CN115042855A

CN115042855A - Auxiliary driving method, central controller and vehicle

Info

Publication number: CN115042855A
Application number: CN202111087328.8A
Authority: CN
Inventors: 杜雄飞; 王天鹏; 何江伟; 赵志祥; 胡忠辉
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2021-09-16
Filing date: 2021-09-16
Publication date: 2022-09-13
Anticipated expiration: 2041-09-16
Also published as: CN115042855B

Abstract

The application is suitable for the technical field of safe driving, and provides an auxiliary driving method, a central controller and a vehicle, wherein the method comprises the following steps: acquiring state information of a vehicle; setting a resistance torque acting on a steering wheel of the vehicle to a resistance torque matched with the state information of the vehicle, in a case where the state information of the vehicle satisfies a preset condition; setting a resistance torque acting on the steering wheel as a first resistance torque under the condition that the state information of the vehicle does not meet a preset condition, wherein the resistance torque matched with the state information of the vehicle is larger than the first resistance torque; the accident rate can be reduced through the method and the device.

Description

Auxiliary driving method, central controller and vehicle

Technical Field

The application belongs to the technical field of safe driving, and particularly relates to an auxiliary driving method, a central controller and a vehicle.

Background

With the development of economy, the requirements of people on the quality of life are improved, and vehicles become indispensable transportation tools for people to go out in the modern time. Accordingly, vehicles traveling on roads are increasing, and safe driving becomes a more and more concern.

A steering system in a vehicle may maintain or change the direction of travel of the vehicle. The user changes the traveling direction of the vehicle by manipulating a steering wheel in the steering system. However, in a complex working condition (for example, high-speed driving, rainy and snowy weather, tire burst, etc.), when a user operates the steering wheel according to an individual driving habit, the vehicle often cannot drive according to the driving intention of the user, which easily causes a traffic accident.

Disclosure of Invention

In view of this, the embodiment of the application provides an auxiliary driving method, a central controller and a vehicle, so as to solve the problem that a traffic accident is easy to occur in a complex working condition.

A first aspect of an embodiment of the present application provides a driving assistance method, including:

acquiring state information of a vehicle;

setting a resistance torque acting on a steering wheel of the vehicle to a resistance torque matched with the state information of the vehicle, in the case where the state information of the vehicle satisfies a preset condition;

and under the condition that the state information of the vehicle does not meet the preset condition, setting the resistance torque acting on the steering wheel as a first resistance torque, wherein the resistance torque matched with the state information of the vehicle is larger than the first resistance torque.

A second aspect of embodiments of the present application provides a central controller, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the method provided by the first aspect of embodiments of the present application when executing the computer program

A third aspect of an embodiment of the present application provides a vehicle including:

a central controller provided by a second aspect of an embodiment of the present application;

the tire pressure monitoring system is used for monitoring the tire pressure of the vehicle tire and sending the tire pressure of the vehicle tire to the central controller;

the vehicle speed sensor is used for monitoring the vehicle speed of the vehicle and sending the vehicle speed of the vehicle to the central controller;

the tire adhesion monitoring system is used for monitoring the road adhesion coefficient between the wheels of the vehicle and the road surface of the road where the vehicle is located and sending the road adhesion coefficient to the central controller;

or calculating and obtaining tire adhesion force between the wheels of the vehicle and the road surface of the road on which the vehicle is located based on the road surface adhesion coefficient and the vertical load of the vehicle, and sending the tire adhesion force to the central controller;

and the power steering device is used for providing resistance torque.

A fourth aspect of embodiments of the present application provides a computer-readable storage medium storing a computer program which, when executed by one or more processors, performs the steps of the method provided by the first aspect of embodiments of the present application.

A fifth aspect of embodiments of the present application provides a computer program product comprising a computer program that, when executed by one or more processors, performs the steps of the method provided by the first aspect of embodiments of the present application.

The embodiment of the application provides an auxiliary driving method, which can preset at least one judgment condition of abnormal working conditions (for example, at least one of complex working conditions such as high-speed driving, slipping risk, tire burst and the like), and increase the resistance moment acting on a steering wheel under the condition that the monitored state information of a vehicle meets the preset judgment condition, so that the habit that a user rotates the steering wheel under the normal working conditions under the complex working conditions is avoided, and the problem that the actual steering of the vehicle is larger than the steering expectation of the user (for example, deviation of a driving track, rollover, secondary accidents and the like) can be solved, and the traffic accidents under the complex working conditions are reduced.

It is to be understood that, for the beneficial effects of the second aspect to the fifth aspect, reference may be made to the relevant description in the first aspect, and details are not described herein again.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

FIG. 1 is a schematic diagram of a partial hardware structure of a vehicle implementing a driving assistance method according to an embodiment of the present application;

FIG. 2 is a schematic flow chart of a driving assistance method according to an embodiment of the present disclosure;

FIG. 3 is a schematic flow chart of another driving assistance method provided by an embodiment of the present application;

FIG. 4 is a schematic flow chart of another driving assistance method provided in the embodiments of the present application;

FIG. 5 is a schematic flow chart of another driving assistance method provided in the embodiments of the present application;

FIG. 6 is a schematic flow chart of another driving assistance method provided in the embodiments of the present application;

FIG. 7 is a schematic block diagram of a central controller provided in an embodiment of the present application;

fig. 8 is a schematic block diagram of another central controller provided in an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

It is also to be understood that the terminology used in the description of the present application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the specification of the present application and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

In order to explain the technical means of the present application, the following description will be given by way of specific examples.

FIG. 1 is a diagram of a partial hardware connection relationship in a vehicle on which a driving assistance method provided by an embodiment of the present application depends; as shown in fig. 1, the vehicle includes: the system comprises a tire pressure monitoring system, a vehicle speed sensor, a tire adhesion monitoring system, a central controller, a power steering device and the like.

The tire pressure monitoring system, the vehicle speed sensor, the tire adhesion monitoring system and the like are connected with the central controller so as to send various monitored state information of the vehicle to the central controller. The central controller determines whether various received state information of the vehicle satisfies preset conditions (e.g., whether driving at high speed, whether there is a risk of tire slip, whether there is a risk of tire burst, etc.); and setting a resistance torque acting on a steering wheel of the vehicle as a resistance torque matched with the state information of the vehicle through a power steering device connected with the central controller when a preset condition is satisfied. The power steering apparatus is used to provide a resistance torque to a steering wheel of a vehicle that matches state information of the vehicle, and it can be understood that since a moment arm acting on the steering wheel does not change, a manner of adjusting the resistance torque is to increase or decrease steering power.

Of course, it should be noted that, when the central controller determines that the received various state information of the vehicle does not satisfy the preset conditions (for example, non-high-speed driving, no risk of tire slip, no risk of tire burst, etc.), the resistance torque acting on the steering wheel of the vehicle is set as the first resistance torque by the power steering apparatus. The first resistance moment is a preset resistance moment acted on a steering wheel of the vehicle in a normal driving state of the vehicle. The power steering apparatus is also configured to provide a first resistance torque to a steering wheel of the vehicle.

The tire pressure monitoring system is used for monitoring the tire pressure of the tire of the vehicle.

The vehicle speed sensor is used for monitoring the speed of the vehicle.

The tire adhesion monitoring system is used for monitoring the road adhesion coefficient between the wheels of the vehicle and the road surface of the road; and calculating and obtaining the tire adhesion force between the wheels of the vehicle and the road surface of the road on which the vehicle is positioned according to the road adhesion coefficient and the vertical load of the vehicle.

In practical application, the tire adhesion monitoring system can also monitor the road adhesion coefficient between the wheels of the vehicle and the road surface of the road; and sending the road surface adhesion coefficient to a central controller, and calculating and obtaining the tire adhesion force between the wheels of the vehicle and the road surface of the road where the vehicle is located by the central controller according to the road surface adhesion coefficient and the vertical load of the vehicle where the vehicle is located. The embodiment of the application does not limit the actual execution main body for calculating the tire adhesion.

Of course, the hardware structure diagram of the vehicle in fig. 1 is only one example, and in practical applications, more or fewer sensors or components for monitoring the vehicle status information may also be included than the above embodiments.

After describing a partial hardware connection relationship diagram of a vehicle on which the driving assistance method provided by the embodiment of the present application is implemented, how the central controller implements the driving assistance method provided by the embodiment of the present application will be described.

Fig. 2 is a schematic flow chart of an implementation of a driving assistance method provided in an embodiment of the present application, and as shown in the figure, the method may include the following steps:

in step 201, state information of a vehicle is acquired.

In the embodiment of the present application, it may be set that the resistance torque acting on the steering wheel of the vehicle is set to a resistance torque matching the state information of the vehicle in a plurality of cases.

As an example, it may be set that, when it is determined to travel at a high speed, the resistance torque acting on the steering wheel of the vehicle is set to a resistance torque that matches the state information of the vehicle; in this case, the state information of the vehicle includes the vehicle speed of the vehicle.

As another example, it may be further provided that, when it is determined that there is a slip risk, the resistance torque acting on the steering wheel of the vehicle is set to a resistance torque that matches the state information of the vehicle; in this case, the state information of the vehicle may include: road surface adhesion coefficient between the wheels of a vehicle and the road surface of the road on which the vehicle is located. Of course, in this case, the state information of the vehicle may further include: the tyre grip (calculated from the tyre grip coefficient and the vertical load of the vehicle) between the wheels of the vehicle and the road surface of the road on which the vehicle is located.

As another example, it may be further provided that, upon determination that there is a flat tire, the resistance torque acting on the steering wheel of the vehicle is set to a resistance torque that matches the state information of the vehicle; in this case, the state information of the vehicle includes the tire pressure of the tire of the host vehicle, the vehicle speed of the vehicle, the tire adhesion between the wheels of the vehicle and the road surface of the road on which the vehicle is located, and the like.

When the central controller needs to determine whether or not the resistance torque acting on the steering wheel of the vehicle needs to be set to the resistance torque matching the state information of the vehicle based on the tire adhesion force, as described above, part of the state information may also be acquired to calculate and obtain the tire adhesion force from the acquired part of the state information. Of course, the tire adhesion may also be directly obtained from the tire adhesion monitoring system. The embodiment of the present application does not limit the adopted method.

And 202, in the case that the state information of the vehicle meets a preset condition, setting a resistance torque acting on a steering wheel of the vehicle as a resistance torque matched with the state information of the vehicle.

In the embodiment of the present application, a condition for high-speed travel may be set in advance, and when it is determined that the vehicle belongs to high-speed travel, the resistance torque acting on the steering wheel of the vehicle is set to be the first resistance torque multiplied by (1+ a). As an example, a may take 4%, 5%, 6%, etc.

It is also possible to preset a condition when there is a slip risk, and set the resistance torque acting on the steering wheel of the vehicle to the first resistance torque multiplied by (1+ b) when it is determined that there is a slip risk in the vehicle. As an example, b may take 2%, 3%, 4%, 5%, 6%, 7%, etc.

Conditions that present a risk of tire puncture (and possibly also tire puncture) or a risk of rollover may also be preset. In determining that the vehicle is at risk of skidding, the drag torque acting on the steering wheel of the vehicle is set to be the first drag torque multiplied by (1+ c). As an example, c may take 15%, 20%, 25%, 30%, 35%, etc.

It can be understood from the above example that the proportion of increase in the drag torque acting on the steering wheel of the vehicle is not equal under different driving conditions.

And 203, setting the resistance torque acting on the steering wheel as a first resistance torque under the condition that the state information of the vehicle does not meet the preset condition, wherein the resistance torque matched with the state information of the vehicle is larger than the first resistance torque.

In the embodiment of the present application, the first resistance torque is a resistance torque acting on a steering wheel of the vehicle under a normal condition. When the state information of the vehicle does not satisfy the preset condition, indicating that there is no risk or the risk is relieved, it is necessary to set a resistance torque acting on a steering wheel of the vehicle to a first resistance torque. Of course, the first resistance torque may be different under normal operating conditions of different vehicle types.

Of course, if the determination conditions of a plurality of abnormal conditions (for example, at least one of complex conditions such as high-speed running, a slip risk, and a tire burst) are preset, the state information of the vehicle does not satisfy the preset conditions and indicates that: and the state information of the vehicle does not meet the judgment condition of any abnormal working condition.

In the embodiment of the application, at least one judgment condition of abnormal working conditions is preset, and the resistance moment acting on the steering wheel is increased under the condition that the monitored state information of the vehicle meets the preset judgment condition, so that the habit that a user rotates the steering wheel under the normal working conditions under the complex working conditions is avoided, and the problem that the actual steering of the vehicle is larger than the steering expectation of the user (such as deviation of a driving track, rollover, secondary accidents and the like) can exist.

Of course, the preset determination conditions determine which state information of the vehicle is obtained, and accordingly, which sensors or monitoring systems and the like need to be present on the vehicle.

As another embodiment of the present application, referring to fig. 3, another driving assistance method provided in the embodiment of the present application includes the following steps:

step 301, obtaining the speed of the vehicle.

As previously described, a first vehicle speed may be set, and above the first vehicle speed, it is indicated that the vehicle is traveling at a high speed. Therefore, in the case where the vehicle speed of the vehicle is greater than the first vehicle speed, the resistance torque acting on the steering wheel is set as a second resistance torque, which may be a constant value or a value correlated with the vehicle speed of the vehicle. Refer specifically to steps 302 through 304.

And 302, under the condition that the vehicle speed of the vehicle is greater than the first vehicle speed, acquiring a first increasing coefficient matched with the vehicle speed of the vehicle.

In the embodiment of the present application, the increase coefficient of the resistance torque at different vehicle speeds may be set in advance.

As an example, the first vehicle speed may be set to 90 km/h.

When the vehicle speed is between 90km/h and 100km/h, the first increasing coefficient is 3 percent;

when the vehicle speed is between 100km/h and 110km/h, the first increasing coefficient is 5 percent;

when the vehicle speed is between 110km/h and 120km/h, the first increasing coefficient is 7 percent;

when the vehicle speed is more than 120km/h, the first increase coefficient is 10%.

Of course, the numerical values in the above examples are only for example, and in practical applications, other numerical values than the above numerical values may also be used, and the embodiments of the present application do not limit this.

Step 303, calculating to obtain a second resistance torque based on the first resistance torque and the first increasing coefficient.

In the embodiment of the application, the first resistance torque may be multiplied by a first augmentation coefficient to obtain an augmented resistance torque, and then the first resistance torque may be added to the augmented resistance torque to obtain a second resistance torque.

Step 304, setting a resistance torque acting on the steering wheel as the second resistance torque.

In the embodiment of the application, different growth coefficients corresponding to different vehicle speeds under a high-speed driving working condition are preset, so that the larger the resistance torque acting on the steering wheel is, the larger the deviation of the driving track caused by the tiny shake of the steering wheel is, and the problem that the driving track exceeds the expectation of a user when the user applies a rotating force to the steering wheel is also avoided.

As another embodiment of the present application, referring to fig. 4, another driving assistance method provided in the embodiment of the present application includes the following steps:

step 401, obtaining a road surface adhesion coefficient between wheels of the vehicle and a road surface of a road where the vehicle is located.

In the embodiment of the application, a road adhesion coefficient detection model may be provided in the tire adhesion monitoring system, and the road adhesion coefficient may be obtained through information such as the detected vehicle speed and the detected wheel rotation torque and the detection model.

Of course, the detection model may also be set in the central controller, and the central controller calculates the road adhesion coefficient based on the monitoring data reported by the various sensors and the detection model.

And 402, calculating and obtaining the tire adhesion force between the wheels of the vehicle and the road surface of the road where the vehicle is located according to the road adhesion coefficient and the vertical load of the vehicle.

In the present embodiment, the vertical load of the vehicle includes the weight of the vehicle itself and also the weight of pedestrians or cargo carried by the vehicle. The vertical loads of different vehicles may be different, the number of pedestrians carried by the same vehicle is different, or the vertical loads may be different when the weight of the carried cargo is different.

In the case where the calculated tire adhesion force is smaller than the first adhesion force at the time of normal running, it is indicated that there is a slip risk. Therefore, it is necessary to increase the resistance torque acting on the steering wheel, and as an example, a third resistance torque may be set, specifically referring to step 403 to step 406.

Step 403, acquiring a first difference value between a first adhesive force and a tire adhesive force when the tire adhesive force between a wheel of the vehicle and a road surface of a road on which the vehicle is located is smaller than the first adhesive force.

In the embodiment of the present application, the first adhesion force is a preset proportion of the adhesion force of the vehicle in normal driving, and may be, for example, 30%, 40%, 50%, etc. of the adhesion force in normal driving, which may be obtained through measurement and calculation. Of course, the adhesion force may be different for normal driving of different vehicle types, and correspondingly, the first adhesion force may also be different.

In the case where the tire adhesion between the wheels of the vehicle and the road surface on which the vehicle is located is less than the first adhesion (a certain proportion of the adhesion when the vehicle is running normally), it is determined that there is a risk of slipping (e.g., rainy or snowy weather, etc.), and it is necessary to increase the resistance moment acting on the steering wheel to avoid sudden steering of the steering wheel from causing the vehicle to deviate significantly from the running course or turn over.

Step 404, obtaining a second augmentation factor corresponding to the first difference.

In the embodiment of the present application, different second increase coefficients may be set based on different first difference values. Of course, the larger the first difference, the larger the second increase coefficient.

Specifically, reference may be made to the description of different first increase coefficients corresponding to different vehicle speeds, which will not be described in detail herein.

Step 405, calculating a third resistance torque based on the first resistance torque and the second augmentation coefficient.

In the embodiment of the present application, the third resistance torque may be calculated by multiplying the first resistance torque by (1+ second augmentation factor) or by adding the first resistance torque to an augmentation value (the first resistance torque is multiplied by the second augmentation factor).

Step 406, setting a resistance torque acting on the steering wheel as the third resistance torque.

In the embodiment of the application, whether the vehicle is in an abnormal working condition (a slip risk exists) is determined by calculating the tire adhesion and the first adhesion of the wheel, and under the condition that the vehicle is determined to be in the abnormal working condition, different second increasing coefficients are determined based on a first difference value of the tire adhesion and the first adhesion, so that the smaller the tire adhesion is, the larger the increased resistance moment is on the basis of the first resistance moment is, and the risk of serious deviation or rollover of the vehicle is reduced.

As another embodiment of the present application, referring to fig. 5, another driving assistance method provided in the embodiment of the present application includes the following steps:

step 501, obtaining tire pressure of a tire of the vehicle, speed of the vehicle, and tire adhesion between wheels of the vehicle and a road surface of a road where the vehicle is located.

In the embodiment of the application, the resistance moment of the steering wheel can be increased under the condition that the tire of the vehicle is blown out, and secondary accidents caused by sudden steering of a driver during tire blowing are reduced.

As an example, whether there is a flat tire may be determined by the tire pressure of the tire of the vehicle, the vehicle speed of the vehicle, and the tire adhesion of the vehicle. Of course, in practical applications, more or less status information than the above may be available.

In addition, the manner of obtaining the tire adhesion between the wheel of the vehicle and the road surface on which the vehicle is located may refer to the description in the above embodiments, and will not be described herein again.

And 502, setting the resistance torque acting on the steering wheel as a fourth resistance torque under the conditions that the tire pressure change of the vehicle is greater than a first tire pressure value, the vehicle speed change of the vehicle is greater than a second vehicle speed and the tire adhesion force change is greater than a second adhesion force.

In the embodiment of the application, the first tire pressure value, the second vehicle speed and the second adhesive force are values set by people according to experience, and in practical application, the tire pressure change of the vehicle is larger than the first tire pressure value, the vehicle speed change of the vehicle is larger than the second vehicle speed, and the vehicle does not have tire burst under the condition that the tire adhesive force change is larger than the second adhesive force. The embodiment of the application aims to reduce the secondary accident rate under the condition that the vehicle is likely to have the tire burst, and does not indicate that the tire burst is certainly generated under the condition that the conditions are met. As previously described, the fourth resistance torque may be increased by 15%, 20%, 25%, 30%, 35%, etc. of the first resistance torque based on the first resistance torque.

In addition, a corresponding increase coefficient may be set based on the tire pressure value, a corresponding increase coefficient may be set based on the vehicle speed value, and a corresponding increase coefficient may be set based on the tire adhesion value. Weights are respectively set for the tire pressure, the vehicle speed and the tire adhesive force of the tire, a total augmentation coefficient is obtained based on the weights of the 3 parameters and the augmentation coefficients corresponding to the 3 parameter values, so that the resistance torque needing augmentation is obtained, and then a fourth resistance torque is obtained according to the first resistance torque and the resistance torque needing augmentation.

Of course, when the total increase coefficient is calculated, a weight corresponding to the tire pressure change and an increase coefficient corresponding to the tire pressure change value, a weight corresponding to the vehicle speed change and an increase coefficient corresponding to the vehicle speed change value, and a weight corresponding to the tire adhesion force change and the tire adhesion force change value may be set. And obtaining a total increasing coefficient based on the weights of the 6 parameters and the increasing coefficients corresponding to the 6 parameter values.

As another embodiment of the present application, referring to fig. 6, in a case where the state information of the vehicle satisfies a preset condition, after setting a resistance torque acting on a steering wheel of the vehicle to a resistance torque matching the state information of the vehicle, the method further includes:

step 601, monitoring the rotation angle of the steering wheel.

In the embodiment of the present application, as described above, in the case of determining the abnormal operating condition, although the resistance torque acting on the steering wheel is increased, the user may not autonomously and suddenly rotate the steering wheel to avoid danger in an emergency situation.

In addition, under abnormal conditions (high speed, rainy and snowy wet weather, tire burst risk and the like), a user should not rush the steering wheel, the rotation angle of the steering wheel should not be suddenly increased, and naturally should not be suddenly reduced.

For example, in high speed conditions, a user may be more likely to be in danger if the user suddenly flicks the steering wheel.

In rainy, snowy and slippery weather, the vehicle generally runs at low speed, the rotating time of the steering wheel is long when the vehicle turns, and the change of the rotating angle in unit time is small.

In case of a risk of a tire burst, the steering wheel should be kept stable, and should not be jerked, so the angle of rotation should not suddenly increase or suddenly decrease.

If the rotation angle acting on the steering wheel suddenly increases or decreases under abnormal conditions, the resistance torque acting on the steering wheel needs to be increased to reduce the risk.

Therefore, the embodiment of the application can also determine whether to match the appropriate resistance torque based on the change of the rotation angle of the steering wheel (for example, the absolute value of the difference between the rotation angles monitored twice in succession) so as to reduce the serious deviation of the driving track, the rollover, the secondary accident in the case of tire burst and the like.

In this application embodiment, can set up the turned angle after the steering wheel returns the positive and be 0, the turned angle of steering wheel from returning positive state to clockwise is the positive value, and the turned angle from returning positive state to anticlockwise is the negative value.

Step 602, if the change of the rotation angle within the preset time length is greater than a first angle, calculating a second difference between the rotation angle and the first angle.

In the embodiment of the present application, in the case where the rotation angle of the steering wheel is changed excessively (more than the first angle) within a preset time period (e.g., 500 msec), it is possible to appropriately increase the resistance torque based on the resistance torque matched with the state information of the vehicle. The first angle is a critical threshold value of the turning angle of the steering wheel set based on an empirical value.

Step 603, obtaining a third augmentation coefficient matched with the second difference.

In the case of obtaining different third augmentation coefficients based on different second difference values, reference may be made to the above description of matching different first augmentation coefficients based on different speed values, and the principle is the same, which is not described herein again.

And step 604, calculating to obtain a fifth resistance torque according to the resistance torque matched with the state information of the vehicle and the third increasing coefficient.

Step 605 switches the resistance torque acting on the steering wheel from the resistance torque matching the state information of the vehicle to the fifth resistance torque.

Step 606, if the change of the rotation angle is smaller than or equal to the first angle, the resistance torque acting on the steering wheel is switched to the resistance torque matched with the state information of the vehicle.

In the embodiment of the application, no matter what value the resistance torque acting on the steering wheel is set to, the resistance torque acting on the steering wheel at present can be directly switched to the resistance torque to be switched, and the resistance torque acting on the steering wheel at present can also be switched to the resistance torque to be switched in a step-type mode.

Of course, the front portion of the vehicle in the embodiment of the application can be provided with a camera, and the camera can acquire images or videos. A radar may also be provided. Radar is used for ranging.

If the change of the rotation angle of the steering wheel within the preset time length is monitored to be larger than a second angle, a specific obstacle (such as a person, an animal, a wall body, a pillar and the like) is identified in the image collected by the camera, and the current resistance moment acting on the steering wheel is kept under the condition that the distance between the specific obstacle and the vehicle is smaller than a distance threshold value (matched with the current speed of the vehicle);

if the change of the rotation angle of the steering wheel within the preset time length is larger than a second angle, and a specific obstacle (such as a person, an animal, a wall body, a pillar and the like) is identified in an image collected by the camera, and the distance between the specific obstacle and the vehicle is larger than or equal to a distance threshold (matched with the current speed of the vehicle), increasing the resistance moment acting on the steering wheel currently;

and if the change of the rotation angle of the steering wheel within the preset time span is monitored to be larger than a second angle, and no specific obstacle is identified in the image acquired by the camera, increasing the resistance moment acting on the steering wheel at present.

The increased resistance torque is positively related to the change in the angle of rotation.

The change of each monitored data in the embodiment of the application is related to the corresponding monitoring period of each data. For example, the monitoring period of the a data is every 50ms, and the change of the a data is a change within one monitoring period of the a data. The monitoring period of the B data is every 100ms, and the change of the B data is a change within one monitoring period of the B data.

It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

Fig. 7 is a schematic block diagram of a central controller according to an embodiment of the present application, and only a portion related to the embodiment of the present application is shown for convenience of description.

The central controller 7 may be a software unit, a hardware unit or a combination of software and hardware unit built in the vehicle, or may exist as a separate device.

The central controller 7 includes:

a state information acquisition unit 71 for acquiring state information of the vehicle;

a resistance torque setting unit 72 for setting a resistance torque acting on a steering wheel of the vehicle as a resistance torque matching the state information of the vehicle, in a case where the state information of the vehicle satisfies a preset condition; and under the condition that the state information of the vehicle does not meet the preset condition, setting the resistance torque acting on the steering wheel as a first resistance torque, wherein the resistance torque matched with the state information of the vehicle is larger than the first resistance torque.

As another embodiment of the present application, the state information of the vehicle includes: a speed of the vehicle;

the resistance torque setting unit 72 is further configured to:

setting a resistance torque acting on the steering wheel to a second resistance torque in a case where a vehicle speed of the vehicle is greater than a first vehicle speed, wherein the second resistance torque is greater than the first resistance torque.

As another embodiment of the present application, the resistance torque setting unit 72 is further configured to:

under the condition that the vehicle speed of the vehicle is greater than the first vehicle speed, acquiring a first increasing coefficient matched with the vehicle speed of the vehicle;

calculating to obtain a second resistance torque based on the first resistance torque and the first increasing coefficient;

setting a resistance torque acting on the steering wheel as the second resistance torque.

As another embodiment of the present application, the status information acquiring unit 71 is further configured to:

acquiring a road surface adhesion coefficient between wheels of the vehicle and a road surface of a road where the vehicle is located;

calculating and obtaining the tire adhesion force between the wheels of the vehicle and the road surface of the road on which the vehicle is located according to the road adhesion coefficient and the vertical load of the vehicle;

correspondingly, the resistance torque setting unit 72 is further configured to:

and under the condition that the tire adhesion between the wheels of the vehicle and the road surface of the road where the vehicle is located is smaller than the first adhesion, setting the resistance moment acting on the steering wheel as a third resistance moment, wherein the third resistance moment is larger than the first resistance moment.

acquiring a first difference value between a first adhesive force and a tire adhesive force under the condition that the tire adhesive force between a wheel of the vehicle and a road surface of a road where the vehicle is located is smaller than the first adhesive force;

obtaining a second increasing coefficient corresponding to the first difference;

calculating to obtain a third resistance torque based on the first resistance torque and the second increasing coefficient;

setting a resistance torque acting on the steering wheel as the third resistance torque.

acquiring the tire pressure of a tire of the vehicle, the vehicle speed of the vehicle, and the tire adhesion between the wheel of the vehicle and the road surface of the road where the vehicle is located;

the resistance torque setting unit 72 is further configured to:

and under the conditions that the tire pressure change of the vehicle is greater than a first tire pressure value, the vehicle speed change of the vehicle is greater than a second vehicle speed, and the tire adhesive force change is greater than a second adhesive force, setting the resistance torque acting on the steering wheel as a fourth resistance torque.

under the condition that the tire pressure change of the vehicle is greater than a first tire pressure value, the vehicle speed change of the vehicle is greater than a second vehicle speed, and the tire adhesive force change is greater than a second adhesive force, the fourth resistance torque is obtained through calculation according to the tire pressure of the vehicle, the vehicle speed and the tire adhesive force of the vehicle, wherein the difference value of the fourth resistance torque and the first resistance torque, the tire pressure of the vehicle, the vehicle speed and the tire adhesive force of the vehicle are in a reverse relation.

setting a resistance torque acting on a steering wheel of the vehicle after a resistance torque matching the state information of the vehicle, in a case where the state information of the vehicle satisfies a preset condition;

monitoring the rotation angle of the steering wheel;

if the change of the rotation angle in a preset time length is larger than a first angle, calculating a second difference value between the rotation angle and the first angle; acquiring a third increasing coefficient matched with the second difference;

calculating to obtain a fifth resistance torque according to the resistance torque matched with the state information of the vehicle and the third increasing coefficient;

switching a resistance torque acting on the steering wheel from a resistance torque matching the state information of the vehicle to the fifth resistance torque;

and if the change of the rotation angle in a preset time length is smaller than or equal to the first angle, switching the resistance torque acting on the steering wheel into the resistance torque matched with the state information of the vehicle.

It should be noted that, because the contents of information interaction, execution process, and the like between the central controller and the internal unit are based on the same concept as the method embodiment of the present application, specific functions and technical effects thereof may be referred to specifically in the method embodiment section, and are not described herein again.

It will be clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional units is merely illustrated, and in practical applications, the above distribution of functions may be performed by different functional units according to needs, that is, the internal structure of the apparatus may be divided into different functional units to perform all or part of the functions described above. Each functional unit in the embodiments may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units are only used for distinguishing one functional unit from another, and are not used for limiting the protection scope of the application. For the specific working process of the units in the above-mentioned apparatus, reference may be made to the corresponding process in the foregoing method embodiment, which is not described herein again.

Fig. 8 is a schematic block diagram of a central controller according to an embodiment of the present application. As shown in fig. 8, the central controller 8 of this embodiment includes: one or more processors 80, a memory 81, and a computer program 82 stored in the memory 81 and executable on the processors 80. The processor 80, when executing the computer program 82, implements the steps in the various method embodiments described above, such as the steps S101 to S103 shown in fig. 1. Alternatively, the processor 80, when executing the computer program 82, implements the functions of the units in the above-described apparatus embodiments, such as the functions of the modules 71 to 72 shown in fig. 7.

Illustratively, the computer program 82 may be partitioned into one or more modules/units that are stored in the memory 81 and executed by the processor 80 to accomplish the present application. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions for describing the execution of the computer program 82 in the central controller 8. For example, the computer program 82 may be divided into a state information acquisition unit, a resistance torque setting unit, and the like, exemplarily:

a state information acquisition unit for acquiring state information of the vehicle;

a resistance torque setting unit configured to set a resistance torque acting on a steering wheel of the vehicle to a resistance torque matching the state information of the vehicle, in a case where the state information of the vehicle satisfies a preset condition; and under the condition that the state information of the vehicle does not meet the preset condition, setting the resistance torque acting on the steering wheel as a first resistance torque, wherein the resistance torque matched with the state information of the vehicle is larger than the first resistance torque.

Other functions of the above units can be described with reference to the embodiment shown in fig. 7, and are not described herein again.

The central controller includes, but is not limited to, a processor 80, a memory 81. It will be appreciated by those skilled in the art that fig. 8 is only one example of a central controller 8 and does not constitute a limitation of the central controller 8, and may comprise more or less components than shown, or some components in combination, or different components, e.g. the central controller 8 may also comprise input devices, output devices, network access devices, buses, etc.

The Processor 80 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 81 may be an internal storage unit of the central controller 8, such as a hard disk or a memory of the central controller 8. The memory 81 may also be an external storage device of the central controller 8, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like, provided on the central controller 8. Further, the memory 81 may also include both an internal storage unit of the central controller 8 and an external storage device. The memory 81 is used to store the computer program and other programs and data required by the central controller 8. The memory 81 may also be used to temporarily store data that has been output or is to be output.

In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiments provided in the present application, it should be understood that the disclosed central controller, vehicle and method may be implemented in other ways. For example, the above described central controller, vehicle embodiment is merely illustrative, for example, the division of the units is only one logical function division, and other division manners may be available in actual implementation, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one position, or may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, all or part of the flow of the method of the embodiments described above can be realized by a computer program, which can be stored in a computer-readable storage medium and can realize the steps of the method embodiments described above when the computer program is executed by one or more processors.

Also as a computer program product, when the computer program product runs on a central controller, the central controller is enabled to implement the steps of the above-described method embodiments when executed.

Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer readable medium may contain suitable additions or subtractions depending on the requirements of legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media may not include electrical carrier signals or telecommunication signals in accordance with legislation and patent practice.

The above-mentioned embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.

Claims

1. A driving assistance method characterized by comprising:

acquiring state information of a vehicle;

2. The driving assist method according to claim 1, wherein the state information of the vehicle includes: a speed of the vehicle;

the setting, in a case where the state information of the vehicle satisfies a preset condition, a resistance torque acting on a steering wheel of the vehicle as a resistance torque matching the state information of the vehicle, includes:

3. The driving assist method according to claim 2, wherein setting the resistance torque acting on the steering wheel to a second resistance torque in the case where the vehicle speed of the vehicle is greater than a first vehicle speed includes:

calculating to obtain a second resistance moment based on the first resistance moment and the first increasing coefficient;

4. The driving assist method according to claim 1, wherein the acquiring the state information of the vehicle includes:

correspondingly, the setting the resistance torque acting on the steering wheel of the vehicle to the resistance torque matched with the state information of the vehicle, in the case that the state information of the vehicle satisfies the preset condition, includes:

5. The driving assist method according to claim 4, wherein setting the resistance torque acting on the steering wheel to a third resistance torque in a case where the tire adhesion force between the wheels of the vehicle and the road surface on which the vehicle is located is smaller than the first adhesion force includes:

under the condition that the tire adhesion between the wheels of the vehicle and the road surface of the road where the vehicle is located is smaller than a first adhesion, acquiring a first difference value between the first adhesion and the tire adhesion;

6. The driving assist method according to claim 1, wherein the acquiring the state information of the vehicle includes:

acquiring the tire pressure of a tire of the vehicle, the speed of the vehicle, and the tire adhesion between a wheel of the vehicle and the road surface of the road where the vehicle is located;

correspondingly, the setting the resistance torque acting on the steering wheel of the vehicle to the resistance torque matched with the state information of the vehicle in the case that the state information of the vehicle satisfies the preset condition comprises:

7. The driving assist method according to claim 6, wherein setting the resistance torque acting on the steering wheel to a fourth resistance torque in a case where the tire air pressure variation of the vehicle is larger than a first tire pressure value, the vehicle speed variation of the vehicle is larger than a second vehicle speed, and the tire adhesion force variation is larger than a second adhesion force includes:

8. The driving assist method according to any one of claims 1 to 7, characterized by further comprising, after setting a resistance torque that acts on a steering wheel of the vehicle to a resistance torque that matches the state information of the vehicle, in a case where the state information of the vehicle satisfies a preset condition:

monitoring a rotation angle of the steering wheel;

if the change of the rotation angle in a preset time length is larger than a first angle, calculating a second difference value between the rotation angle and the first angle;

acquiring a third increasing coefficient matched with the second difference;

and if the change of the rotation angle in a preset time length is less than or equal to the first angle, switching the resistance torque acting on the steering wheel into the resistance torque matched with the state information of the vehicle.

9. A central controller comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method according to any one of claims 1 to 8 when executing the computer program.

10. A vehicle, characterized by comprising: the central controller of claim 9;

and the power steering device is used for providing resistance torque.