CN115056850A - Auxiliary control method, system, vehicle and medium based on steer-by-wire - Google Patents
Auxiliary control method, system, vehicle and medium based on steer-by-wire Download PDFInfo
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- CN115056850A CN115056850A CN202210761306.3A CN202210761306A CN115056850A CN 115056850 A CN115056850 A CN 115056850A CN 202210761306 A CN202210761306 A CN 202210761306A CN 115056850 A CN115056850 A CN 115056850A
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Abstract
The embodiment of the application provides an auxiliary control method, an auxiliary control system, a vehicle and a medium based on steer-by-wire. The method comprises the following steps: acquiring vehicle body state information, corner control information and speed control information; determining first braking information and/or first driving information based on the rotation angle control information and the speed control information; correcting the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and/or second driving information; and sending second braking information and/or second driving information. If the vehicle steer-by-wire system can not control the steering wheel through the upper steering system, the second driving information and the second braking information can be determined through the collected vehicle body state information, steering wheel angle control information and speed control information, so that the vehicle body posture, the moving direction and the speed of the vehicle can be controlled. Thereby enabling control of the direction of movement of the vehicle in the event of a steering failure, whilst ensuring that the vehicle speed is in accordance with the driver's expectations.
Description
Technical Field
The present application relates to the field of vehicle control technologies, and in particular, to a steer-by-wire based auxiliary control method, system, vehicle, and medium.
Background
With the development of intelligent driving technology and the popularization of intelligent automobiles, the intelligent automobile not only can meet the travel requirements of users, but also can provide safer driving functions for the users.
In a conventional mechanical steering system, a steering wheel and a steering wheel are mechanically connected, and the steering wheel can directly control the direction through a mechanical component. However, in the steer-by-wire system, the upper steering system and the lower steering system do not have a mechanical connection relationship therebetween, and steering is controlled by transmission of an electric signal.
Disclosure of Invention
The embodiment of the application provides an auxiliary control method, an auxiliary control system, a vehicle and a medium based on steer-by-wire, and is used for realizing a scheme of an auxiliary control function based on steer-by-wire.
In a first aspect, an embodiment of the present application provides an assist control method based on steer-by-wire, where the method includes:
responding to the auxiliary control request, and acquiring vehicle body state information, corner control information and speed control information;
determining first braking information and/or first driving information based on the rotation angle control information and the speed control information;
according to the vehicle body state information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information;
and sending the second braking information and/or the second driving information.
Optionally, the generation manner of the auxiliary control request includes:
and if the first steering control system fails or the current steering wheel and speed cannot meet expected conditions, generating the auxiliary control request.
Optionally, in response to the auxiliary control request, obtaining the vehicle body state information includes:
after the assist control request is generated, a vehicle longitudinal acceleration, a lateral acceleration, and a yaw rate are acquired as the vehicle body state information.
Optionally, in response to the assist control request, obtaining the steering angle control information and the speed control information includes:
after the auxiliary control request is generated, acquiring steering angle control information of a steering wheel;
and acquiring target driving information corresponding to an accelerator pedal and/or target braking information corresponding to a brake pedal.
Optionally, the determining first braking information and/or first driving information based on the rotation angle control information and the speed control information includes:
if the first steering control system fails, determining direction braking information and/or direction driving information for adjusting the direction of the vehicle according to the steering angle control information;
determining the first driving information based on the target driving information and the direction driving information; and/or the presence of a gas in the gas,
determining the first braking information based on the target braking information and the directional braking information.
Optionally, the modifying the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and second driving information includes:
determining third braking information and/or third driving information according to the longitudinal acceleration, the lateral acceleration and the yaw rate;
determining the second braking information based on the third braking information and the first braking information; and/or the presence of a gas in the gas,
determining the second driving information based on the third driving information and the first driving information.
Optionally, if the first steering control system fails, hand feeling feedback information is generated based on the second braking information and the second driving information, so that a steering wheel feedback torque perceived by a driver is generated based on the hand feeling feedback information.
Optionally, if the first steering control system fails, the rotatable angle of the steering wheel is limited by the steering wheel feedback torque based on the vehicle body state information, the second braking information and the second driving information.
In a second aspect, a steer-by-wire based assist control method includes:
responding to the auxiliary control request, and acquiring vehicle body state information; wherein the vehicle body state information includes: longitudinal acceleration, lateral acceleration, and yaw rate;
determining third braking information and/or third driving information according to the longitudinal acceleration, the lateral acceleration and the yaw rate;
and sending the third brake information and/or the third driving information.
Optionally, the braking and/or driving control of the vehicle based on the third braking information and/or the third driving information includes:
responding to the auxiliary control request, and acquiring corner control information and speed control information;
determining first braking information and/or first driving information based on the rotation angle control information and the speed control information;
according to the third braking information and/or the third driving information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information;
and performing braking and/or driving control on the vehicle based on the second braking information and/or the second driving information.
Optionally, the generation manner of the auxiliary control request includes: the assist control request is generated in response to a steering operation of an emergency brake and/or a drive.
In a third aspect, a steer-by-wire based auxiliary control system, the system comprising:
the sensor is used for acquiring vehicle body state information, corner control information and speed control information;
the controller comprises a calculating unit and is used for determining first braking information and/or first driving information according to the acquired corner control information and the acquired speed control information provided by the sensor;
the vehicle body state information acquisition module is also used for correcting the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and/or second driving information;
the controller further includes a speed control unit configured to control the vehicle based on the second braking information and/or the second driving information.
Optionally, the speed control unit comprises: a drive control unit and a brake control unit;
the drive control unit performs drive control of at least one wheel of a vehicle based on the second drive information;
the brake control unit performs brake control on at least one wheel of the vehicle based on the second brake information.
Optionally, the method further comprises: a detection unit;
the detection unit is used for detecting whether the first steering system fails or whether the current steering wheel and the speed meet expected conditions.
In a fourth aspect, an embodiment of the present application provides a vehicle, including: the system comprises a vehicle body, a steer-by-wire system, a sensor and a processor;
the storage is mounted on the vehicle body;
the memory to store one or more computer instructions;
the processor is to execute the one or more computer instructions to: performing the steps of the method of the first aspect or performing the steps of the method of the second aspect.
Embodiments of the present application provide a computer-readable storage medium storing a computer program, which when executed, can implement the steps of the method according to the first aspect, or execute the steps of the method according to the second aspect.
The embodiment of the application provides an auxiliary control method, an auxiliary control system, a vehicle and a medium based on steer-by-wire. Responding to the auxiliary control request, and acquiring vehicle body state information, corner control information and speed control information; determining first braking information and/or first driving information based on the rotation angle control information and the speed control information; according to the vehicle body state information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information; and controlling the vehicle based on the second braking information and/or the second driving information. By the scheme, when the direction of the vehicle is controlled, if the steering wheel cannot be controlled by the upper steering system in the on-line control steering system, the second driving information and the second braking information can be comprehensively determined by the collected vehicle body state information, steering wheel corner control information and speed control information, so that the vehicle body posture and the moving direction of the vehicle are controlled, and the steering control is simulated by differential braking. When the braking force is used for meeting the control requirement corresponding to the corner control information, the driving force is provided, so that the control adjustment of the moving direction of the vehicle is realized by utilizing the second driving information and the second braking information under the condition of steering failure, meanwhile, the vehicle speed can be ensured to meet the expectation of a driver, and the safety and controllability of the vehicle are ensured.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic structural diagram of a steer-by-wire system of a vehicle according to an embodiment of the present disclosure;
FIG. 2 is a method for assisting steering-by-wire based control according to an embodiment of the present disclosure;
fig. 3 is a schematic diagram illustrating an emergency obstacle avoidance scenario according to an embodiment of the present application;
FIG. 4 is a schematic flow chart of a brake-by-wire and/or drive control method according to an embodiment of the present disclosure;
FIG. 5 is a steer-by-wire based auxiliary control system provided in an embodiment of the present application;
FIG. 6 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure;
fig. 7 is a schematic diagram of an auxiliary control structure based on steer-by-wire according to an exemplary embodiment of the present application.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention.
In some of the flows described in the specification, claims, and above-described figures of the present invention, a number of operations are included that occur in a particular order, which operations may be performed out of order or in parallel as they occur herein. The sequence numbers of the operations, e.g., 101, 102, etc., are used merely to distinguish between the various operations, and do not represent any order of execution per se. Additionally, the flows may include more or fewer operations, and the operations may be performed sequentially or in parallel. It should be noted that, the descriptions of "first", "second", etc. in this document are used for distinguishing different messages, devices, modules, etc., and do not represent a sequential order, nor limit the types of "first" and "second" to be different.
In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be described in detail and completely with reference to the following specific embodiments of the present application and the accompanying drawings. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Firstly, it should be noted that the technical solution of the present application is implemented based on a vehicle steer-by-wire system. Fig. 1 is a schematic structural diagram of a vehicle steer-by-wire system according to an embodiment of the present application. As can be seen from fig. 1, the vehicle steer-by-wire system includes three main parts, namely, an upper steering system 1, a lower steering system 2, and a controller 3(Electronic Control Unit, ECU, Electronic Control Unit), and if necessary, an auxiliary system such as a power supply.
The upper steering system 1 includes a steering wheel 11, sensors 12 (including, for example, a rotation angle sensor, a torque sensor, an angular velocity sensor, etc.), and a first drive motor 13 for the steering wheel. The steering wheel, the sensor and the first driving motor are connected through the pipe column. The main function of the upper steering system is to transmit the driver's steering intention (e.g. by measuring the steering wheel angle) to the controller; meanwhile, the steering wheel aligning torque is generated by receiving a torque control signal sent by the controller so as to provide corresponding hand feeling and/or road feeling information for a driver. The lower steering system comprises a front wheel steering angle sensor, a steering wheel driving motor controller, a front wheel steering component (such as a rack and a pull rod mechanical assembly) and the like. The lower steering system 2 is used for receiving the command of the controller, and controlling the steering wheel to rotate by the steering wheel driving motor controller, so as to realize the steering intention of the driver.
For the convenience of understanding, the technical solutions of the present application will be described below with reference to specific embodiments.
Fig. 2 is a schematic diagram of an auxiliary control method based on steer-by-wire according to an embodiment of the present application. The method may be performed by an onboard controller. The method specifically comprises the following steps:
201: and responding to the auxiliary control request, and acquiring vehicle body state information, corner control information and speed control information.
202: first braking information and/or first driving information is determined based on the rotational angle control information and the speed control information.
203: and correcting the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and/or second driving information.
204: and sending the second braking information and/or the second driving information.
In this embodiment, the steering angle control information is the angle information received by the controller and detected by the angle sensor as the driver turns the steering wheel. The speed control information is travel information of an accelerator pedal (commonly called as an accelerator) and travel information of a brake pedal, which are received by the controller; the different travel information of the accelerator pedal represents different acceleration requirements of a driver, and under the condition of correct operation of the driver, the larger the travel of the accelerator pedal represents the stronger the acceleration requirement of the driver, and the current driver wants to obtain faster acceleration and speed; the different travel information of the brake pedal represents different braking demands of a driver, and under the condition that the driver operates correctly, the larger the travel of the brake pedal represents that the deceleration demand of the driver is stronger, and the driver wants to obtain faster deceleration braking currently. The steering angle control information and the speed control information referred to herein are used to indicate the driver's speed and direction control demand for the vehicle.
The vehicle body state information referred to herein may be understood as the vehicle body state information that longitudinal acceleration, lateral acceleration, and yaw rate are acquired using on-vehicle sensors (e.g., multi-axis gyroscopes). Through the vehicle body state information, the moving direction, the direction trend, the moving speed, the speed trend and the like of the current vehicle can be known through calculation. After the current actual state of the vehicle body is known, the braking force and the driving force can be further controlled in conjunction with the control demand (steering angle control information, speed control information) of the driver.
In practical applications, the control of the body posture, the vehicle movement (traveling or steering) direction, and the vehicle movement speed may be realized by controlling the braking force of each wheel, the driving force of each wheel, or both the driving force and the braking force of each wheel.
In one or more embodiments of the present application, the assist control request relates to controlling and adjusting the direction of the vehicle by controlling the braking and/or driving force of the wheels of the vehicle, and is generated, in particular, when the first steering control system fails or the current steered wheel and speed cannot meet expected conditions.
The first steering control system referred to herein is an upper steering system constituted by an upper steering system among the steering systems shown in fig. 1. The failure of the upper steering system means that the rotation demand of the steering wheel cannot be transmitted to the steering wheel, and although the driver rotates the steering wheel, the vehicle does not control the steering wheel to execute corresponding steering action according to the control demand of the driver. In practical applications, it may be detected by the detection unit whether the first steering control system is found to be disabled, or the first steering control system may be considered to be disabled when the controller finds that the control signal fails to be validly corresponded. In order to ensure that the vehicle can travel safely or be stopped emergently, an assist control request may be generated so as to control the braking force and driving force of the vehicle based on the assist control request to achieve the effect of controlling the direction of the vehicle.
The current steering wheel and speed cannot meet the expected conditions, and it can be understood that a driver controls a steering wheel, an accelerator pedal and a brake pedal of the vehicle to control the vehicle, but cannot meet the requirements (for example, emergency obstacle avoidance requirements) that the driver wants to meet, a special control mode (hereinafter, a differential braking and/or driving mode) may be adopted to change the moving track of the vehicle to avoid the obstacle. For example, fig. 3 is a schematic diagram of an emergency obstacle avoidance scene illustrated in the embodiment of the present application. As can be seen from fig. 3, when an accident occurs in front of the vehicle position 1, the driver wants to control the vehicle to avoid an obstacle to the right front and drive to the vehicle position 2. If the driver performs corner control and speed control, the vehicle sensor detects and pre-judges that the driving track of the vehicle collides with a front obstacle at a vehicle position 3 through calculation, and the vehicle cannot drive to a vehicle position 2, which means that the corner control performed by the driver cannot meet the expected obstacle avoidance condition, and the speed control performed by the driver cannot meet the expected obstacle avoidance condition. At this time, an assist control request may be initiated to control the braking and driving forces of a wheel or wheels of the vehicle to effect differential braking and/or driving such that the vehicle generates a torque about the center of mass, thereby causing the vehicle to generate a steering effect, and the vehicle may be controlled to safely reach the vehicle location 2 before a collision with a preceding obstacle occurs. The control process of the braking force and the driving force will be specifically described in the following embodiments, and will not be described again.
It should be noted that whether the steered wheels and the speed satisfy the expected conditions may be determined based on a predicted trajectory predicted by performing a predictive calculation based on the present driver-controlled steering angle control information, speed control information (including target braking information and/or target driving information), and whether the predicted destination matches the actual desired trajectory, the actual desired destination. If the predicted track and the predicted destination obtained by prediction calculation based on the steering angle control information and the speed control information shown by the driver control are consistent with the actual expected track and the actual expected destination, the steering angle and the speed (including the current speed, the acceleration and the deceleration) of the steering wheel meet the expected conditions; otherwise, the steering wheel and the speed are considered to not meet the expected conditions. In practical applications, in addition to the prediction calculation, the detection result of the sensor may also be referred to determine whether the prediction condition is satisfied, for example, if the sensor detects that a collision is about to occur, the task does not satisfy the expected condition.
In one or more embodiments of the present application, the obtaining of the steering angle control information and the speed control information in response to the assist control request includes: after the auxiliary control request is generated, acquiring steering angle control information of a steering wheel; and acquiring target driving information corresponding to an accelerator pedal and/or target braking information corresponding to a brake pedal.
In practice, although the first steering control system fails or the current steering wheel and speed cannot meet the expected conditions, the driver still has a need to control the vehicle. The driver knows most about the driving direction, the driving speed and the expected driving demand of the vehicle, in other words, the driver knows the expected conditions such as what trajectory and in which direction the vehicle is intended to be controlled. The driver also knows how the driver should control the steering angle of the steered wheels and the moving speed of the vehicle in order to achieve the desired conditions, which are represented by the steering angle control information of the current steering wheel, the target driving information corresponding to the driver's depression of the accelerator pedal, and the target braking information corresponding to the driver's depression of the brake pedal. Therefore, the control requirement of the driver is directly reflected by collecting the steering angle control information of the actual steering wheel, the target driving information corresponding to the accelerator pedal and the target braking information corresponding to the brake pedal when the driver operates the vehicle. Specifically, the steering angle control information reflects the direction control demand of the driver on the basis of the current direction of the vehicle; the speed control information comprises target driving information and target braking information and is used for reflecting the speed control requirement of a driver on the basis of the current speed of the vehicle.
Through the mode, when the vehicle is controlled, the control requirement of a driver is fully considered. The adjustment of the vehicle running direction and the vehicle body state is realized by controlling and adjusting the braking force and the driving force.
In addition, during actual driving, the driver may normally depress the accelerator pedal or the brake pedal only, and may depress the brake pedal and the accelerator pedal simultaneously.
In one or more embodiments of the present application, determining the first braking information and/or the first driving information based on the rotation angle control information includes:
if the first steering control system fails, determining direction braking information and/or direction driving information for adjusting the direction of the vehicle according to the steering angle control information;
determining the first driving information based on the target driving information and the direction driving information; and/or the presence of a gas in the gas,
determining the first braking information based on the target braking information and the directional braking information.
As described above, when the first steering control system fails and the driver turns the steering wheel, the steered wheels cannot respond to the driver's steering control demand. Therefore, different braking force and driving force of each wheel of the vehicle can be controlled, so that different speed relations are formed among the wheels, and further the adjustment of the moving direction and the posture of the vehicle body is realized. In other words, when the driver cannot effectively control the vehicle traveling direction with the steering wheel (for example, the driver turns the steering wheel but the electric signal cannot be transmitted to the lower steering system, in other words, the driver cannot control the vehicle traveling direction with the steering wheel), the vehicle traveling direction is adjusted by controlling the braking force and the driving force of each wheel, and the control of the vehicle direction with the steering wheel is simulated.
As described above, in order to satisfy the driver's demand for the current vehicle direction control by turning the steering wheel, the first steering control system fails to calculate the directional drive information on how much directional drive force is applied to each wheel, and the directional brake information on how much directional brake force is applied to each wheel.
After target driving information and direction driving information provided by a driver by stepping on an accelerator pedal are acquired, first driving information can be obtained through comprehensive calculation. Similarly, after target braking information and directional braking information provided by the driver by stepping on the brake pedal are acquired, the first braking information can be obtained through comprehensive calculation.
In one or more embodiments of the present application, the modifying the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and second driving information includes:
determining third braking information and/or third driving information according to the longitudinal acceleration, the lateral acceleration and the yaw rate;
determining the second braking information based on the third braking information and the first braking information; and/or the presence of a gas in the gas,
determining the second driving information based on the third driving information and the first driving information.
In practical applications, in order to ensure the stability of the vehicle body of the vehicle under different vehicle body state information, the braking force and the driving force required to be applied to each wheel are not completely the same. In particular, the present invention relates to a method for producing,
the Yaw-G sensor output can be used to be two accelerations (longitudinal acceleration, lateral acceleration) and also a Yaw rate (also called Yaw rate). If the vehicle is a four-wheel vehicle, the front wheels are steering wheels and are sleeved in the front wheels, the estimated Yaw-rate is the Yaw-rate1 (wf1-wf2) Rr/(A × cos (a)), the estimated Yaw rate is compared with the reference Yaw rate and is adjusted, and then third braking information of braking force required when the vehicle body achieves a stable effect and third driving information of driving force required when the vehicle body achieves the stable effect can be calculated.
After the third driving information is obtained and the first driving information is obtained by using the scheme described above, the second driving information can be obtained by comprehensive calculation. After the third braking information is obtained and the first braking information is obtained by utilizing the scheme, the second braking information can be obtained through comprehensive calculation.
By means of the scheme, when the first steering control system is invalid, a driver wants to control the vehicle to safely stop at the side or safely avoid obstacles through the steering wheel, the accelerator pedal and the brake pedal. Therefore, the steering effect of the steering wheel can be simulated by providing different torques for each wheel and performing control adjustment on the posture and the moving direction of the vehicle body under different torque control of each wheel. It is easily understood that the driver controls the vehicle based on the steering angle control information generated by the steering angle control performed after the determination of the current vehicle speed, direction, and the like, and the speed control information generated by the speed control. While the direction control adjustment is performed by providing different torques to the respective wheels, it is also ensured that the speed also meets the driver's expectation, and therefore, it is required to combine the braking force and the driving force to realize accurate control of the respective wheels, and it is impossible to provide only the braking force as in the conventional braking force distribution technique, because the provision of only the braking force causes a reduction in the vehicle speed, failing to satisfy the driver's acceleration or high-speed movement demand.
With the above scheme, in an emergency (for example, an emergency obstacle avoidance situation), the driver wants to turn the steering wheel and depress the accelerator pedal, so that the vehicle completes a movement track of emergency obstacle avoidance as shown in fig. 3. Because the current steering wheel angle and the vehicle speed cannot meet the obstacle avoidance requirement of a driver, the vehicle can generate a yaw angle by applying braking force and driving force to each vehicle to control each wheel of the vehicle to generate different torques, so that the adjustment of the angle and the vehicle body posture is realized. The braking force and the driving force are matched, and various requirements such as acceleration steering, deceleration steering and the like are met.
In one or more embodiments of the present application, further comprising:
and if the first steering control system fails, generating hand feeling feedback information based on the second braking information and the second driving information so as to generate steering wheel feedback torque sensed by a driver based on the hand feeling feedback information.
Since the first steering control system is in a failure state, the driver still has a driving control requirement, and in order to enable the driver to feel that the first steering control system has the control capability, when the moving speed and the moving direction of the vehicle are controlled based on the second braking information and the second driving information, hand feeling feedback information needs to be generated according to the state actually expressed by the vehicle, and a corresponding steering wheel feedback moment needs to be generated according to the hand feeling feedback information. It should be noted that, when the steering wheel feedback torque is generated, the rotatable angle of the steering wheel is limited, so that the current rotatable angle of the steering wheel is matched with the vehicle deviation direction simulated by the vehicle through the second braking information and/or the second driving information, so that the driver feels that the moving direction of the vehicle is still controllable, and the driver can further rotate the steering wheel according to the actual situation. Therefore, in order to make the driver feel that the moving direction of the vehicle is controllable, the rotatable angle of the steering wheel is further limited while the feedback torque of the steering wheel is provided, so that the phenomenon that the driver feels out of control due to too much rotation of the steering wheel is avoided.
Based on the same idea, the embodiment of the application also provides a control method based on steer-by-wire. Fig. 4 is a schematic flowchart of a steer-by-wire based control method according to an embodiment of the present application. As can be seen from fig. 4, the method specifically includes the following steps:
401: responding to the auxiliary control request, and acquiring vehicle body state information; wherein the vehicle body state information includes: longitudinal acceleration, lateral acceleration, and yaw rate.
402: third braking information and/or third driving information is determined based on the longitudinal acceleration, the lateral acceleration, and the yaw rate.
403: and sending the third brake information and/or the third driving information. So as to perform braking and/or driving control of the vehicle based on the third braking information and/or the third driving information.
In order to keep the vehicle body stable during braking, the vehicle is usually realized by a technique such as EBD (brake force distribution). However, in the conventional braking force distribution technology, the control of the vehicle body stability is generally achieved by providing different braking forces for the respective wheels, and although the vehicle body can be achieved to be smooth, the vehicle speed is reduced by the braking force. In some emergency situations, the vehicle body can be kept stable by only providing braking force, but obstacle avoidance cannot be realized. Therefore, it is possible to provide the driving force to achieve the vehicle body stabilization or to provide both the braking force and the driving force to achieve the vehicle body stabilization according to the actual situation. In the technology for realizing vehicle body stabilization, providing only braking force, providing only driving force, or providing both braking force and driving force is a technology that can provide braking force and driving force required for each wheel with accurate control.
Optionally, the auxiliary control request is generated in a manner that: the assist control request is generated in response to a steering operation of an emergency brake and/or drive.
The assist control request generation method described herein is a method for controlling the braking force and driving force of each wheel and the steering direction of the vehicle (i.e., the traveling direction of the vehicle) by a driver or the vehicle, for example, in the case of a demand for emergency braking obstacle avoidance, emergency deceleration obstacle avoidance, emergency acceleration obstacle avoidance, or the like, an assist control request generated in order to keep the vehicle body stable and to meet the driver's expectation or the emergency obstacle avoidance requirement (for example, when the driver suddenly steps on a brake pedal and/or an accelerator pedal and turns, and detects an obstacle in front through a sensor, the assist control request is generated), and further, the driving direction, the body posture, the driving speed and the like of the vehicle can be adjusted, so that the vehicle can be stably braked and prevented from being damaged emergently, decelerated and prevented from being damaged emergently, accelerated and prevented from being damaged emergently and the like. It should be noted that the emergency braking and the emergency driving can be determined by recognizing and determining the control speed of the driver, the magnitude of the applied force, and the tension state of the human face, or by combining the results detected by the sensors (for example, the vehicle is about to collide, or the posture of the vehicle body is incorrect, or the posture of the vehicle body changes suddenly, etc.) to determine whether the vehicle is in the emergency state.
Furthermore, as the driver can know the current road condition, the driver can more accurately know the speed and the direction of the vehicle to avoid the obstacle, and the driver can more safely know the speed and the direction of the vehicle to avoid the obstacle. Therefore, while the vehicle body state information is kept to be collected stably, the turning angle control information and the speed control information are also collected.
Determining first braking information and/or first driving information based on the rotation angle control information and the speed control information; according to the third braking information and/or the third driving information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information; and performing braking and/or driving control on the vehicle based on the second braking information and/or the second driving information.
The braking and/or driving control referred to herein may be understood as the ultimate purpose to achieve a smooth stop or smooth deceleration of the vehicle, similar to the braking force distribution, but with the difference that the present solution may also provide driving force to the vehicle (e.g., the driver may depress the accelerator pedal and the brake pedal simultaneously, or depress the accelerator pedal and the brake pedal sequentially, respectively, or depress the brake pedal only, and the vehicle provides driving force to the corresponding wheels according to the trajectory estimation). However, in some complex emergency situations, certain obstacle avoidance measures need to be taken while the vehicle is stopped or decelerated steadily, and acceleration requirements may be met; it is also necessary to consider the current environmental reality to believe and meet the control demands of the driver. Therefore, braking and/or driving control of the vehicle based on the second braking force information and the second driving force information is required. In order to realize independent control of each wheel of the vehicle, a driving device (such as a driving motor) and a braking device (such as a brake disc) can be configured for each wheel.
Fig. 5 is an auxiliary control system based on steer-by-wire according to an embodiment of the present application, where the system includes:
the sensor 51 is used for acquiring vehicle body state information, corner control information and speed control information;
the controller 52 comprises a calculating unit 521, and is configured to determine first braking information and/or first driving information according to the acquired corner control information and the acquired speed control information provided by the sensor;
the vehicle body state information acquisition module is also used for correcting the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and/or second driving information;
the controller 52 further includes a speed control unit 522 for controlling the vehicle based on the second braking information and/or the second driving information.
The speed control unit 522 includes: a drive control unit 522a and a brake control unit 522 b;
the drive control unit 522a performs drive control of at least one wheel of the vehicle based on the second drive information.
The brake control unit 522b performs brake control on at least one wheel of the vehicle based on the second brake information.
The system further comprises: and a brake control unit 522b that performs brake control on at least one wheel of the vehicle based on the second brake information.
Further comprising: a detection unit 53 for detecting whether the first steering system is disabled or whether the current steered wheel and speed meet desired conditions.
Fig. 6 is a schematic structural diagram of a vehicle according to an embodiment of the present application, and as shown in fig. 6, the vehicle includes: the system comprises a vehicle body, a steer-by-wire system, a sensor and a processor;
the body has a memory 601 mounted thereon.
The memory 601 is used to store one or more computer instructions and may be configured to store other various data to support operations on the vehicle device. Examples of such data include instructions for any application or method operating on the vehicle device, contact data, phone book data, messages, pictures, videos, and so forth.
The Memory 601 may be implemented by any type of volatile or nonvolatile Memory device or combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk or optical disk.
The vehicle further includes: a component 603 is displayed. A processor 602, coupled to the memory 601, is configured to execute a computer program in the memory 601 for a steer-by-wire based auxiliary control scheme. In a steer-by-wire based assist control scheme, processor 602 is configured to:
responding to the auxiliary control request, and acquiring vehicle body state information, corner control information and speed control information;
determining first braking information and/or first driving information based on the rotation angle control information and the speed control information;
according to the vehicle body state information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information;
and sending the second braking information and/or the second driving information.
Optionally, the processor 602 is configured to generate the assist control request if the first steering control system fails or the current steered wheel and speed cannot meet expected conditions.
Optionally, the processor 602 is configured to obtain a longitudinal acceleration, a lateral acceleration, and a yaw rate of the vehicle as the vehicle body state information after the assist control request is generated.
Optionally, the processor 602 is configured to obtain steering angle control information of a steering wheel after the auxiliary control request is generated;
and acquiring target driving information corresponding to an accelerator pedal and/or target braking information corresponding to a brake pedal.
Optionally, the processor 602 is configured to determine, according to the steering angle control information, directional braking information and/or directional driving information for adjusting a vehicle direction if the first steering control system fails;
determining the first driving information based on the target driving information and the direction driving information; and/or the presence of a gas in the gas,
determining the first braking information based on the target braking information and the directional braking information.
Optionally, the processor 602 is configured to determine third braking information and/or third driving information according to the longitudinal acceleration, the lateral acceleration and the yaw rate;
determining the second braking information based on the third braking information and the first braking information; and/or the presence of a gas in the gas,
determining the second driving information based on the third driving information and the first driving information.
Optionally, the processor 602 is configured to generate feel feedback information based on the second braking information and the second driving information if the first steering control system fails, so as to generate a steering wheel feedback torque perceived by a driver based on the feel feedback information.
Optionally, the processor 602 is configured to limit a rotatable angle of the steering wheel through the steering wheel feedback torque based on the vehicle body state information, the second braking information, and the second driving information if the first steering control system fails.
In a steer-by-wire based assist control scheme, processor 602 is configured to:
responding to the auxiliary control request, and acquiring vehicle body state information; wherein the vehicle body state information includes: longitudinal acceleration, lateral acceleration, and yaw rate;
determining third braking information and/or third driving information according to the longitudinal acceleration, the lateral acceleration and the yaw rate;
and sending the third braking information and/or the third driving information.
The processor 602 is configured to obtain the steering angle control information and the speed control information in response to the auxiliary control request;
determining first braking information and/or first driving information based on the rotation angle control information and the speed control information;
according to the third braking information and/or the third driving information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information;
and performing braking and/or driving control on the vehicle based on the second braking information and/or the second driving information.
The display assembly 603 in fig. 6 described above includes a screen, which may include a Liquid Crystal Display (LCD) and a Touch Panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive an input signal from a user. The touch panel includes one or more touch sensors to sense touch, slide, and gestures on the touch panel. The touch sensor may not only sense the boundary of a touch or slide action, but also detect the duration and pressure associated with the touch or slide operation.
The audio component 604 of fig. 6 above, may be configured to output and/or input audio signals. For example, the audio component includes a Microphone (MIC) configured to receive an external audio signal when the device in which the audio component is located is in an operational mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signal may further be stored in a memory or transmitted via a communication component. In some embodiments, the audio assembly further comprises a speaker for outputting audio signals.
Further, as shown in fig. 6, the vehicle apparatus further includes: communication component 605, power component 606, and the like. Only some of the components are schematically shown in fig. 6, and it is not intended that the vehicle apparatus includes only the components shown in fig. 6.
The communications component 605 of fig. 6 described above is configured to facilitate communications between the device in which the communications component is located and other devices in a wired or wireless manner. The device in which the communication component is located may access a wireless network based on a communication standard, such as WiFi, 2G, 3G, 4G, or 5G, or a combination thereof. In an exemplary embodiment, the Communication component may be implemented based on Near Field Communication (NFC) technology, Radio Frequency Identification (RFID) technology, Infrared Data Association (IrDA) technology, Ultra Wide Band (UWB) technology, bluetooth technology, and other technologies.
The power supply 606 provides power to various components of the device in which the power supply is located. The power components may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for the device in which the power component is located.
For the sake of understanding, the present solution will be described below with reference to specific embodiments. Fig. 7 is a schematic diagram of an auxiliary control structure based on steer-by-wire according to an embodiment of the present application. As can be seen from the view in figure 7,
starting auxiliary control:
the controller ECU 20 monitors the status signal of the steering controller 32, and when receiving the steering controller 32 failure status information, the controller ECU 20 starts the assist control function.
Controlling based on driver intent:
when the assist control function is turned on, the controller ECU 20 collects the operation intention of the driver, the rotation angle control of the steering wheel 30, the brake control information of the pedal assembly 22, and the accelerator (drive) control information of the accelerator (accelerator pedal) opening degree through signal transmission. The calculation is performed by the internal demand calculation unit and the torque demand required for the calculation is transmitted to the brakes 20a,20b,20c,20d and the drive motor assembly 40.
And (3) feedback closed-loop control based on the vehicle body state:
in the control process, the controller ECU 20 acquires the vehicle body state related signals through an Inertial Measurement Unit (IMU) 23 to obtain longitudinal acceleration, lateral acceleration, and yaw rate information of the wheels. The demand calculation unit compares the feedback signal of the vehicle body state with the demand of the driver for correction, and further corrects the control torque to realize closed-loop control.
Meanwhile, the actual output information of the steering is sent to the steering controller 32, and the steering controller outputs the steering wheel feedback torque to the driver according to the actual steering condition, so that the feedback of the steering hand feeling is realized.
In the embodiment of the application, the vehicle body state information, the corner control information and the speed control information are acquired in response to the auxiliary control request; determining first braking information and/or first driving information based on the rotation angle control information and the speed control information; according to the vehicle body state information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information; and controlling the vehicle based on the second braking information and/or the second driving information. By the scheme, when the direction of the vehicle is controlled, if the steering wheel cannot be controlled through the steering wheel in the online control steering system, the second driving information and the second braking information can be comprehensively determined through the collected vehicle body state information, corner control information and speed control information, so that the vehicle body posture and the moving direction of the vehicle are controlled, and the steering control is simulated through differential braking. When the braking force is used for meeting the control requirement corresponding to the corner control information, the driving force is provided, so that the control adjustment of the moving direction of the vehicle is realized by utilizing the second driving information and the second braking information under the condition of steering failure, the vehicle speed can be ensured to meet the expectation of a driver, and the safety and controllability of the vehicle are ensured.
Accordingly, the present application further provides a computer readable storage medium storing a computer program, and the computer program can implement the steps in the method embodiments of fig. 1 and fig. 4 when executed.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory. The memory may include forms of volatile memory in a computer readable medium, Random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.
The above description is only an example of the present application and is not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.
Claims (16)
1. An auxiliary control method based on steer-by-wire is characterized by being applied to a controller, and the method comprises the following steps:
responding to the auxiliary control request, and acquiring vehicle body state information, corner control information and speed control information;
determining first braking information and/or first driving information based on the rotation angle control information and the speed control information;
according to the vehicle body state information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information;
and sending the second braking information and/or the second driving information.
2. The method of claim 1, wherein the secondary control request is generated in a manner comprising:
the assist control request is generated if the first steering control system fails or fails based on the current steered wheel and speed failing to meet expected conditions.
3. The method according to claim 1 or 2, wherein acquiring body state information in response to the assist control request includes:
after the assist control request is generated, the longitudinal acceleration, the lateral acceleration, and the yaw rate of the vehicle are acquired as the vehicle body state information.
4. The method according to claim 1 or 2, wherein acquiring the steering angle control information and the speed control information in response to the assist control request comprises:
after the auxiliary control request is generated, acquiring steering angle control information of a steering wheel;
and acquiring target driving information corresponding to an accelerator pedal and/or target braking information corresponding to a brake pedal.
5. The method according to claim 4, wherein determining first braking information and/or first driving information based on the rotation angle control information comprises:
if the first steering control system fails, determining direction braking information and/or direction driving information for adjusting the direction of the vehicle according to the steering angle control information;
determining the first driving information based on the target driving information and the direction driving information; and/or the presence of a gas in the gas,
determining the first braking information based on the target braking information and the directional braking information.
6. The method according to claim 3, wherein the modifying the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and second driving information comprises:
determining third braking information and/or third driving information according to the longitudinal acceleration, the lateral acceleration and the yaw rate;
determining the second braking information based on the third braking information and the first braking information; and/or the presence of a gas in the atmosphere,
determining the second driving information based on the third driving information and the first driving information.
7. The method of claim 1, further comprising:
and if the first steering control system fails, generating hand feeling feedback information based on the second braking information and the second driving information so as to generate steering wheel feedback torque sensed by a driver based on the hand feeling feedback information.
8. The method of claim 7, wherein a steering wheel rotational angle is limited by the steering wheel feedback torque based on the body state information, the second braking information, and the second driving information if the first steering control system fails.
9. An assist control method based on steer-by-wire, the method comprising:
responding to the auxiliary control request, and acquiring vehicle body state information; wherein the vehicle body state information includes: longitudinal acceleration, lateral acceleration, and yaw rate;
determining third braking information and/or third driving information according to the longitudinal acceleration, the lateral acceleration and the yaw rate;
and sending the third brake information and/or the third driving information.
10. The method according to claim 9, wherein the braking and/or driving control of the vehicle based on the third braking information and/or the third driving information comprises:
responding to the auxiliary control request, and acquiring corner control information and speed control information;
determining first braking information and/or first driving information based on the rotation angle control information and the speed control information;
according to the third braking information and/or the third driving information, correcting the first braking information and/or the first driving information to obtain second braking information and/or second driving information;
and performing braking and/or driving control on the vehicle based on the second braking information and/or the second driving information.
11. The method of claim 9, wherein the secondary control request is generated in a manner comprising:
the assist control request is generated in response to a steering operation of an emergency brake and/or drive.
12. An steer-by-wire based auxiliary control system, the system comprising:
the sensor is used for acquiring vehicle body state information, corner control information and speed control information;
the controller comprises a calculating unit and is used for determining first braking information and/or first driving information according to the acquired corner control information and the acquired speed control information provided by the sensor;
the vehicle body state information acquisition module is also used for correcting the first braking information and/or the first driving information according to the vehicle body state information to obtain second braking information and/or second driving information;
the controller further includes a speed control unit configured to control the vehicle based on the second braking information and/or the second driving information.
13. The system of claim 12, wherein the speed control unit comprises: a drive control unit and a brake control unit;
the drive control unit performs drive control of at least one wheel of a vehicle based on the second drive information;
the brake control unit performs brake control on at least one wheel of the vehicle based on the second brake information.
14. The system of claim 12, further comprising: a detection unit;
the detection unit is used for detecting whether the first steering system fails or whether the current steering wheel and the speed meet expected conditions.
15. A vehicle, characterized by comprising: the system comprises a vehicle body, a steer-by-wire system, a sensor and a processor;
the vehicle body is provided with a memory;
the memory to store one or more computer instructions;
the processor is to execute the one or more computer instructions to: performing a step in the method of any one of claims 1-8, or performing a step in the method of any one of claims 9-10.
16. A computer-readable storage medium storing a computer program, wherein the computer program is capable of performing the steps of the method of any one of claims 1 to 8, or performing the steps of the method of any one of claims 9 to 10 when executed.
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