WO2022056908A1 - 一种车辆的驾驶控制方法 - Google Patents

一种车辆的驾驶控制方法 Download PDF

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Publication number
WO2022056908A1
WO2022056908A1 PCT/CN2020/116489 CN2020116489W WO2022056908A1 WO 2022056908 A1 WO2022056908 A1 WO 2022056908A1 CN 2020116489 W CN2020116489 W CN 2020116489W WO 2022056908 A1 WO2022056908 A1 WO 2022056908A1
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Prior art keywords
state
master controller
function
traffic jam
domain master
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PCT/CN2020/116489
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English (en)
French (fr)
Inventor
张飞翔
姚远
刘浩
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浙江吉利控股集团有限公司
宁波吉利汽车研究开发有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 浙江吉利控股集团有限公司, 宁波吉利汽车研究开发有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to CN202080103723.8A priority Critical patent/CN116348354A/zh
Priority to PCT/CN2020/116489 priority patent/WO2022056908A1/zh
Priority to US18/245,911 priority patent/US20230382388A1/en
Priority to EP20953766.1A priority patent/EP4206052A4/en
Publication of WO2022056908A1 publication Critical patent/WO2022056908A1/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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • 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
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition

Definitions

  • the present invention relates to the technical field of vehicle driving, in particular to a driving control method for a vehicle.
  • the Rear Wheel Steering (RWS) function is a rear wheel angle control concept proposed to improve the handling stability of the vehicle at high speeds and improve the maneuverability at low speeds.
  • Traffic Jam Pilot TJP for short
  • TJP Traffic Jam Pilot
  • the power actuator enables the vehicle to drive on the planned path to achieve horizontal and vertical automatic driving in traffic jams.
  • the traffic jam pilot function and the rear wheel steering function are controlled by two different Electronic Control Units (ECU), and there is no way to make the vehicle safely compatible with the traffic jam pilot function and the rear wheel steering function at the same time in the prior art. driving control method.
  • ECU Electronic Control Unit
  • An object of the present invention is to provide a driving control method for a vehicle, so that the vehicle can be safely compatible with the traffic jam pilot function and the rear wheel steering function at the same time.
  • a further object of the present invention is to further improve vehicle performance.
  • the present invention provides a driving control method for a vehicle, comprising:
  • the traffic jam pilot function does not enter the activated state before the rear wheel steering function is switched to the inhibited state;
  • the traffic jam pilot function enters an activated state.
  • the vehicle includes an active safety domain master controller and a vehicle dynamic domain master controller
  • the driving control method includes:
  • the active safety domain master controller receives an input instruction requesting to activate the traffic jam pilot function
  • the active safety domain master controller sends an activation request of the traffic jam pilot function to the vehicle dynamic domain master controller in response to the input command;
  • the vehicle dynamic domain master controller determines whether the rear wheel steering function is in a suppressed state in response to the activation request.
  • the vehicle includes a rear wheel assisted steering module
  • the driving control method includes:
  • the vehicle dynamic domain master controller sends an inhibition signal for exiting the rear wheel steering function to the rear wheel auxiliary steering module, so that the rear wheel steering function enters the desired state. the state of inhibition;
  • the longitudinal control state enters the traffic jam pilot mode, and the vehicle dynamic domain master controller feeds back the information that the longitudinal control state enters the traffic jam pilot mode to the active security domain master controller.
  • the driving control method further includes:
  • the rear-wheel auxiliary steering module In response to the inhibition signal, stops executing the corner control request of the rear-wheel steering function, so that the vehicle exits the rear-wheel steering Function;
  • the vehicle dynamic domain master controller Judging whether the rear wheel steering function is completely withdrawn, if so, the rear wheel steering function is in a suppressed state; if not, the vehicle dynamic domain master controller sends a longitudinal fault signal indicating that the longitudinal control state is a fault state to the active security domain master controller.
  • the driving control method further includes:
  • the active safety domain master controller changes the activation request to no request in response to the longitudinal fault signal, and the traffic jam pilot function does not enter an activated state.
  • the vehicle includes a power steering control module
  • the driving control method further includes:
  • the active safety domain master controller sends the activation request to the power steering control module in response to the input command
  • the power steering control module determines whether a lateral controller of the vehicle is faulty in response to the activation request.
  • the lateral control state enters the traffic jam pilot mode, and the power steering control module feeds back the information that the lateral control state enters the traffic jam pilot mode to the traffic jam pilot mode.
  • the active security domain master controller
  • the power steering control module sends a lateral fault signal indicating that the lateral control state is a fault state to the active safety domain master controller.
  • the active safety domain master controller changes the activation request to no request in response to the lateral fault signal, and the traffic jam pilot function does not enter activation. condition.
  • the vehicle includes an active safety domain master controller, a vehicle dynamic domain master controller and a power steering control module, and the driving control method includes:
  • the active safety domain master controller respectively receives the information that the longitudinal control state enters the traffic jam pilot mode and the information that the lateral control state enters the traffic jam pilot mode;
  • the active safety domain master controller sends a global command of the vehicle's global control state to enter the traffic jam pilot mode to the vehicle dynamic domain master controller and the power steering control module;
  • the information that the longitudinal control state enters the traffic jam pilot mode is provided by the vehicle dynamic domain master controller, and the information that the lateral control state enters the traffic jam pilot mode is provided by the power steering control module;
  • the global control state includes the longitudinal control state and the lateral control state.
  • the driving control method further includes:
  • the vehicle dynamic domain master controller and the power steering control module start to execute braking and cornering commands in response to the global command, and the traffic jam pilot function enters an active state.
  • the driving control method further includes:
  • the vehicle dynamics domain master controller releases the inhibited state of the rear wheel steering function.
  • the control method of the invention firstly monitors and adjusts the state of the rear wheel steering function, so that the rear wheel steering function is adjusted according to the activation requirement of the traffic jam pilot function, so that the The priority is higher than the rear wheel steering function to avoid the conflict between the rear wheel steering function and the traffic jam pilot function, so that the vehicle can be compatible with the rear wheel steering function and the traffic jam pilot function at the same time.
  • the vehicle dynamic domain master controller releases the inhibited state of the rear wheel steering function.
  • the rear-wheel steering function can be activated again to improve vehicle performance.
  • FIG. 1 is a schematic flowchart of a driving control method according to an embodiment of the present invention.
  • FIG. 2 is a schematic flowchart of a driving control method according to another embodiment of the present invention.
  • FIG. 3 is a schematic flowchart of a driving control method according to still another embodiment of the present invention.
  • FIG. 4 is a schematic flowchart of a driving control method according to an embodiment of the present invention, which shows a control method for exiting the traffic jam pilot function.
  • FIG. 1 is a schematic flowchart of a driving control method according to an embodiment of the present invention.
  • the driving control method may generally include: step S100, obtaining the status of the rear wheel steering (RWS) function of the vehicle, and step S102, adjusting the status of the rear wheel steering function to control the traffic of the vehicle
  • the Traffic Jam Pilot (TJP) function is activated.
  • step S102 may further specifically include: if the rear wheel steering function is in an activated state, before the rear wheel steering function is switched to a suppressed state, the traffic jam pilot function enters an activated state. If the rear wheel steering function is in the inhibited state, after the vehicle's longitudinal control state and lateral control state both enter the traffic jam pilot mode, the traffic jam pilot function enters the active state.
  • adjusting the state of the rear wheel steering function may include maintaining the inhibited state of the rear wheel steering function, and switching the activation state of the rear wheel steering function to the inhibited state.
  • the state of the rear wheel steering function of the vehicle is first detected and acquired.
  • the state of the rear wheel steering function does not interfere with the traffic jam pilot function (that is, the rear wheel steering function is in the inhibited state)
  • the inhibited state of the rear wheel steering function is maintained, and the traffic jam pilot function can accordingly be controlled into activation condition.
  • the state of the rear wheel steering function may interfere with the traffic jam pilot function (that is, the rear wheel steering function is active)
  • the activation state of the rear wheel steering function needs to be switched to the inhibited state first, and then the traffic jam pilot function is activated.
  • the function can accordingly be controlled into the active state.
  • the rear wheel steering function and the traffic jam navigation function of the vehicle can be controlled by the corresponding Electronic Control Unit (ECU) respectively.
  • ECU Electronic Control Unit
  • the traffic jam pilot function needs to be activated, if the rear wheel steering function is activated at the same time, the rear wheel steering function can be controlled by the main electronic controller unit at any time. Bring negative and uncontrollable effects, affecting driving safety.
  • the control method of the invention firstly monitors and adjusts the state of the rear wheel steering function, so that the rear wheel steering function is adjusted according to the activation requirement of the traffic jam pilot function, so that the The priority is higher than the rear wheel steering function to avoid the conflict between the rear wheel steering function and the traffic jam pilot function, so that the vehicle can be compatible with the rear wheel steering function and the traffic jam pilot function at the same time.
  • FIG. 2 is a schematic flowchart of a driving control method according to another embodiment of the present invention.
  • the vehicle to which this embodiment applies is installed with an Active Safety Domain Master (ASDM for short), a Power Steering Control Module (PSCM for short), and a Vehicle Dynamics Domain Master (Vehicle Dynamics Domain Master, VDDM for short) and Rear Assist Steering Module (RASM).
  • ASDM Active Safety Domain Master
  • PSCM Power Steering Control Module
  • RASM Rear Assist Steering Module
  • the power steering control module can be the lateral controller of the vehicle for electric power steering; the rear wheel auxiliary steering module can be used to perform the rear wheel steering function; the vehicle dynamic domain master controller can monitor the state of the rear wheel steering function ,
  • the main controller of the vehicle dynamic domain also includes the longitudinal controller of the vehicle, which is used to control the start-stop acceleration and deceleration of the vehicle; the main controller of the active safety domain can coordinately control the power steering control module and the main control of the vehicle dynamic domain according to the control method of the vehicle. control unit, rear wheel assisted steering module and other electronic controller units of the vehicle.
  • the driving control method of this embodiment may specifically include:
  • Step S200 the active safety domain master controller receives an input instruction requesting to activate the traffic jam pilot function.
  • Step S202 the active safety domain master controller sends an activation request (request signal) of the traffic jam pilot function to the vehicle dynamic domain master controller in response to the input command.
  • the active safety domain master controller can also send an activation request (request signal) of the traffic jam pilot function to the power steering control module to adjust the lateral controller of the vehicle (described in detail later). ).
  • Step S204 in response to the activation request, the vehicle dynamic domain master controller determines whether the rear wheel steering function is in a suppressed state.
  • step S204 is determined to be yes (indicated by Y in FIG. 2 )
  • step S206 is executed.
  • Step S206 the rear wheel steering function is in the inhibited state, the longitudinal control state enters the traffic jam pilot mode, and the vehicle dynamic domain master controller feeds back the information that the longitudinal control state enters the traffic jam pilot mode to the active safety domain master controller.
  • the state of the vertical controller is the vertical control state.
  • step S216 is executed.
  • step S216 the rear wheel steering function is in an activated state, and the vehicle dynamic domain master controller sends a suppression signal for exiting the rear wheel steering function to the rear wheel auxiliary steering module, so that the rear wheel steering function enters the suppression state.
  • the driving control method may further specifically include: when the rear wheel steering function is in an activated state, the rear wheel auxiliary steering module, in response to the inhibition signal, stops executing the corner control request of the rear wheel steering function, so that the vehicle exits after the vehicle exits. Wheel steering function.
  • step S218 needs to be executed to determine whether the rear wheel steering has returned to the 0-bit state. That is, it is judged whether the rear wheel steering function is completely withdrawn.
  • step S220 the vehicle dynamic domain master controller suppresses the rear wheel steering function.
  • the vehicle dynamic domain master controller sends a longitudinal fault signal whose longitudinal control state is a fault state to the active safety domain master controller.
  • the vehicle dynamic domain master controller also sends a longitudinal fault signal indicating that the longitudinal control state is a fault state to the active safety domain master controller.
  • the driving control method also includes:
  • the global control state includes the vertical control state.
  • the traffic jam pilot mode cannot be activated, avoiding the conflict between the rear-wheel steering function and the traffic jam pilot mode.
  • step S208 may be continued to detect and adjust the lateral control state of the vehicle.
  • control method further includes the active safety domain master controller sending an activation request to the power steering control module in response to the input command.
  • This step may be incorporated into step S202 as shown in FIG. 2, or may be a separate step.
  • the step of detecting and adjusting the lateral control state of the vehicle may specifically include:
  • Step S208 the power steering control module determines whether the lateral controller of the vehicle is faulty in response to the activation request.
  • step S210 is executed.
  • Step S210 the lateral control state enters the traffic congestion pilot mode, and the power steering control module feeds back the information that the lateral control state enters the traffic jam pilot mode to the active safety domain master controller.
  • the traffic jam pilot function can then be controlled to enter the activated state (the specific steps will be described in detail later).
  • step S222 if the lateral controller is faulty, execute step S222.
  • Step S222 the power steering control module sends a lateral fault signal whose lateral control state is a fault state to the active safety domain master controller.
  • steps S226 and S228 can be performed.
  • Step S226 the active safety domain master controller changes the activation request to no request in response to the lateral fault signal. That is, the active security domain master controller sends the global control state to the no-request mode.
  • the global control state also includes a lateral control state.
  • the specific steps of the traffic jam pilot function being controlled to enter the activated state may include:
  • Step S212 the active safety domain master controller sends a global command of the vehicle's global control state to enter the traffic jam pilot mode to the vehicle dynamic domain master controller and the power steering control module.
  • the global control state includes a vertical control state and a horizontal control state.
  • step S214 the vehicle dynamic domain master controller and the power steering control module start to execute braking and cornering commands in response to the global command, and the traffic jam pilot function enters an active state.
  • the active safety domain master controller receives the information that the longitudinal control state enters the traffic jam pilot mode and the information that the lateral control state enters the traffic jam pilot mode, respectively.
  • the information that the longitudinal control state enters the traffic congestion pilot mode is provided by the vehicle dynamic domain master controller, and the information that the lateral control state enters the traffic congestion pilot mode is provided by the power steering control module.
  • the active safety domain master controller needs to exchange and summarize the information from two different controllers/control modules and return the complete information to the two controllers/control modules, thereby uniformly controlling the longitudinal control state of the vehicle and lateral control state, so that the traffic jam pilot function can enter the active state smoothly.
  • FIG. 3 is a schematic flowchart of a driving control method according to still another embodiment of the present invention.
  • the difference between the embodiment in FIG. 3 and the embodiment in FIG. 2 is that the steps of judging whether the lateral controller is faulty and the steps of judging whether the rear wheel steering function is in a suppressed state are in reverse order.
  • the detection and judgment of whether the lateral controller is faulty and the detection and judgment of whether the rear wheel steering function is in a suppressed state can also be performed simultaneously, and there is no requirement for the execution order of these two judgment steps. .
  • steps S00 to S302 may correspond to steps S200 to S202
  • steps S304 to S306 may correspond to steps S208 to S210
  • steps S308 to S310 may correspond to steps S204 to S206
  • steps S312 to S314 may correspond to steps S212 to S214
  • steps S316 to S328 may correspond to steps S222 to S228,
  • steps S320 to S324 and S326 may correspond to steps S216 to S220 and S224. Therefore, for the description of the embodiment in FIG. 3 , reference may be made to the foregoing description of the embodiment in FIG. 2 , which will not be repeated here.
  • the control method of the present invention can make the vehicle compatible with the rear wheel steering function and the traffic jam pilot function at the same time.
  • the turning on and off of the wheel steering function makes the traffic jam pilot function not affected by the rear wheel steering function.
  • FIG. 4 is a schematic flowchart of a driving control method according to an embodiment of the present invention, which shows a control method for exiting the traffic jam pilot function.
  • control method for exiting the traffic jam pilot function may include:
  • Step S400 the vehicle dynamic domain master controller and the power steering control module receive an instruction to exit the traffic jam pilot mode.
  • Step S402 the vehicle dynamic domain master controller cancels the inhibition of the rear wheel steering function, the rear wheel steering function returns to a normal state, and the rear wheel steering function can be controlled and reactivated.
  • the vehicle dynamic domain master controller releases the inhibited state of the rear wheel steering function.
  • the rear-wheel steering function can be activated again to improve vehicle performance.

Abstract

一种车辆的驾驶控制方法，包括：获取车辆的后轮转向功能的状态；调整后轮转向功能的状态以控制车辆的交通拥堵领航功能进入激活状态；其中，若后轮转向功能处于激活状态，则在后轮转向功能切换为抑制状态前，交通拥堵领航功能不进入激活状态；若后轮转向功能处于抑制状态，则在车辆的纵向控制状态和横向控制状态均进入交通拥堵领航模式后，交通拥堵领航功能进入激活状态。

Description

一种车辆的驾驶控制方法 技术领域
本发明涉及车辆的驾驶技术领域，特别是涉及一种车辆的驾驶控制方法。
背景技术
后轮转向(Rear Wheel Steering，简称RWS)功能是为了提高车辆在高速行驶时的操纵稳定性且改善低速行驶时的机动灵活性，提出的一种后轮转角控制理念。交通拥堵领航(Traffic Jam Pilot，简称TJP)能是为了在交通拥堵路况，通过车辆上的各种传感器、雷达、摄像头等采集整车动态环境，规划出安全行驶路径，然后通过控制转向/制动/动力执行器使车辆在规划的路径行驶，实现交通拥堵路况的横纵向自动驾驶。
但交通拥堵领航功能和后轮转向功能来自两个不同的电子控制器单元(Electronic Control Unit，简称ECU)控制，现有技术中尚无如何使车辆同时安全兼容交通拥堵领航功能和后轮转向功能的驾驶控制方法。
发明内容
本发明的一个目的是要提供一种车辆的驾驶控制方法，以实现车辆同时安全兼容交通拥堵领航功能和后轮转向功能。
本发明一个进一步的目的是要使得车辆性能得到进一步提升。
特别地，本发明提供了一种车辆的驾驶控制方法，包括：
获取所述车辆的后轮转向功能的状态；
调整所述后轮转向功能的状态以控制所述车辆的交通拥堵领航功能进入激活状态；其中，
若所述后轮转向功能处于激活状态，则在所述后轮转向功能切换为抑制状态前，所述交通拥堵领航功能不进入激活状态；
若所述后轮转向功能处于抑制状态，则在所述车辆的纵向控制状态和横向控制状态均进入交通拥堵领航模式后，所述交通拥堵领航功能进入激活状态。
可选地，所述车辆包括主动安全域主控制器和车辆动态域主控制器，所述驾驶控制方法包括：
所述主动安全域主控制器接收请求激活所述交通拥堵领航功能的输入指令；
所述主动安全域主控制器响应于所述输入指令，发送所述交通拥堵领航功能的激活请求至所述车辆动态域主控制器；
所述车辆动态域主控制器响应于所述激活请求，判断所述后轮转向功能是否处于抑制状态。
可选地，所述车辆包括后轮辅助转向模块，所述驾驶控制方法包括：
若所述后轮转向功能处于激活状态，则所述车辆动态域主控制器向所述后轮辅助转向模块发送退出所述后轮转向功能的抑制信号，以使所述后轮转向功能进入所述抑制状态；
若所述后轮转向功能处于抑制状态，则所述纵向控制状态进入所述交通拥堵领航模式，所述车辆动态域主控制器将所述纵向控制状态进入所述交通拥堵领航模式的信息反馈至所述主动安全域主控制器。
可选地，所述驾驶控制方法还包括：
当所述后轮转向功能处于激活状态时，所述后轮辅助转向模块响应于所述抑制信号，停止执行所述后轮转向功能的转角控制请求，以使所述车辆退出所述后轮转向功能；
判断所述后轮转向功能是否完全退出，若是，则所述后轮转向功能处于抑制状态，若否，则所述车辆动态域主控制器发送所述纵向控制状态为故障状态的纵向故障信号至所述主动安全域主控制器。
可选地，所述驾驶控制方法还包括：
当所述后轮转向功能无法完全退出时，所述主动安全域主控制器响应于所述纵向故障信号，将所述激活请求变更为无请求，所述交通拥堵领航功能不进入激活状态。
可选地，所述车辆包括助力转向控制模块，所述驾驶控制方法还包括：
所述主动安全域主控制器响应于所述输入指令，发送所述激活请求至所述助力转向控制模块；
所述助力转向控制模块响应于所述激活请求，判断所述车辆的横向控制器是否有故障。
可选地，若所述横向控制器无故障，则所述横向控制状态进入所述交通拥堵领航模式，所述助力转向控制模块将所述横向控制状态进入所述交通拥堵领航模式的信息反馈至所述主动安全域主控制器；
若所述横向控制器有故障，则所述助力转向控制模块发送所述横向控制状态为故障状态的横向故障信号至所述主动安全域主控制器。
可选地，当若所述横向控制器有故障时，所述主动安全域主控制器响应于所述横向故障信号，将所述激活请求变更为无请求，所述交通拥堵领航功能不进入激活状态。
可选地，所述车辆包括主动安全域主控制器、车辆动态域主控制器和助力转向控制模块，所述驾驶控制方法包括：
所述主动安全域主控制器分别接收所述纵向控制状态进入所述交通拥堵领航模式的信息和所述横向控制状态进入所述交通拥堵领航模式的信息；
所述主动安全域主控制器发送所述车辆的全局控制状态进入所述交通拥堵领航模式的全局指令至所述车辆动态域主控制器和所述助力转向控制模块；其中
所述纵向控制状态进入所述交通拥堵领航模式的信息由所述车辆动态域主控制器提供，所述横向控制状态进入所述交通拥堵领航模式的信息由所述助力转向控制模块提供；以及
所述全局控制状态包括所述纵向控制状态和所述横向控制状态。
可选地，所述驾驶控制方法还包括：
所述车辆动态域主控制器和所述助力转向控制模块响应于所述全局指令，开始执行制动和转角指令，所述交通拥堵领航功能进入激活状态。
可选地，所述驾驶控制方法还包括：
当所述主动安全域主控制器接收到请求退出所述交通拥堵领航功能的退出指令时；
响应于所述退出指令，所述车辆动态域主控制器解除所述后轮转向功能的所述抑制状态。
本发明的控制方法在车辆需要激活交通拥堵领航功能时，首先对后轮转向功能的状态进行监控和调整，令后轮转向功能随交通拥堵领航功能的激活需求进行调整，使交通拥堵领航功能的优先级高于后轮转向功能，避免后轮转向功能和交通拥堵领航功能产生冲突，由此可以使车辆同时兼容后轮转向 功能和交通拥堵领航功能。
进一步地，根据本发明的控制方法，当主动安全域主控制器接收到请求退出交通拥堵领航功能的退出指令时，响应于退出指令，车辆动态域主控制器解除后轮转向功能的抑制状态。由此，当交通拥堵领航模式退出后，后轮转向功能又能被激活发挥以提升车辆性能。。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1是根据本发明一个实施例的驾驶控制方法的示意性流程图；
图2是根据本发明另一个实施例的驾驶控制方法的示意性流程图；
图3是根据本发明又一个实施例的驾驶控制方法的示意性流程图；
图4是根据本发明一个实施例的驾驶控制方法的示意性流程图，其示出了退出交通拥堵领航功能的控制方法。
具体实施方式
图1是根据本发明一个实施例的驾驶控制方法的示意性流程图。
参见图1，驾驶控制方法一般性地可包括：步骤S100，获取车辆的后轮转向(Rear Wheel Steering，简称RWS)功能的状态，以及步骤S102，调整后轮转向功能的状态以控制车辆的交通拥堵领航(Traffic Jam Pilot，简称TJP)功能进入激活状态。
进一步地，步骤S102还可具体地包括：若后轮转向功能处于激活状态，则在后轮转向功能切换为抑制状态前，交通拥堵领航功能进入激活状态。若后轮转向功能处于抑制状态，则在车辆的纵向控制状态和横向控制状态均进入交通拥堵领航模式后，交通拥堵领航功能进入激活状态。
在步骤S102中，调整后轮转向功能的状态可以包括保持后轮转向功能的抑制状态，以及将后轮转向功能的激活状态切换为抑制状态。
也即是，当交通拥堵领航功能需要被激活时，车辆的后轮转向功能的状态首先被检测及获取。当后轮转向功能的状态不会干扰交通拥堵领航功能时 (也即是，后轮转向功能处于抑制状态)，后轮转向功能的抑制状态被保持，交通拥堵领航功能相应地可以受控进入激活状态。当后轮转向功能的状态可能会对交通拥堵领航功能产生干扰时(也即是，后轮转向功能处于激活状态)，后轮转向功能的激活状态需要首先被切换为抑制状态，而后交通拥堵领航功能相应地可以受控进入激活状态。
车辆的后轮转向功能和交通拥堵领航功能可分别由相应的电子控制器单元(Electronic Control Unit，简称ECU)进行控制。在交通拥堵领航功能需要被激活时，若后轮转向功能同时处于激活状态，后轮转向功能随时可以被主电子控制器单元控制后轮转向角度，这将对交通拥堵领航功能中的路径规划计算带来消极和不可控的影响，影响驾驶安全。
本发明的控制方法在车辆需要激活交通拥堵领航功能时，首先对后轮转向功能的状态进行监控和调整，令后轮转向功能随交通拥堵领航功能的激活需求进行调整，使交通拥堵领航功能的优先级高于后轮转向功能，避免后轮转向功能和交通拥堵领航功能产生冲突，由此可以使车辆同时兼容后轮转向功能和交通拥堵领航功能。
图2是根据本发明另一个实施例的驾驶控制方法的示意性流程图。本实施例适用的车辆安装有主动安全域主控制器(Active Safety Domain Master，简称ASDM)、助力转向控制模块(Power Steering Control Module，简称PSCM)、车辆动态域主控制器(Vehicle Dynamics Domain Master，简称VDDM)和后轮辅助转向模块(Rear Assistant Steering Module，简称RASM)。其中，助力转向控制模块可以为车辆的横向控制器，用于进行电动助力转向；后轮辅助转向模块可用于执行后轮转向功能；车辆动态域主控制器可对后轮转向功能的状态进行监控，此外，车辆动态域主控制器还包含车辆的纵向控制器，用于控制车辆启停加减速；主动安全域主控制器可根据车辆的控制方法统筹控制助力转向控制模块、车辆动态域主控制器、后轮辅助转向模块和车辆的其他电子控制器单元。以上各控制器和控制模块分别独立执行控制操作的技术为本领域技术人员所习知的，在此不做赘述。
参见图2，本实施例的驾驶控制方法具体可包括：
步骤S200，主动安全域主控制器接收请求激活交通拥堵领航功能的输入指令。
步骤S202，主动安全域主控制器响应于输入指令，发送交通拥堵领航 功能的激活请求(请求信号)至车辆动态域主控制器。
需要说明的是，步骤S202中还可包括主动安全域主控制器同时发送交通拥堵领航功能的激活请求(请求信号)至助力转向控制模块，以对车辆的横向控制器进行调节(后文详述)。
步骤S204，车辆动态域主控制器响应于激活请求，判断后轮转向功能是否处于抑制状态。
若步骤S204的结论判定为是(图2中用Y表示)，则执行步骤S206。
步骤S206，后轮转向功能处于抑制状态，纵向控制状态进入交通拥堵领航模式，车辆动态域主控制器将纵向控制状态进入交通拥堵领航模式的信息反馈至主动安全域主控制器。其中，纵向控制器的状态即为纵向控制状态。
若步骤S204的结论判定为否(图2中用N表示)，则执行步骤S216。
步骤S216，后轮转向功能处于激活状态，车辆动态域主控制器向后轮辅助转向模块发送退出后轮转向功能的抑制信号，以使后轮转向功能进入抑制状态。
继续参见步骤S216，驾驶控制方法还可具体地包括：当后轮转向功能处于激活状态时，后轮辅助转向模块响应于抑制信号，停止执行后轮转向功能的转角控制请求，以使车辆退出后轮转向功能。
车辆退出后轮转向功能的过程需要逐步进行，因此还需执行步骤S218，判断后轮转向是否已返回0位状态。也即是，判断后轮转向功能是否完全退出。
若是，则后轮转向功能处于(或已成功切换为)抑制状态。也即是，对应于步骤S220，车辆动态域主控制器抑制后轮转向功能。
若否，则说明后轮转向功能无法切换为抑制状态，车辆动态域主控制器无法抑制后轮转向功能，进而不能继续使纵向控制状态进入交通拥堵领航模式。此时，可对应于步骤224，车辆动态域主控制器发送纵向控制状态为故障状态的纵向故障信号至主动安全域主控制器。此外，当纵向控制器被检测出存在故障时，车辆动态域主控制器也会发送纵向控制状态为故障状态的纵向故障信号至主动安全域主控制器。
进一步地，驾驶控制方法还包括：
步骤S226，当后轮转向功能无法完全退出时，主动安全域主控制器响应于纵向故障信号，将激活请求变更为无请求。也即是，主动安全域主控制 器发送全局控制状态为无请求模式。其中，全局控制状态包括纵向控制状态。
步骤S228，交通拥堵领航功能不进入激活状态。也即是，交通拥堵领航模式无法激活。
至此，若后轮转向功能因故障无法退出，则交通拥堵领航模式无法激活，避免后轮转向功能和交通拥堵领航模式产生冲突。
进一步地，回到步骤S206，若后轮转向功能能够退出或已处于抑制状态，可继续执行步骤S208，以检测并调节车辆的横向控制状态。
如前所述，控制方法还包括主动安全域主控制器响应于输入指令，发送激活请求至助力转向控制模块。该步骤可如图2所示并入步骤S202中，或可单独为一独立步骤。
检测并调节车辆的横向控制状态的步骤具体地可包括：
步骤S208，助力转向控制模块响应于激活请求，判断车辆的横向控制器是否有故障。
若横向控制器无故障，则执行步骤S210。
步骤S210，横向控制状态进入交通拥堵领航模式，助力转向控制模块将横向控制状态进入交通拥堵领航模式的信息反馈至主动安全域主控制器。
此时，参见步骤S206至步骤S210，车辆的纵向控制状态和横向控制状态均已进入交通拥堵领航模式后，交通拥堵领航功能可随后受控进入激活状态(具体步骤后文详述)。
继续参见步骤S208，若横向控制器有故障，则执行步骤S222。
步骤S222，助力转向控制模块发送横向控制状态为故障状态的横向故障信号至主动安全域主控制器。
此时，由于横向控制器存在故障，横向控制器无法使横向控制状态进入交通拥堵领航模式。相应地，可执行步骤S226和步骤S228。
步骤S226，主动安全域主控制器响应于横向故障信号，将激活请求变更为无请求。也即是，主动安全域主控制器发送全局控制状态为无请求模式。其中，全局控制状态还包括横向控制状态。
步骤S228，交通拥堵领航功能不进入激活状态。
至此，若横向控制器发送故障，则交通拥堵领航模式无法激活，避免交通拥堵领航功能无法顺利实现其功能。
进一步地，在车辆的纵向控制状态和横向控制状态均已进入交通拥堵领 航模式后(例如可参见步骤S206和步骤S210)，交通拥堵领航功能随后受控进入激活状态的具体步骤可包括：
步骤S212，主动安全域主控制器发送车辆的全局控制状态进入交通拥堵领航模式的全局指令至车辆动态域主控制器和助力转向控制模块。其中，如前所述，全局控制状态包括纵向控制状态和横向控制状态。
步骤S214，车辆动态域主控制器和助力转向控制模块响应于全局指令，开始执行制动和转角指令，交通拥堵领航功能进入激活状态。
也即是，根据步骤S206和步骤S210，主动安全域主控制器分别接收纵向控制状态进入交通拥堵领航模式的信息和横向控制状态进入交通拥堵领航模式的信息。其中，纵向控制状态进入交通拥堵领航模式的信息由车辆动态域主控制器提供，横向控制状态进入交通拥堵领航模式的信息由助力转向控制模块提供。
此时，需要主动安全域主控制器将分别来自两个不同控制器/控制模块的信息进行交换汇总并将完整信息返回给这两个控制器/控制模块，由此统一控制车辆的纵向控制状态和横向控制状态，以使交通拥堵领航功能平稳地进入激活状态。
图3是根据本发明又一个实施例的驾驶控制方法的示意性流程图。图3中的实施例与图2中的实施例的不同在于，横向控制器是否有故障的判断步骤和后轮转向功能是否处于抑制状态的判断步骤的顺序相反。
需要说明的是，根据本发明的控制方法，横向控制器是否有故障的检测判断和后轮转向功能是否处于抑制状态的检测判断也可同时进行，对这两项判断步骤的执行顺序并无要求。
根据图2和图3可知，步骤S00至步骤S302可对应于步骤S200至步骤S202，步骤S304至步骤S306可对应于步骤S208至步骤S210，步骤S308至步骤S310可对应于步骤S204至步骤S206，步骤S312至步骤S314可对应于步骤S212至步骤S214，步骤S316至步骤S328可对应于步骤S222至步骤S228，步骤S320至步骤S324和步骤S326可对应于步骤S216至步骤S220和步骤S224。由此，对图3中实施例的说明可参见前文对图2中实施例的说明，在此不再赘述。
根据图1至图3及前文中的对应说明，本发明的控制方法可以使车辆同时兼容后轮转向功能和交通拥堵领航功能，在二者互相影响冲突时可以通过 动态域控制器统一仲裁控制后轮转向功能的开启与关闭，使交通拥堵领航功能不受后轮转向功能的影响。
图4是根据本发明一个实施例的驾驶控制方法的示意性流程图，其示出了退出交通拥堵领航功能的控制方法。
参见图4，退出交通拥堵领航功能的控制方法可包括：
步骤S400，车辆动态域主控制器和助力转向控制模块接收到退出交通拥堵领航模式的指令。
步骤S402，车辆动态域主控制器取消对后轮转向功能的抑制，后轮转向功能恢复正常状态，后轮转向功能可受控重新被激活。
也即是，当主动安全域主控制器接收到请求退出交通拥堵领航功能的退出指令时，响应于退出指令，车辆动态域主控制器解除后轮转向功能的抑制状态。由此，当交通拥堵领航模式退出后，后轮转向功能又能被激活发挥以提升车辆性能。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的多个示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (11)

  1. 一种车辆的驾驶控制方法，包括：
    获取所述车辆的后轮转向功能的状态；
    调整所述后轮转向功能的状态以控制所述车辆的交通拥堵领航功能进入激活状态；其中，
    若所述后轮转向功能处于激活状态，则在所述后轮转向功能切换为抑制状态前，所述交通拥堵领航功能不进入激活状态；
    若所述后轮转向功能处于抑制状态，则在所述车辆的纵向控制状态和横向控制状态均进入交通拥堵领航模式后，所述交通拥堵领航功能进入激活状态。
  2. 根据权利要求1所述的驾驶控制方法，其中，所述车辆包括主动安全域主控制器和车辆动态域主控制器，所述驾驶控制方法包括：
    所述主动安全域主控制器接收请求激活所述交通拥堵领航功能的输入指令；
    所述主动安全域主控制器响应于所述输入指令，发送所述交通拥堵领航功能的激活请求至所述车辆动态域主控制器；
    所述车辆动态域主控制器响应于所述激活请求，判断所述后轮转向功能是否处于抑制状态。
  3. 根据权利要求2所述的驾驶控制方法，其中，所述车辆包括后轮辅助转向模块，所述驾驶控制方法包括：
    若所述后轮转向功能处于激活状态，则所述车辆动态域主控制器向所述后轮辅助转向模块发送退出所述后轮转向功能的抑制信号，以使所述后轮转向功能进入所述抑制状态；
    若所述后轮转向功能处于抑制状态，则所述纵向控制状态进入所述交通拥堵领航模式，所述车辆动态域主控制器将所述纵向控制状态进入所述交通拥堵领航模式的信息反馈至所述主动安全域主控制器。
  4. 根据权利要求3所述的驾驶控制方法，还包括：
    当所述后轮转向功能处于激活状态时，所述后轮辅助转向模块响应于所 述抑制信号，停止执行所述后轮转向功能的转角控制请求，以使所述车辆退出所述后轮转向功能；
    判断所述后轮转向功能是否完全退出，若是，则所述后轮转向功能处于抑制状态，若否，则所述车辆动态域主控制器发送所述纵向控制状态为故障状态的纵向故障信号至所述主动安全域主控制器。
  5. 根据权利要求4所述的驾驶控制方法，还包括：
    当所述后轮转向功能无法完全退出时，所述主动安全域主控制器响应于所述纵向故障信号，将所述激活请求变更为无请求，所述交通拥堵领航功能不进入激活状态。
  6. 根据权利要求2所述的驾驶控制方法，其中，所述车辆包括助力转向控制模块，所述驾驶控制方法还包括：
    所述主动安全域主控制器响应于所述输入指令，发送所述激活请求至所述助力转向控制模块；
    所述助力转向控制模块响应于所述激活请求，判断所述车辆的横向控制器是否有故障。
  7. 根据权利要求6所述的驾驶控制方法，其中，
    若所述横向控制器无故障，则所述横向控制状态进入所述交通拥堵领航模式，所述助力转向控制模块将所述横向控制状态进入所述交通拥堵领航模式的信息反馈至所述主动安全域主控制器；
    若所述横向控制器有故障，则所述助力转向控制模块发送所述横向控制状态为故障状态的横向故障信号至所述主动安全域主控制器。
  8. 根据权利要求7所述的驾驶控制方法，其中，
    当若所述横向控制器有故障时，所述主动安全域主控制器响应于所述横向故障信号，将所述激活请求变更为无请求，所述交通拥堵领航功能不进入激活状态。
  9. 根据权利要求1所述的驾驶控制方法，所述车辆包括主动安全域主控制器、车辆动态域主控制器和助力转向控制模块，所述驾驶控制方法包括：
    所述主动安全域主控制器分别接收所述纵向控制状态进入所述交通拥堵领航模式的信息和所述横向控制状态进入所述交通拥堵领航模式的信息；
    所述主动安全域主控制器发送所述车辆的全局控制状态进入所述交通拥堵领航模式的全局指令至所述车辆动态域主控制器和所述助力转向控制模块；其中
    所述纵向控制状态进入所述交通拥堵领航模式的信息由所述车辆动态域主控制器提供，所述横向控制状态进入所述交通拥堵领航模式的信息由所述助力转向控制模块提供；以及
    所述全局控制状态包括所述纵向控制状态和所述横向控制状态。
  10. 根据权利要求9所述的驾驶控制方法，还包括：
    所述车辆动态域主控制器和所述助力转向控制模块响应于所述全局指令，开始执行制动和转角指令，所述交通拥堵领航功能进入激活状态。
  11. 根据权利要求10所述的驾驶控制方法，还包括：
    当所述主动安全域主控制器接收到请求退出所述交通拥堵领航功能的退出指令时；
    响应于所述退出指令，所述车辆动态域主控制器解除所述后轮转向功能的所述抑制状态。
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