驶员类型进行识别，并根据工况和驾驶员类型选择适宜的控制参数，保证了各个工况的控制性能。检测驾驶员的驾驶意图，实现系统介入与驾驶员操纵的良好融合，控制系统作用强度，不让驾驶员感到介入的突兀。采用基于模型的前馈控制方法，对发动机及ESC进行协调控制，有效缓解控制器的滞后，实现了预期的纵向加速度控制。通过以上方法，让驾驶员过弯更加轻松、舒适及安全。
在本发明的实施例中，在不增加车辆硬件及成本情况下，对车辆进行一定的弯道辅助控制，实现不同行驶工况及驾驶员过弯的自适应控制，改善车辆的过弯操纵性、舒适性及稳定性。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，根据这些附图获得其他的附图仍属于本发明的范畴。
图1为本发明提供的自适应车辆弯道辅助控制方法的应用环境图；
图2为本发明涉及的自适应车辆弯道辅助装置与车辆中其他控制器的连接示意图；
图3是本发明提供的自适应车辆弯道辅助控制方法的一个实施例的主流程示意图；
图4是图3中步骤S10中涉及的普通弯道与特殊弯道的判断流程示意图；
图5为图3中步骤S12中对特殊弯道中的期望纵向加速度的修正示意图；
图6为图3中步骤S12中涉及的弯道辅助控制在入弯时介入的方向盘阈值的示意图；
图7为图3中步骤S12中涉及的确定弯道激活类型的流程示意图；
图8为本发明提供的自适应车辆弯道辅助控制装置的一个实施例的结构示意图；
图9为本发明提供的计算机设备的一个实施例的内部结构示意图。
具体实施方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合附图对本发明作进一步地详细描述。
本申请提供的自适应车辆弯道辅助控制方法，可以应用于如图1所示的应用环境中。电子装置与各传感器通过总线进行通信。电子装置包括通过系统总线连接的处理器、非易失性存储介质、内存储器、输入装置。其中，电子装置的非易失性存储介质存储有操作系统，还包括一种自适应车辆弯道辅助控制装置，该电子装置的自适应车辆弯道辅助控制装置用于实现一种自适应车辆弯道辅助控制方法。该处理器用于提供计算和控制能力，支撑整个电子装置的运行。电子装置中的内存储器为非易失性存储介质中的自适应车辆弯道辅助控制装置的运行提供环境。具体的，自适应车辆弯道辅助控制装置可根据车辆的现有传感器，根据方向盘、油门及制动踏板来分析驾驶员操纵意图，在弯道过程中根据车辆的侧向信号施加一定的纵向控制，从而改善车辆的过弯性能。其中，电子装置包括但不限于各种车载终端、车身控制器等，也可以但不限于是各种个人计算机、笔记本电脑、智能手机、平板电脑和便携式可穿戴设备。
例如在一个例子中，如图2所示，所述包含有自适应车辆弯道辅助控制装置(AVDC)的电子装置目前的乘用车的控制器通讯，这些乘用车的控制器可以是包括诸如电动助力转向系统(EPS),变速箱控制器(TCU)，车身稳定控制系统(ESC)，发动机控制器(EMS)。
在现有的车辆中，一般会安装有轮速传感器，方向盘转角传感器、油门踏板位置传感器、ESC，而ESC中安装有传感器测量纵向及侧向加速度，并且对车速、横摆加速度进行估计。同时，可以理解的是，在其他一些例子中，所述自适应车辆动态控制装置(AVDC)可以集成到车辆现有控制器中，例如ESC或EMS中。
如图3所示，为本发明提供的一种自适应车辆弯道辅助控制方法的一个实施例的主流程示意图。在该实施例中，所述方法包括如下步骤：
步骤S10，根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
具体的，所述车辆的传感器包括但不限于轮速传感器、方向盘转角传感器、油门踏板位置传感器、以及测量纵向及侧向加速度的传感器等；
其中，所述步骤S10进一步包括：
步骤S100，通过传感器实时检测车速及方向盘信号，获取所述方向盘转角(SWA)和所述方向盘转角速度(SWAR)的第一乘积，根据所述第一乘积确定当前所处的弯道阶段，所述弯道阶段包括：入弯阶段、弯道中阶段、出弯阶段；
自适应车辆动态控制器实时检测车速及方向盘信号，判断车辆的入弯状态。弯道辅助在超过一定的侧向加速度时才进行动作，因而在车速低于一定阈值(例如车速小于30km/h)是不启动的。弯道判断通过方向盘及其导数的乘积来实现，例如在一些例子中，当SWA*SWAR为正为入弯(SWA为方向盘转角，SWAR为方向盘转角导数,后文称方向盘转角速度)，为负为出弯。当SWAR处于一定阈值范围内认为稳定，然而方向盘刚进入稳态时，车辆的侧向加速度由于滞后仍然变化，因而入弯的判断也可以结合侧向加速度信号。
具体地，在本实施例中，如图4所示，在所述方向盘转角速度(SWAR)的绝对值大于或等于第一阀值时，确定所述弯道阶段为弯道中阶段或直道阶段，将入弯标志设置为0；
在所述方向盘转角速度的绝对值小于第一阀值，且第一乘积大于零时，确定所述弯道阶段为入弯阶段，将入弯标志设置为-1；
在所述方向盘转角速度的绝对值小于第一阀值，且第一乘积小于零时，确定所述弯道阶段为出弯阶段，将入弯标志设置为1。
步骤S101，在入弯阶段(即入弯标志为-1时)，结合测量获得的侧向加速度(G y)，确定弯道的类型，所述弯道类型包括：常规弯道以及特殊弯道，所述常规弯道为U型弯道或L型弯道，所述特殊弯道为蛇形弯道或移线工况；
具体地，在入弯阶段，当所述测量获得的侧向加速度(G y)小于等于第二阀值时，确定当前弯道类型为常规弯道；当所述测量获得的侧向加速度(G y)大于第二阀值时，确定当前弯道类型为特殊弯道。
步骤S102，在当前弯道为常规弯道时，对于U型弯及L型弯等其他较长的弯道，转弯有入弯、稳态转弯及出弯过程，基本的原则是入弯减速、稳 态转弯时车辆匀速、出弯时车辆加速。加减速的大小不能太大，以免介入时造成驾驶员不适。这里减速及加速的期望加速度也参照了侧向加加速度
Figure PCTCN2019073382-appb-000006
然而考虑到实际
Figure PCTCN2019073382-appb-000007
的不稳定性，采用利用方向盘转角和车速对于侧向加速度G y进行估计，再求导得到侧向冲击度
Figure PCTCN2019073382-appb-000008
具体地，在本实施例中：
在当前弯道为常规弯道时，根据下列公式计算获得侧向加速度(G y)：
Figure PCTCN2019073382-appb-000009
Figure PCTCN2019073382-appb-000010
G y≈V·r    (4)
其中，r为横摆角速度，l为轴距，V为车速，δ为前轮转角，A为稳定性因数；
m为汽车质量，a为质心到前轴距离，b为质心到后轴距离，k 1、k 2分别为前后轮胎的侧偏刚度；
对所述侧向加速度(G y)求导获得侧向冲击度
Figure PCTCN2019073382-appb-000011
上述计算侧向加速度的方法没有考虑转向瞬态过程的影响，对于瞬态影响不明显的转弯，例如U型弯及L型弯可以保证精度。
而在当前弯道为特殊弯道时，对移线、蛇形工况，车辆只有入弯及出弯过程。而然而对于蛇形及移线工况时，当车辆由一侧的侧倾快速转换到另一侧侧倾时，侧向加速度较大，而且在这过程中加加速度也较大。而且实验证明，蛇形及移线工况下，传感器测量出的侧向加速度G y及
Figure PCTCN2019073382-appb-000012
均比较可靠，因而这里控制量采用测量的侧向加速度再进行求导。
如前文所述，通过传感器测量获得侧向加速度，并根据侧向加速度获得侧向冲击度。
可以理解的是，在获得侧向冲击度后，并且标定根据式，标定相应的控制参数。一般来讲，减速的目标加速度绝对值最大控制在0.05g以内。蛇形及普通转弯采用不同的参数，而且出弯加速的C xy及T与入弯减速的值不同。 不同速度下，车辆响应有差别，参数C xy及T随车速变化，可以达到更好的控制效果。
步骤S11，根据所述侧向冲击度进行计算，获得期望的纵向加速度；
具体地，所述步骤S11包括通过下述公式计算获得期望的纵向加速度：
Figure PCTCN2019073382-appb-000013
其中，G x为期望的纵向加速度，G y为侧向加速度，
Figure PCTCN2019073382-appb-000014
为侧向冲击度，sgn为符号函数，C xy为定义的比例因子，T为延迟时间，s为拉普拉斯变换标记。
对于单移线或蛇形等工况，通过式(1)计算纵向加速度会出现突变的问题，如图1所示，单移线工况在第一次出弯与第二次入弯的切换中，
Figure PCTCN2019073382-appb-000015
值较大，而此时期望纵向加速度突然反向，这样造成出弯加速时又突然以较大加速度减速，文献1给出的方法是检测到该工况时预定的入弯减速改为加速，但这样增大不足转向，而且入弯时加速容易造成驾驶员恐慌。这里采用的方法是进行出弯时期望加速度不仅仅基于
Figure PCTCN2019073382-appb-000016
需要对
Figure PCTCN2019073382-appb-000017
进行修正。
其中，在当前弯道为特殊弯道时，进一步包括对所述期望的纵向加速度进行修正的步骤：
当检测到当前侧向加速度(G y)达到最大侧向加速度(G y,max)的一半时，且检测到方向盘转角速度(SWAR)未达到峰值并处于增加过程中，则对所述计算获得的期望的纵向加速度进行调整，使其与所述侧向加速度G y实现等比例的缩减。如图5所示，即示出了一种对期望的纵向加速度进行修正的示意图。经过修正，可以有效减少冲击。
步骤S12，根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
确定期望加速度后，需要确定弯道辅助控制何时激活。这里利用公式(2)-(4)，并且考虑到方向盘转角与前轮转角传动比，估计的侧向加速度达到1m/s 2时的方向盘阈值作为激活条件，如图6示，从中可以看出，在车速度越高时，方向盘阈值越低。
具体地，在本实施例中，所述步骤S12具体包括：
在当前弯道阶段为入弯阶段时(即入弯标记为-1)，如果方向盘转角(SWA)大于第三阈值，且所述期望的纵向加速度大于当前的实际纵向加速度，以及未检测到驾驶员具有加速意图时，则触发当前进行弯道辅助控制的激活类型为入弯激活；
在当前弯道阶段为出弯阶段时，如果方向盘转角大于第四阈值，且所述期望的纵向加速度小于当前的实际纵向加速度，以及未检测到驾驶员具有减速意图时，则触发当前进行弯道辅助控制的激活类型为出弯激活；
在当前弯道阶段为弯道中阶段时，如果侧向加速度大于第五阈值，且未检测到驾驶员具有减速意图以及加速意图时，则触发当前进行弯道辅助控制的激活类型为稳态转弯激活；
其中，所述减速意图或加速意图通过车辆的油门或者主缸压力来确定。例如，在本实施例中，判断减速意图的方法可以为：若此时检测到驾驶员突然收油门，或者主缸压力到达一定阈值，说明驾驶员有减速意图。
步骤S13，根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
在本实施例中，所述步骤S13具体为：
对于入弯激活，进一步进行坡道识别，在识别到当前坡道为下坡时，通过ESC制动减速来实现期望的纵向控制；在识别到当前坡道为上坡时，通过控制发动机扭矩来实现期望的纵向控制；
更加具体地，在本实施例中，对于入弯减速激活，需要根据期望减速度的大小，确定采用发动机降扭还是ESC制动，可以首先确定水平路面直线行驶时各车速下发动机扭矩降到最低时车辆的减速度。在弯道中，根据期望加速度大小和发动机降扭的减速能力来确定执行器的操作。发动机的控制采用开环控制，因为发动机降扭持续时间短，很难实现预期的反馈控制，只能基于模型来进行扭矩预测控制。然而该方法在坡道会引起较大偏差，一般来说，下坡时入弯发动机扭矩可能已经降到最低，此时只能通过ESC减速来实现。上坡时发动机扭矩较大，减速能力较强。因而采用坡道识别，采用的 方法基本原理是通过车速求导得出纵向加速度，而ESC测量的纵向加速度具有沿坡道的分量，通过两个纵向加速度的偏移来估计坡度。根据不同工况，采用基于模型的发动机扭矩预测控制，在减速能力超过发动机降扭时，采用ESC控制减速。这里的ESC减速控制通过电磁阀控制制动液，升高轮缸压力，推动卡钳制动，然而对于整车控制来讲，ESC一般来自供应商，供应商提供车辆总体减速度的控制接口，如果每个轮缸压力可以独立控制，可以实现更好的转弯辅助控制效果。
对于稳态转向激活，根据发动机扭矩状态及当前纵向加速度，采用反馈控制的方式，通过控制发动机扭矩或ESC制动以控制所述车辆匀速行驶；
更加具体地，对于稳态转向激活，其控制目标位车辆纵向加速度为0，采取的方法为反馈控制，根据发动机扭矩状态及当前纵向加速度，如果匀速行驶需要较大发动机扭矩，会明显增大发动机噪声，也不进行增扭。若车辆处于下坡，发动机扭矩甚至达到最低，此时对ESC进行制动请求以控制匀速行驶。
对于出弯激活，根据期望纵向加速度及当前纵向加速度，对当前发动机进行增扭处理，以实现期望的纵向控制。
更加具体地，对于出弯激活，因为发动机增扭比较缓慢，采用基于模型的开环控制，根据期望纵向加速度及当前纵向加速度，对当前发动机进行一定的增扭，控制增扭的大小以不引起发动机噪声明显升高，而且在增扭过程中，变速器不换挡。
其中，所述步骤S13进一步包括：
利用轮胎滑移与车辆纵向加速度的关系来对路面附着系数进行估计，并根据所述估计出的路面附着系数，来获得与所述路面附着系统数对应的控制参数，即比例因子C xy和延迟时间T，利用所述公式一获得最新的期望的纵向加速度G x；或/及
对驾驶员风格及能力进行识别，获得与所述驾驶员风格及能力相对应的比例因子C xy和延迟时间T，利用所述公式一获得最新的期望的纵向加速度G x。例如，在一些例子中，将驾驶员风格定为保守和激进，驾驶员能力定义为新手和熟练。对不同驾驶能力及风格的驾驶员，采取不同的控制参数(包 括比例因子C xy和延迟时间T),从而可以达到人车合一的效果，实现良好的弯道辅助性能。
可以理解的是，在本实施例中，进一步包括：通过大量的实验预先标定在各种工况、各路面附着系数、各驾驶员风格及能力所对应的入弯阶段以及出弯阶段的控制参数，即比例因子C xy和延迟时间T。
如图8所示，本发明的另一方面，还提供一种自适应车辆弯道辅助控制装置1，所述装置包括预处理单元10、期望的纵向加速度获取单元11、激活类型确定单元12以及纵向控制处理单元13，其中：
预处理单元10，用于根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
期望的纵向加速度获取单元11，用于根据所述侧向冲击度进行计算，获得期望的纵向加速度；
激活类型确定单元12，用于根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
纵向控制处理单元13，用于根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
其中，在一个例子中，所述装置1集成于一个独立的装置(如车载终端或车载控制器中)，其与车辆的电动助力转向系统、变速箱控制器、车身稳定控制系统，发动机控制器相连接；或者，在其他的例子中，所述装置1可以集成在现有的车载控制器中，例如集成于现有的电动助力转向系统或车身稳定控制系统中。
在其中的一个实施例，所述预处理单元10还可以用于实时检测车速及方向盘信号，获取所述方向盘转角(SWA)和所述方向盘转角速度(SWAR)的第一乘积，根据所述第一乘积确定当前所处的弯道阶段，所述弯道阶段包括：入弯阶段、弯道中阶段、出弯阶段；并在入弯阶段，结合测量获得的侧向加速度(G y)，确定弯道的类型，所述弯道类型包括：常规弯道以及特殊弯道，所述常规弯道为U型弯道或L型弯道，所述特殊弯道为蛇形弯道或 移线工况；在当前弯道为常规弯道时，根据稳态转向近似模型来计算获得侧向加速度，并根据侧向加速度获得侧向冲击度；在当前弯道为特殊弯道时，通过传感器测量获得侧向加速度，并根据侧向加速度获得侧向冲击度。
在其中的一个实施例中，所述期望的纵向加速度获取单元11还可以用于通过下述公式计算获得期望的纵向加速度：
Figure PCTCN2019073382-appb-000018
其中，G x为期望的纵向加速度，G y为侧向加速度，
Figure PCTCN2019073382-appb-000019
为侧向冲击度，sgn为符号函数，C xy为定义的比例因子，T为延迟时间，s为拉普拉斯变换标记；
并在当前弯道为特殊弯道时，进一步包括对所述期望的纵向加速度进行修正。
在其中的一个实施例中，所述激活类型确定单元12还可以用于在当前弯道阶段为入弯阶段时，如果方向盘转角大于第三阈值，且所述期望的纵向加速度大于当前的实际纵向加速度，以及未检测到驾驶员具有加速意图时，则触发当前进行弯道辅助控制的激活类型为入弯激活；并在当前弯道阶段为出弯阶段时，如果方向盘转角大于第四阈值，且所述期望的纵向加速度小于当前的实际纵向加速度，以及未检测到驾驶员具有减速意图时，则触发当前进行弯道辅助控制的激活类型为出弯激活；并在当前弯道阶段为弯道中阶段时，如果侧向加速度大于第五阈值，且未检测到驾驶员具有减速意图以及加速意图时，则触发当前进行弯道辅助控制的激活类型为稳态转弯激活；其中，所述减速意图或加速意图通过车辆的油门或者主缸压力来确定。
在其中的一个实施例中，所述纵向控制处理单元13还可以用于对于入弯激活，进一步进行坡道识别，在识别到当前坡道为下坡时，通过ESC制动减速来实现期望的纵向控制；在识别到当前坡道为上坡时，通过控制发动机扭矩来实现期望的纵向控制；对于稳态转向激活，根据发动机扭矩状态及当前纵向加速度，采用反馈控制的方式，通过控制发动机扭矩或ESC制动以控制所述车辆匀速行驶；对于出弯激活，根据期望纵向加速度及当前纵向加速度，对当前发动机进行增扭处理，以实现期望的纵向控制。
可以理解的是，关于自适应车辆弯道辅助控制装置的具体限定可以参见上文中对于自适应车辆弯道辅助控制方法的限定，在此不再赘述。上述自适应车辆弯道辅助控制装置中的各个模块可全部或部分通过软件、硬件及其组合来实现。上述各模块可以以硬件形式内嵌于或独立于计算机设备中的处理器中，也可以以软件形式存储于计算机设备中的存储器中，以便于处理器调用执行以上各个模块对应的操作。
相应地，本发明的又一方面还提供一种计算机设备，该计算机设备可以是车载终端或者车身控制器，其内部结构图可以如图9所示。该计算机设备包括通过系统总线连接的处理器、存储器、网络接口、显示屏和输入装置。其中，该计算机设备的处理器用于提供计算和控制能力。该计算机设备的存储器包括非易失性存储介质、内存储器。该非易失性存储介质存储有操作系统和计算机程序。该内存储器为非易失性存储介质中的操作系统和计算机程序的运行提供环境。该计算机设备的网络接口用于与外部的终端通过网络连接通信。该计算机程序被处理器执行时以实现一种自适应车辆弯道辅助控制方法。该计算机设备的显示屏可以是液晶显示屏或者电子墨水显示屏，该计算机设备的输入装置可以是显示屏上覆盖的触摸层，也可以是计算机设备外壳上设置的按键、轨迹球或触控板，还可以是外接的键盘、触控板或鼠标等。
本领域技术人员可以理解的是，图9中示出的结构，仅仅是与本申请方案相关的部分结构的框图，并不构成对本申请方案所应用于其上的计算机设备的限定，具体的计算机设备可以包括比图中所示更多或更少的部件，或者组合某些部件，或者具有不同的部件布置。
在一个实施例中，提供了一种计算机设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如下的步骤：
根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
根据所述侧向冲击度进行计算，获得期望的纵向加速度；
根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
相应地，本发明的又一方面还提供一种计算机可读存储介质，其上存储有计算机程序，所述计算机程序被处理器执行时实现如下的步骤；
根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
根据所述侧向冲击度进行计算，获得期望的纵向加速度；
根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
可以理解的是，上述计算机设备以及计算机可读存储介质中涉及的各步骤的更多细节可以参考前述对于自适应车辆弯道辅助控制方法的限定，在此不再赘述。
其中，本申请所提供的各实施例中所使用的对存储器、存储、数据库或其它介质的任何引用，均可包括非易失性和/或易失性存储器。非易失性存储器可包括只读存储器(ROM)、可编程ROM(PROM)、电可编程ROM(EPROM)、电可擦除可编程ROM(EEPROM)或闪存。易失性存储器可包括随机存取存储器(RAM)或者外部高速缓冲存储器。作为说明而非局限，RAM以多种形式可得，诸如静态RAM(SRAM)、动态RAM(DRAM)、同步DRAM(SDRAM)、双数据率SDRAM(DDRSDRAM)、增强型SDRAM(ESDRAM)、同步链路(Synchlink)DRAM(SLDRAM)、存储器总线(Rambus)直接RAM(RDRAM)、直接存储器总线动态RAM(DRDRAM)、以及存储器总线动态RAM(RDRAM)等。
综上，实施本发明的实施例，具有如下的有益效果：
本发明提供的自适应车辆弯道辅助控制方法、装置、计算机设备和存储介质，可以根据车辆的现有传感器，根据方向盘、油门及制动踏板来分析驾驶员操纵意图，在弯道过程中根据车辆的侧向信号施加一定的纵向控制，从而改善车辆的过弯性能；
本发明的实施例通过基于模型及测量的侧向加速度，有效解决侧向冲击度波动过大问题；可对行驶工况(弯道类型、坡道、路面附着系数)和驾驶员类型进行识别，并根据工况和驾驶员类型选择适宜的控制参数，保证了各个工况的控制性能。检测驾驶员的驾驶意图，实现系统介入与驾驶员操纵的良好融合，控制系统作用强度，不让驾驶员感到介入的突兀。采用基于模型的前馈控制方法，对发动机及ESC进行协调控制，有效缓解控制器的滞后，实现了预期的纵向加速度控制。通过以上方法，让驾驶员过弯更加轻松、舒适及安全。
在本发明的实施例中，在不增加车辆硬件及成本情况下，对车辆进行一定的弯道辅助控制，实现不同行驶工况及驾驶员过弯的自适应控制，改善车辆的过弯操纵性、舒适性及稳定性。
以上所揭露的仅为本发明一种较佳实施例而已，当然不能以此来限定本发明之权利范围，因此依本发明权利要求所作的等同变化，仍属本发明所涵盖的范围。

Claims (15)

  1. 一种自适应车辆弯道辅助控制方法，其特征在于，包括如下步骤：
    步骤S10，根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
    步骤S11，根据所述侧向冲击度进行计算，获得期望的纵向加速度；
    步骤S12，根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
    步骤S13，根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
  2. 如权利要求1所述的方法，其特征在于，所述步骤S10进一步包括：
    步骤S100，实时检测车速及方向盘信号，获取所述方向盘转角(SWA)和所述方向盘转角速度(SWAR)的第一乘积，根据所述第一乘积确定当前所处的弯道阶段，所述弯道阶段包括：入弯阶段、弯道中阶段、出弯阶段；
    步骤S101，在入弯阶段，结合测量获得的侧向加速度(G y)，确定弯道的类型，所述弯道类型包括：常规弯道以及特殊弯道，所述常规弯道为U型弯道或L型弯道，所述特殊弯道为蛇形弯道或移线工况；
    步骤S102，在当前弯道为常规弯道时，根据稳态转向近似模型来计算获得侧向加速度，并根据侧向加速度获得侧向冲击度；
    在当前弯道为特殊弯道时，通过传感器测量获得侧向加速度，并根据侧向加速度获得侧向冲击度。
  3. 如权利要求2所述的方法，其特征在于，所述步骤S100具体为：
    在所述方向盘转角速度(SWAR)的绝对值大于或等于第一阀值时，确定所述弯道阶段为弯道中阶段或直道阶段；
    在所述方向盘转角速度的绝对值小于第一阀值，且第一乘积大于零时， 确定所述弯道阶段为入弯阶段；
    在所述方向盘转角速度的绝对值小于第一阀值，且第一乘积小于零时，确定所述弯道阶段为出弯阶段。
  4. 如权利要求3所述的方法，其特征在于，所述步骤S101具体为：
    在入弯阶段，当所述测量获得的侧向加速度(G y)小于等于第二阀值时，确定当前弯道类型为常规弯道；当所述测量获得的侧向加速度(G y)大于第二阀值时，确定当前弯道类型为特殊弯道。
  5. 如权利要求4所述的方法，其特征在于，所述步骤S102包括：
    在当前弯道为常规弯道时，根据下列公式计算获得侧向加速度(G y)：
    Figure PCTCN2019073382-appb-100001
    Figure PCTCN2019073382-appb-100002
    G y≈V·r  (4)
    其中，r为横摆角速度，l为轴距，V为车速，δ为前轮转角，A为稳定性因数；
    m为汽车质量，a为质心到前轴距离，b为质心到后轴距离，k 1、k 2分别为前后轮胎的侧偏刚度；
    对所述侧向加速度(G y)求导获得侧向冲击度
    Figure PCTCN2019073382-appb-100003
  6. 如权利要求5所述的方法，其特征在于，所述步骤S11包括通过下述公式计算获得期望的纵向加速度：
    Figure PCTCN2019073382-appb-100004
    其中，G x为期望的纵向加速度，G y为侧向加速度，
    Figure PCTCN2019073382-appb-100005
    为侧向冲击度，sgn为符号函数，C xy为定义的比例因子，T为延迟时间，s为拉普拉斯变换标记。
  7. 如权利要求6所述的方法，其特征在于，在当前弯道为特殊弯道时，进一步包括对所述期望的纵向加速度进行修正的步骤：
    当检测到当前侧向加速度(G y)达到最大侧向加速度(G y,max)的一半时，且检测到方向盘转角速度(SWAR)未达到峰值并处于增加过程中，则对所述计算获得的期望的纵向加速度进行调整，使其与所述侧向加速度G y实现等比例的缩减。
  8. 如权利要求1至7任一项所述的方法，其特征在于，所述步骤S12具体包括：
    在当前弯道阶段为入弯阶段时，如果方向盘转角大于第三阈值，且所述期望的纵向加速度大于当前的实际纵向加速度，以及未检测到驾驶员具有加速意图时，则触发当前进行弯道辅助控制的激活类型为入弯激活；
    在当前弯道阶段为出弯阶段时，如果方向盘转角大于第四阈值，且所述期望的纵向加速度小于当前的实际纵向加速度，以及未检测到驾驶员具有减速意图时，则触发当前进行弯道辅助控制的激活类型为出弯激活；
    在当前弯道阶段为弯道中阶段时，如果侧向加速度大于第五阈值，且未检测到驾驶员具有减速意图以及加速意图时，则触发当前进行弯道辅助控制的激活类型为稳态转弯激活；
    其中，所述减速意图或加速意图通过车辆的油门或者主缸压力来确定。
  9. 如权利要求8所述的方法，其特征在于，所述步骤S13具体为：
    对于入弯激活，进一步进行坡道识别，在识别到当前坡道为下坡时，通过ESC制动减速来实现期望的纵向控制；在识别到当前坡道为上坡时，通过控制发动机扭矩来实现期望的纵向控制；
    对于稳态转向激活，根据发动机扭矩状态及当前纵向加速度，采用反馈控制的方式，通过控制发动机扭矩或ESC制动以控制所述车辆匀速行驶；
    对于出弯激活，根据期望纵向加速度及当前纵向加速度，对当前发动机进行增扭处理，以实现期望的纵向控制。
  10. 如权利要求9所述的方法，其特征在于，所述步骤S13进一步包括：
    利用轮胎滑移与车辆纵向加速度的关系来对路面附着系数进行估计，并根据所述估计出的路面附着系数，来获得与所述路面附着系统数对应的比例因子C xy和延迟时间T，利用所述公式一获得最新的期望的纵向加速度G x；或/及
    对驾驶员风格及能力进行识别，获得与所述驾驶员风格及能力相对应的比例因子C xy和延迟时间T，利用所述公式一获得最新的期望的纵向加速度G x。
  11. 如权利要求10所述的方法，其特征在于，进一步包括：预先标定在各种工况、各路面附着系数、各驾驶员风格及能力所对应的入弯阶段以及出弯阶段的控制参数，所述控制参数包括：比例因子C xy和延迟时间T。
  12. 一种自适应车辆弯道辅助控制装置，其特征在于，所述装置包括：
    预处理单元，用于根据车辆的传感器的信号，识别当前弯道的类型，对应于所述弯道的类型，基于模型计算或测量获得侧向加速度，并根据所述侧向加速度获得当前车辆的侧向冲击度；
    期望的纵向加速度获取单元，用于根据所述侧向冲击度进行计算，获得期望的纵向加速度；
    激活类型确定单元，用于根据所述期望的纵向加速度以及当前的实际纵向加速度，确定当前进行弯道辅助控制的激活类型；
    纵向控制处理单元，用于根据所述激活类型，并结合当前坡道类型、路面附着系数以及驾驶员类型中至少一个，协同控制发动机扭矩或/及ESC制动强度，实现车辆弯道期望的纵向控制。
  13. 如权利要求12所述的装置，其特征在于，所述装置为一独立的装置，其与车辆的电动助力转向系统、变速箱控制器、车身稳定控制系统，发动机控制器相连接；或者
    所述装置集成在所述电动助力转向系统或车身稳定控制系统中。
  14. 一种计算机设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现权利要求1至11中任一项所述方法的步骤。
  15. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现权利要求1至11中任一项所述的方法的步骤。
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CN116215661A (zh) * 2023-01-31 2023-06-06 广汽埃安新能源汽车股份有限公司 一种车辆的泊车控制方法、装置、车辆及电子设备

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