CN115042855B - Auxiliary driving method, central controller and vehicle - Google Patents
Auxiliary driving method, central controller and vehicle Download PDFInfo
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- CN115042855B CN115042855B CN202111087328.8A CN202111087328A CN115042855B CN 115042855 B CN115042855 B CN 115042855B CN 202111087328 A CN202111087328 A CN 202111087328A CN 115042855 B CN115042855 B CN 115042855B
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- 238000004590 computer program Methods 0.000 claims description 23
- 230000002159 abnormal effect Effects 0.000 description 9
- 230000006870 function Effects 0.000 description 7
- 239000000853 adhesive Substances 0.000 description 6
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/064—Degree of grip
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Financial Or Insurance-Related Operations Such As Payment And Settlement (AREA)
Abstract
The application is applicable to 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 moment acting on a steering wheel of the vehicle to be a resistance moment matching with the state information of the vehicle in a case where the state information of the vehicle satisfies a preset condition; setting a resistance moment acting on the steering wheel as a first resistance moment when the state information of the vehicle does not meet a preset condition, wherein the resistance moment matched with the state information of the vehicle is larger than the first resistance moment; the application can reduce the accident rate.
Description
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 life quality are improved, and vehicles become an indispensable transportation means for the current generation people to travel. Accordingly, there are more and more vehicles traveling on the road, and safe driving is becoming an increasing concern.
Steering systems in vehicles 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 complex working conditions (for example, high-speed driving, rainy and snowy weather, tire burst, etc.), when a user manipulates a steering wheel according to personal driving habits, a vehicle often cannot drive according to the driving intention of the user, and traffic accidents are easily caused.
Disclosure of Invention
In view of the above, the embodiment of the application provides an auxiliary driving method, a central controller and a vehicle, so as to solve the problem that traffic accidents are easy to occur under complex working conditions.
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 moment acting on a steering wheel of the vehicle to be a resistance moment matching with the state information of the vehicle in a case where the state information of the vehicle satisfies a preset condition;
and setting the resistance moment acting on the steering wheel as a first resistance moment when the state information of the vehicle does not meet the preset condition, wherein the resistance moment matched with the state information of the vehicle is larger than the first resistance moment.
A second aspect of the 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 the embodiments of the present application when the computer program is executed
A third aspect of an embodiment of the present application provides a vehicle including:
the central controller provided by the second aspect of the embodiment of the application;
A tire pressure monitoring system for monitoring a tire pressure of a tire of the vehicle and transmitting the tire pressure of the tire of the vehicle 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 detecting 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 a road surface adhesion coefficient between a wheel of the vehicle and a road surface of a road on which the vehicle is located, calculating a tire adhesion between the wheel of the vehicle and the road surface of the road on which the vehicle is located based on a vertical load according to the road surface adhesion coefficient and the vehicle, and transmitting the tire adhesion to the central controller;
a power steering apparatus for providing a resistance torque.
A fourth aspect of the embodiments of the present application provides a computer readable storage medium storing a computer program which, when executed by one or more processors, implements the steps of the method provided by the first aspect of the embodiments of the present application.
A fifth aspect of the embodiments of the present application provides a computer program product comprising a computer program which, when executed by one or more processors, implements the steps of the method provided by the first aspect of the embodiments of the present application.
The embodiment of the application provides an auxiliary driving method, which can preset judging conditions of at least one abnormal working condition (for example, at least one of complex working conditions such as high-speed running, skid risk, tire burst and the like), and increase the resistance moment acting on the steering wheel under the condition that the monitored state information of the vehicle meets the preset judging conditions, so that the habit that a user rotates the steering wheel under the normal working condition under the complex working condition is avoided, the problem that the actual steering of the vehicle is larger than the steering expectation of the user (for example, deviation from a running track, rollover, secondary accident and the like) is caused, and the traffic accident under the complex working condition is reduced.
It will be appreciated that the advantages of the second to fifth aspects may be found in the relevant description of the first aspect, and are not described here again.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic view of a part of hardware structure of a vehicle for implementing a driving assistance method according to an embodiment of the present application;
Fig. 2 is a schematic flow chart of a driving assisting method according to an embodiment of the present application;
FIG. 3 is a schematic flow chart of another driving assistance method according to an embodiment of the present application;
Fig. 4 is a schematic flow chart of another driving assistance method according to an embodiment of the present application;
fig. 5 is a schematic flow chart of another driving assistance method according to an embodiment of the present application;
FIG. 6 is a flow chart of another driving assistance method according to an embodiment of the present application;
FIG. 7 is a schematic block diagram of a central controller provided by an embodiment of the present application;
fig. 8 is a schematic block diagram of another central controller provided by 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 the particular system architecture, 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 should 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 application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification 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 the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.
In order to illustrate the technical scheme of the application, the following description is made by specific examples.
FIG. 1 is a diagram of a part of hardware connection relationship in a vehicle on which a driving assistance method according to an embodiment of the present application depends; as shown in fig. 1, the vehicle includes: the tire pressure monitoring system, the vehicle speed sensor, the tire adhesion monitoring system, the central controller, the power-assisted steering device and the like.
The tire pressure monitoring system, the vehicle speed sensor, the tire adhesion monitoring system and the like are all connected with the central controller so as to send various state information of the monitored vehicle to the central controller. The central controller determines whether the received various state information of the vehicle satisfies preset conditions (e.g., whether high-speed driving is performed, whether there is a risk of tire slip, whether there is a risk of tire burst, etc.); and in the case that a preset condition is satisfied, setting a resistance moment acting on a steering wheel of the vehicle to a resistance moment matching with state information of the vehicle by a power steering device connected with the central controller. The power steering apparatus is used to provide a steering wheel of a vehicle with a resistance moment that matches the state information of the vehicle, and it is understood that the manner in which the resistance moment is adjusted is to increase or decrease the steering assist since the moment arm acting on the steering wheel does not change.
Of course, it is to be noted that, when the central controller determines that the received various state information of the vehicle does not satisfy the preset condition (for example, not driving at a high speed, there is no risk of tire slip, there is no risk of tire burst, etc.), the resistance moment acting on the steering wheel of the vehicle is set as the first resistance moment by the power steering device. The first resistance moment is a preset resistance moment acting on a steering wheel of the vehicle in a normal running state of the vehicle. The power steering apparatus is also for providing a first resistance moment 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 vehicle speed of the vehicle.
The tyre adhesive force monitoring system is used for monitoring the road surface adhesive force coefficient between the wheels of the vehicle and the road surface of the road; and then 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 surface 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. The embodiment of the application does not limit the actual execution subject for calculating the adhesive force of the tire.
Of course, the hardware configuration of the vehicle of fig. 1 is only one example, and in practical applications, more or fewer sensors or components for monitoring the status information of the vehicle may be included than in the above-described embodiments.
After describing a part of a 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 according to an embodiment of the present application, as shown in the drawing, the method may include the following steps:
Step 201, acquiring state information of a vehicle.
In the embodiment of the present application, a plurality of cases may be provided in which the resistance moment acting on the steering wheel of the vehicle is set to a resistance moment that matches the state information of the vehicle.
As an example, it may be set that, when high-speed running is determined, a resistance moment acting on a steering wheel of the vehicle is set to a resistance moment matching with state information of the vehicle; in this case, the state information of the vehicle includes the speed of the vehicle.
As another example, it may also be provided that, when it is determined that there is a risk of skidding, the resistance moment acting on the steering wheel of the vehicle is set to a resistance moment that matches the state information of the vehicle; in this case, the state information of the vehicle may include: road surface adhesion coefficient between a wheel of a vehicle and a road surface of a road on which the vehicle is located. Of course, in this case, the state information of the vehicle may further include: tire adhesion between a wheel of a vehicle and a road surface of a road on which the vehicle is located (obtained by calculation of the tire adhesion coefficient and a vertical load of the vehicle).
As another example, it may also be arranged to set a resistance moment acting on a steering wheel of the vehicle to a resistance moment matching with the state information of the vehicle when it is determined that there is a blowout; in this case, the state information of the vehicle includes the tire pressure of the tire of the vehicle where the vehicle is located, the vehicle speed of the vehicle, the tire adhesion between the wheels of the vehicle and the road surface of the road where the vehicle is located, and the like.
When the central controller needs to determine whether or not it is necessary to set the resistance moment acting on the steering wheel of the vehicle to a resistance moment matching the state information of the vehicle based on the tire adhesion, as described above, the partial state information may also be acquired to calculate the tire adhesion from the acquired partial state information. Of course, tire adhesion may also be obtained directly from the tire adhesion monitoring system. The embodiment of the application does not limit the adopted mode.
Step 202, setting the resistance moment acting on the steering wheel of the vehicle to be the resistance moment matched with the state information of the vehicle when the state information of the vehicle meets the preset condition.
In the embodiment of the present application, a condition for high-speed running may be preset, and when it is determined that the vehicle belongs to high-speed running, the resistance moment acting on the steering wheel of the vehicle is set to be the first resistance moment multiplied by (1+a). As an example, a may take 4%, 5%, 6%, etc.
The conditions for the risk of skidding may also be preset, and when it is determined that the vehicle is at risk of skidding, the resistance moment acting on the steering wheel of the vehicle is set to be the first resistance moment multiplied by (1+b). As an example, b may take 2%, 3%, 4%, 5%, 6%, 7%, etc.
Conditions in which there is a risk of tire burst (possibly also already tire burst) or a risk of rollover may also be preset. Upon determining that a vehicle is at risk of skidding, a drag torque acting on a steering wheel of the vehicle is set to a first drag torque multiplied by (1+c). As an example, c may take 15%, 20%, 25%, 30%, 35%, etc.
As can be appreciated from the above examples, the proportion of drag torque increase acting on the steering wheel of the vehicle varies under different driving conditions.
And 203, setting the resistance moment acting on the steering wheel as a first resistance moment when the state information of the vehicle does not meet the preset condition, wherein the resistance moment matched with the state information of the vehicle is larger than the first resistance moment.
In an embodiment of the present application, the first resistance moment is a resistance moment acting on a steering wheel of the vehicle under normal working conditions. When the state information of the vehicle does not satisfy a preset condition, indicating that the risk is not present or the risk has been released, it is necessary to set the resistance moment acting on the steering wheel of the vehicle to the first resistance moment. Of course, the first resistance moment may be different under normal conditions of different vehicle types.
Of course, if the judging conditions of the abnormal conditions (for example, at least one of the complex conditions such as high-speed running, slip risk, tire burst, etc.) are preset, the state information of the vehicle does not satisfy the preset condition expression: 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 judging condition of an abnormal working condition is preset, and under the condition that the monitored state information of the vehicle meets the preset judging condition, the resistance moment acting on the steering wheel is increased, so that the habit that a user rotates the steering wheel under a normal working condition under a complex working condition is avoided, and the problem that the actual steering of the vehicle is larger than the steering expectation of the user (such as deviation from a driving track, rollover, secondary accidents and the like) can be caused.
Of course, the preset judging conditions determine which state information of the vehicle is acquired, and accordingly, which sensors or monitoring systems are required to be present on the vehicle.
As another embodiment of the present application, referring to fig. 3, another driving assistance method provided for an embodiment of the present application includes the following steps:
in step 301, the speed of the vehicle is obtained.
As previously described, the first vehicle speed may be set, and when higher than the first vehicle speed, it indicates 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 moment acting on the steering wheel is set to the second resistance moment, wherein the second resistance moment may be a fixed value or a value related to the vehicle speed. Reference is made specifically to steps 302 to 304.
Step 302, obtaining a first increase coefficient matched with the vehicle speed of the vehicle when the vehicle speed of the vehicle is greater than the first vehicle speed.
In the embodiment of the application, the increase coefficient of the resistance moment can be preset when different vehicle speeds are used.
As an example, the first vehicle speed may be set to 90km/h.
The first increase coefficient is 3% when the vehicle speed is between 90km/h and 100 km/h;
the first increase coefficient is 5% when the vehicle speed is between 100km/h and 110 km/h;
the first increase coefficient is 7% when the vehicle speed is between 110km/h and 120 km/h;
When the vehicle speed is greater than 120km/h, the first increase coefficient is 10%.
Of course, the values in the above examples are merely examples, and in practical applications, other values besides the values described above may be used, which are not limited by the embodiments of the present application.
Step 303, calculating to obtain a second resistance moment based on the first resistance moment and the first increase coefficient.
In the embodiment of the application, the first resistance moment can be multiplied by the first increase coefficient to obtain the increased resistance moment, and then the second resistance moment is obtained by adding the increased resistance moment to the first resistance moment.
Step 304, setting a resistance moment acting on the steering wheel as the second resistance moment.
In the embodiment of the application, different growth coefficients corresponding to different vehicle speeds under the high-speed running condition are preset, so that under the condition of higher vehicle speed, the larger the resistance moment acting on the steering wheel is, the running track deviation caused by the tiny shake of the steering wheel is avoided, and the problem that the running track exceeds the expected requirement of a user when the user applies the 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 for an embodiment of the present application includes the following steps:
step 401, obtaining a road surface adhesion coefficient between a wheel of the vehicle and a road surface of a road on which the vehicle is located.
In the embodiment of the application, a road adhesion coefficient detection model can be arranged in the tire adhesion monitoring system, and the road adhesion coefficient can be obtained through the detected information such as the speed of the vehicle, the rotation moment of the wheels and the like and the detection model.
Of course, the detection model may also be provided in the central controller, and the road adhesion coefficient may be obtained by the central controller based on the monitoring data reported by the various sensors and the detection model.
And step 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 surface adhesion coefficient and the vertical load of the vehicle.
In an embodiment of the application, the vertical load of the vehicle includes the weight of the vehicle itself as well as the weight of the pedestrian or cargo carried by the vehicle. The vertical load may be different for different vehicles, different numbers of pedestrians or different weights of cargo carried by the same vehicle.
In the case where the calculated tire adhesion is smaller than the first adhesion at the time of normal running, it is indicated that there is a risk of slip. Therefore, it is necessary to increase the resistance moment acting on the steering wheel, and as an example, a third resistance moment may be provided, and reference may be made specifically to steps 403 to 406.
Step 403, obtaining a first difference between the first adhesion and the tire adhesion when the tire adhesion between the wheel of the vehicle and the road surface of the road on which the vehicle is located is smaller than the first adhesion.
In the embodiment of the present application, the first adhesion force is a certain proportion of the preset adhesion force when the vehicle is running normally, for example, may be 30%, 40%, 50% or the like of the adhesion force when the vehicle is running normally, and the adhesion force when the vehicle is running normally may be obtained through measurement and calculation. Of course, the adhesion force may be different in normal driving of different vehicle types, and accordingly, the first adhesion force may be different.
In the case where the tire adhesion between the wheels of the vehicle and the road surface of the road on which the vehicle is located is smaller than the first adhesion (a certain proportion of the adhesion when the vehicle is traveling normally), it is determined that there is a risk of skidding (e.g., rainy or snowy weather, etc.), it is necessary to increase the resistance moment acting on the steering wheel, and it is necessary to avoid that the abrupt steering of the steering wheel causes the vehicle to deviate seriously from the traveling route or to roll over.
Step 404, obtaining a second increase coefficient corresponding to the first difference value.
In an embodiment of the present application, the second different increase coefficient may be set based on the first different difference value. Of course, the larger the first difference value, the larger the second increase coefficient.
Reference is specifically made to the description of the different first increase coefficients corresponding to different vehicle speeds, and will not be described in detail here.
Step 405, calculating to obtain a third resistance moment based on the first resistance moment and the second increase coefficient.
In the embodiment of the present application, the third resistance moment may be obtained by multiplying the first resistance moment by (1+the second increase coefficient) or by adding the first resistance moment to the increase value (the first resistance moment is multiplied by the second increase coefficient).
Step 406, setting the resistance moment acting on the steering wheel as the third resistance moment.
In the embodiment of the application, whether the vehicle is in an abnormal working condition (the slip risk exists) is determined by calculating the tire adhesion force and the first adhesion force of the wheel, and under the condition that the vehicle is determined to be in the abnormal working condition, different second increase coefficients are determined based on the first difference value of the tire adhesion force and the first adhesion force, so that the smaller the tire adhesion force is, the larger the resistance moment increased 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 for an embodiment of the present application includes the following steps:
step 501, obtaining the tire pressure of the tire of the vehicle, the 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.
In the embodiment of the application, the resistance moment of the steering wheel can be increased under the condition that the vehicle bursts, and the secondary accident caused by sudden steering of a driver during the tire burst can be reduced.
As an example, whether there is a puncture may be determined by the tire pressure of the tire of the vehicle, the speed of the vehicle, and the tire adhesion of the vehicle. Of course, in practical applications, more or less state information than the above state information is also possible.
In addition, the manner of obtaining the tire adhesion between the wheel of the vehicle and the road surface of the road on which the vehicle is located may refer to the description in the above embodiment, and will not be described herein.
Step 502, setting a resistance moment acting on the steering wheel as a fourth resistance moment in a case where 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 all empirically set values, and in practical application, the vehicle is not exploded under the conditions that 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 tire adhesive force change of the vehicle 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 possibly bursts, and does not indicate that the tire burst is necessarily generated under the condition that the condition is met. As previously described, the fourth resistance moment may be 15%, 20%, 25%, 30%, 35%, etc. of the first resistance moment in addition to the first resistance moment.
In addition, the corresponding increase coefficient may be set based on the tire pressure value, the corresponding increase coefficient may be set based on the vehicle speed value, and the corresponding increase coefficient may be set based on the tire adhesion value. Weights are respectively set for tire pressure, vehicle speed and tire adhesion, and based on the weights of the 3 parameters and the increase coefficients corresponding to the 3 parameter values, the total increase coefficient is obtained, so that the resistance moment needing to be increased is obtained, and then the fourth resistance moment is obtained according to the first resistance moment and the resistance moment needing to be increased.
Of course, when the total increase coefficient is calculated as described above, the weight corresponding to the tire pressure change and the increase coefficient corresponding to the tire pressure change value, the weight corresponding to the vehicle speed change and the increase coefficient corresponding to the vehicle speed change value, and the weight corresponding to the tire adhesion change and the tire adhesion change value may be set. And obtaining the total increase coefficient based on the weight of the 6 parameters and the increase coefficient 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 moment acting on a steering wheel of the vehicle to a resistance moment matching the state information of the vehicle, further comprising:
step 601, monitoring the rotation angle of the steering wheel.
In the embodiment of the present application, as described above, in the case where it is determined that the operation is abnormal, although the resistance moment acting on the steering wheel is increased, the user may not take the emergency from the autonomous abrupt rotation of the steering wheel in the emergency situation, or the like.
In addition, under abnormal working conditions (high speed, rainy and snowy slippery weather, tire burst risk and the like), the user should not hit the steering wheel, the rotation angle of the steering wheel should not be suddenly increased, and the steering wheel should not be suddenly reduced naturally.
For example, under high speed conditions, the user is more likely to be at risk if suddenly hit turns the wheel.
In rainy, snowy and slippery weather, the vehicle generally runs at a low speed, the rotation time of the steering wheel is longer during turning, and the change of the rotation angle in unit time is smaller.
In case of a tire burst risk, the steering wheel should be kept stable and not hit steering wheels should be used, so the turning angle should not be suddenly increased or suddenly decreased.
If the rotation angle acting on the steering wheel suddenly increases or decreases under abnormal conditions, the resistance moment 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 proper resistance moment or not based on the change of the rotation angle of the steering wheel (such as the absolute value of the difference between the rotation angles monitored twice continuously) so as to reduce secondary accidents when the driving track is seriously deviated, turned over, and burst.
In the embodiment of the application, the rotation angle of the steering wheel after the steering wheel is righted is set to be 0, the rotation angle of the steering wheel from the righted state to the clockwise direction is set to be a positive value, and the rotation angle from the righted state to the anticlockwise direction is set to be a negative value.
Step 602, if the change of the rotation angle in the preset time length is greater than the first angle, calculating a second difference between the rotation angle and the first angle.
In the embodiment of the application, when the rotation angle of the steering wheel is changed too much (larger than the first angle) within a preset time length (such as 500 milliseconds), the resistance moment can be increased on the basis of the resistance moment 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.
And step 603, obtaining a third increase coefficient matched with the second difference value.
The principle of the above description of matching the different first increase coefficients based on different speed values may be the same in the case of obtaining the different third increase coefficients based on different second difference values, and will not be described herein.
Step 604, calculating and obtaining a fifth resistance moment according to the resistance moment matched with the state information of the vehicle and the third increase coefficient.
Step 605 switches the drag torque acting on the steering wheel from the drag torque matching the state information of the vehicle to the fifth drag torque.
Step 606, if the change of the rotation angle is less than or equal to the first angle, switching the resistance moment acting on the steering wheel to a resistance moment matched with the state information of the vehicle.
In the embodiment of the application, no matter what value is set as the resistance moment acted on the steering wheel, the resistance moment acted on the steering wheel at present can be directly switched to the resistance moment to be switched, and the resistance moment acted on the steering wheel at present can also be switched to the resistance moment to be switched in a step-type mode.
Of course, the front part 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 in the preset time length is monitored to be 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 the image acquired by the camera, and the distance between the specific obstacle and the vehicle is smaller than a distance threshold (matched with the current speed of the vehicle), the resistance moment currently acting on the steering wheel is maintained;
If the change of the rotation angle of the steering wheel in the preset time length is detected to be 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 the image acquired 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 currently acting on the steering wheel;
If the change of the rotation angle of the steering wheel in the preset time length is monitored to be larger than the second angle and no specific obstacle is identified in the image acquired by the camera, increasing the resistance moment currently acting on the steering wheel.
The increased drag torque is in a positive relationship with the change in rotation angle.
The change of each data monitored in the embodiment of the application is related with the corresponding monitoring period of each data. For example, every 50ms of the monitoring period of the a data, the change of the a data is a change in one monitoring period of the a data. The monitoring period of the B data is every 100ms, and then the change of the B data is a change in one monitoring period of the B data.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment 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 explanation.
The central controller 7 may be a software unit, a hardware unit, or a combination of both, which are 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 moment setting unit 72 for setting a resistance moment acting on a steering wheel of the vehicle to a resistance moment matching the state information of the vehicle in a case where the state information of the vehicle satisfies a preset condition; and setting the resistance moment acting on the steering wheel as a first resistance moment when the state information of the vehicle does not meet the preset condition, wherein the resistance moment matched with the state information of the vehicle is larger than the first resistance moment.
As another embodiment of the present application, the state information of the vehicle includes: the vehicle speed of the vehicle;
The resistance moment setting unit 72 is further configured to:
And setting a resistance moment acting on the steering wheel to be a second resistance moment when the speed of the vehicle is greater than a first speed, wherein the second resistance moment is greater than the first resistance moment.
As another embodiment of the present application, the resistance moment setting unit 72 is further configured to:
Acquiring a first increase coefficient matched with the speed of the vehicle under the condition that the speed of the vehicle is larger than the first speed;
Calculating to obtain a second resistance moment based on the first resistance moment and the first increase coefficient;
the drag torque acting on the steering wheel is set to the second drag torque.
As another embodiment of the present application, the status information obtaining unit 71 is further configured to:
acquiring a road surface adhesion coefficient between a wheel of the vehicle and a road surface of a road on which the vehicle is located;
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 surface adhesion coefficient and the vertical load of the vehicle;
Correspondingly, the resistance moment setting unit 72 is further configured to:
And setting the resistance moment acting on the steering wheel as a third resistance moment when the tire adhesion force between the wheels of the vehicle and the road surface of the road on which the vehicle is located is smaller than the first adhesion force, wherein the third resistance moment is larger than the first resistance moment.
As another embodiment of the present application, the resistance moment setting unit 72 is further configured to:
Obtaining a first difference between the first adhesion and the tire adhesion when the tire adhesion between the wheels of the vehicle and the road surface of the road on which the vehicle is located is smaller than the first adhesion;
obtaining a second increase coefficient corresponding to the first difference value;
calculating a third resistance moment based on the first resistance moment and the second increase coefficient;
setting a drag torque acting on the steering wheel as the third drag torque.
As another embodiment of the present application, the status information obtaining unit 71 is further configured to:
Acquiring tire pressure of tires of the vehicle, speed of the vehicle, and tire adhesion force between wheels of the vehicle and a road surface of a road where the vehicle is located;
The resistance moment setting unit 72 is further configured to:
in the case where the tire pressure variation of the vehicle is larger than the first tire pressure value, the vehicle speed variation of the vehicle is larger than the second vehicle speed, and the tire adhesion variation is larger than the second adhesion, the resistance moment acting on the steering wheel is set to a fourth resistance moment.
As another embodiment of the present application, the resistance moment setting unit 72 is further configured to:
And under the condition that the tire pressure change of the vehicle is larger than a first tire pressure value, the vehicle speed change of the vehicle is larger than a second vehicle speed, and the tire adhesion force change of the vehicle is larger than a second adhesion force, calculating to obtain the fourth resistance moment according to the tire pressure of the vehicle, the vehicle speed and the tire adhesion force of the vehicle, wherein the difference value of the fourth resistance moment and the first resistance moment and the tire pressure of the vehicle, the vehicle speed of the vehicle and the tire adhesion force of the vehicle are in inverse relation.
As another embodiment of the present application, the resistance moment setting unit 72 is further configured to:
Setting a resistance moment acting on a steering wheel of the vehicle to a resistance moment 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 the preset time length is larger than the first angle, calculating a second difference value between the rotation angle and the first angle; acquiring a third increase coefficient matched with the second difference value;
calculating to obtain a fifth resistance moment according to the resistance moment matched with the state information of the vehicle and the third increase coefficient;
Switching a drag torque acting on the steering wheel from a drag torque matching the state information of the vehicle to the fifth drag torque;
and if the change of the rotation angle in the preset time length is smaller than or equal to the first angle, switching the resistance moment acting on the steering wheel into the resistance moment matched with the state information of the vehicle.
It should be noted that, because the content of information interaction and execution process between the central controller and the internal unit is based on the same concept as the method embodiment of the present application, specific functions and technical effects thereof may be referred to in the method embodiment section, and will not be described herein.
It will be apparent to those skilled in the art that the above-described functional units are merely illustrated in terms of division for convenience and brevity, and that in practical applications, the above-described functional units may be allocated to different functional units, i.e., the internal structure of the apparatus may be divided into different functional units, so as to perform all or part of the above-described functions. The functional units in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units are also only for distinguishing from each other, and are not used to limit the protection scope of the present application. The specific working process of the units in the above apparatus may refer 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 processor 80. The steps in the various method embodiments described above, such as steps S101 to S103 shown in fig. 1, are implemented when the processor 80 executes the computer program 82. Or the processor 80, when executing the computer program 82, performs the functions of the units in the above-described device embodiments, such as the functions of the modules 71 to 72 shown in fig. 7.
By way of example, 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 complete 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 moment setting unit, and the like, for example:
A state information acquisition unit configured to acquire state information of a vehicle;
a resistance moment setting unit configured to set a resistance moment acting on a steering wheel of the vehicle to a resistance moment matching with state information of the vehicle, in a case where the state information of the vehicle satisfies a preset condition; and setting the resistance moment acting on the steering wheel as a first resistance moment when the state information of the vehicle does not meet the preset condition, wherein the resistance moment matched with the state information of the vehicle is larger than the first resistance moment.
Other functions of the above units may be described with reference to the embodiment shown in fig. 7, and will not be described herein.
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 include more or fewer components than shown, or may combine certain components, or different components, e.g., the central controller 8 may also include input devices, output devices, network access devices, buses, etc.
The Processor 80 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors, digital signal processors (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), off-the-shelf Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. 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 memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD) or the like, which are provided on the central controller 8. Further, the memory 81 may also include both an internal memory unit and an external memory device of the central controller 8. The memory 81 is used for storing 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 foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
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 solution. 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 herein, it should be understood that the disclosed central controller, vehicle and method may be implemented in other ways. For example, the central controller, vehicle embodiments described above are merely illustrative, e.g., the division of the units is merely a logical functional division, and there may be additional divisions of actual implementation, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may also be implemented by implementing all or part of the flow of the method of the above embodiments, or by instructing the relevant hardware by a computer program, where the computer program may be stored on a computer readable storage medium, and the computer program may implement the steps of each of the method embodiments described above when executed by one or more processors.
Also, as a computer program product, the steps of the various method embodiments described above may be implemented when the computer program product is run on a central controller, causing the central controller to execute.
Wherein the computer program comprises computer program code which may be in source code form, object code form, executable file or some intermediate form etc. The computer readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the computer readable medium may include content that is subject to appropriate increases and decreases as required by jurisdictions in which such content is subject to legislation and patent practice, such as in certain jurisdictions in which such content is not included as electrical carrier signals and telecommunication signals.
The above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.
Claims (8)
1. A driving assistance method, comprising:
Acquiring state information of a vehicle, wherein the state information comprises tire pressure of tires of the vehicle, the speed of the vehicle and the tire adhesion between wheels of the vehicle and the road surface of a road where the vehicle is located;
Setting a resistance moment acting on a steering wheel of the vehicle to be a resistance moment matching with the state information of the vehicle in a case where the state information of the vehicle satisfies a preset condition;
Setting a resistance moment acting on the steering wheel as a first resistance moment when the state information of the vehicle does not meet a preset condition, wherein the resistance moment matched with the state information of the vehicle is larger than the first resistance moment;
Wherein, in a case where the state information of the vehicle satisfies a preset condition, setting a resistance moment acting on a steering wheel of the vehicle to a resistance moment matching the state information of the vehicle, comprising:
And under the condition that the tire pressure change of the vehicle is larger than a first tire pressure value, the vehicle speed change of the vehicle is larger than a second vehicle speed, and the tire adhesion force change is larger than a second adhesion force, calculating to obtain a fourth resistance moment according to the tire pressure of the vehicle, the vehicle speed and the tire adhesion force of the vehicle, and setting the resistance moment acting on a steering wheel of the vehicle to be a fourth resistance moment matched with the state information of the vehicle, wherein the difference value of the fourth resistance moment and the first resistance moment and the tire pressure of the vehicle, the vehicle speed of the vehicle and the tire adhesion force of the vehicle are in inverse relation.
2. The driving assist method according to claim 1, characterized in that the state information of the vehicle includes: the vehicle speed of the vehicle;
The setting of the resistance moment acting on the steering wheel of the vehicle to a resistance moment matching the state information of the vehicle in the case where the state information of the vehicle satisfies a preset condition includes:
And setting a resistance moment acting on the steering wheel to be a second resistance moment when the speed of the vehicle is greater than a first speed, wherein the second resistance moment is greater than the first resistance moment.
3. The driving assist method according to claim 2, wherein the setting the resistance moment acting on the steering wheel to the second resistance moment in the case where the vehicle speed of the vehicle is greater than the first vehicle speed includes:
Acquiring a first increase coefficient matched with the speed of the vehicle under the condition that the speed of the vehicle is larger than the first speed;
Calculating to obtain a second resistance moment based on the first resistance moment and the first increase coefficient;
the drag torque acting on the steering wheel is set to the second drag torque.
4. The driving assist method according to claim 1, wherein the acquiring the state information of the vehicle includes:
acquiring a road surface adhesion coefficient between a wheel of the vehicle and a road surface of a road on which the vehicle is located;
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 surface adhesion coefficient and the vertical load of the vehicle;
Accordingly, the setting the resistance moment acting on the steering wheel of the vehicle to be a resistance moment matching the state information of the vehicle when the state information of the vehicle satisfies a preset condition includes:
And setting the resistance moment acting on the steering wheel as a third resistance moment when the tire adhesion force between the wheels of the vehicle and the road surface of the road on which the vehicle is located is smaller than the first adhesion force, wherein the third resistance moment is larger than the first resistance moment.
5. The driving assist method according to claim 4, wherein the setting the resistance moment acting on the steering wheel to the third resistance moment in the case where the tire adhesion between the wheel of the vehicle and the road surface of the road on which the vehicle is located is smaller than the first adhesion, comprises:
Obtaining a first difference between the first adhesion and the tire adhesion when the tire adhesion between the wheels of the vehicle and the road surface of the road on which the vehicle is located is smaller than the first adhesion;
obtaining a second increase coefficient corresponding to the first difference value;
calculating a third resistance moment based on the first resistance moment and the second increase coefficient;
setting a drag torque acting on the steering wheel as the third drag torque.
6. The driving assist method according to any one of claims 1 to 5, characterized by further comprising, in a case where the state information of the vehicle satisfies a preset condition, after setting a resistance moment acting on a steering wheel of the vehicle to a resistance moment matching the state information of the vehicle:
monitoring the rotation angle of the steering wheel;
If the change of the rotation angle in the preset time length is larger than the first angle, calculating a second difference value between the rotation angle and the first angle;
acquiring a third increase coefficient matched with the second difference value;
calculating to obtain a fifth resistance moment according to the resistance moment matched with the state information of the vehicle and the third increase coefficient;
Switching a drag torque acting on the steering wheel from a drag torque matching the state information of the vehicle to the fifth drag torque;
and if the change of the rotation angle in the preset time length is smaller than or equal to the first angle, switching the resistance moment acting on the steering wheel into the resistance moment matched with the state information of the vehicle.
7. A central controller comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the steps of the method according to any one of claims 1 to 6 when the computer program is executed by the processor.
8. A vehicle, characterized by comprising: the central controller of claim 7;
A tire pressure monitoring system for monitoring a tire pressure of a tire of the vehicle and transmitting the tire pressure of the tire of the vehicle 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 acquiring road adhesion coefficients between wheels of the vehicle and a road surface of a road where the vehicle is located and sending the road adhesion coefficients to the central controller;
Or the tire adhesion between the wheels of the vehicle and the road surface of the road where the vehicle is located is calculated and obtained based on the road surface adhesion coefficient and the vertical load of the vehicle, and the tire adhesion is sent to the central controller;
a power steering apparatus for providing a resistance torque.
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| US10005455B2 (en) * | 2013-10-16 | 2018-06-26 | Sentient Ab | Method in order to control vehicle behaviour |
| CN106828590B (en) * | 2015-12-04 | 2019-07-23 | 北京宝沃汽车有限公司 | A kind of Vehicular steering control apparatus, control method and automobile |
| CN106740812B (en) * | 2016-12-16 | 2019-03-26 | 上海汽车集团股份有限公司 | It blows out safety assistant control system of meeting an urgent need |
| WO2019218098A1 (en) * | 2018-05-14 | 2019-11-21 | Lu Shan | Automobile tire blowout security and stability control method |
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