阅读说明：本技术 辅助驾驶的控制方法、车辆及计算机可读存储介质 (Driving assistance control method, vehicle, and computer-readable storage medium ) 是由 杨一琴 邵杰 钟日敏 张世龙 王慧宇 于 2021-09-15 设计创作，主要内容包括：本发明公开了一种辅助驾驶的控制方法、车辆及计算机可读存储介质,其中,该方法包括：确定辅助驾驶系统当前所激活的辅助驾驶模式；控制辅助驾驶系统发送所述辅助驾驶模式对应的理论引导值至整车控制器；控制整车控制器接收所述理论引导值,并确定所述理论引导值对应的目标扭矩；根据所述目标扭矩控制电机转动,以引导车辆根据所述理论引导值行驶。本发明提高了辅助驾驶系统的决策响应速度。(The invention discloses a driving assistance control method, a vehicle and a computer-readable storage medium, wherein the method comprises the following steps: determining an auxiliary driving mode currently activated by an auxiliary driving system; controlling an auxiliary driving system to send a theoretical guide value corresponding to the auxiliary driving mode to a vehicle control unit; controlling the vehicle control unit to receive the theoretical guide value and determine a target torque corresponding to the theoretical guide value; and controlling the motor to rotate according to the target torque so as to guide the vehicle to run according to the theoretical guide value. The invention improves the decision response speed of the auxiliary driving system.)

1. A control method of driving assist, characterized by comprising:

determining an auxiliary driving mode currently activated by an auxiliary driving system;

controlling an auxiliary driving system to send a theoretical guide value corresponding to the auxiliary driving mode to a vehicle control unit;

controlling the vehicle control unit to receive the theoretical guide value and determine a target torque corresponding to the theoretical guide value;

and controlling the motor to rotate according to the target torque so as to guide the vehicle to run according to the theoretical guide value.

2. The control method according to claim 1, wherein the step of controlling the motor to rotate in accordance with the target torque is followed by:

detecting an actual guide value of a current vehicle according to a preset period to obtain a first actual guide value, a second actual guide value and a third actual guide value, wherein the first actual guide value is the actual guide value detected in the current period, the second actual guide value and the third actual guide value are the actual guide values detected in the previous two periods of the current period, and the detection time of the second actual guide value is after the detection time of the third actual guide value;

according to the third actual guide value, carrying out low-pass filtering processing on the second actual guide value to obtain a first low-pass filtering guide value;

according to the first low-pass filtering guide value, performing low-pass filtering processing on the first actual guide value to obtain a second low-pass filtering guide value;

calculating a pilot difference value of the theoretical pilot value and the second low-pass filtered pilot value;

determining a torque difference value corresponding to the guiding difference value, and calculating a torque sum value of the torque difference value and the target torque;

and controlling the motor to rotate according to the torque sum.

3. The control method of claim 2, wherein the step of controlling the rotation of the motor based on the torque sum comprises:

performing low-pass filtering processing on the torque sum value based on the target torque to obtain low-pass filtering torque;

and controlling the motor to rotate according to the low-pass filtering torque.

4. The control method according to claim 1, wherein the step of controlling the driving assistance system to transmit the theoretical guidance value corresponding to the driving assistance mode to the vehicle control unit is preceded by the step of:

judging whether the activated auxiliary driving mode is an automatic emergency braking mode or not;

if the activated auxiliary driving mode is an automatic emergency braking mode, acquiring running environment information of the current vehicle in real time, and sending the running environment information to the electronic stability controller;

controlling an electronic stability controller to judge whether an obstacle exists within a preset distance according to the running environment information;

if the obstacle exists in the preset distance, sending a braking signal to a vehicle brake;

controlling the vehicle brake to receive the brake signal and brake according to the brake signal;

if the activated auxiliary driving mode is not the automatic emergency braking mode, executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

5. The control method according to claim 4, characterized in that if the activated driving assistance mode is not an automatic emergency braking mode, then: the step of controlling the auxiliary driving system to send the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit comprises the following steps:

if the activated auxiliary driving mode is not the automatic emergency braking mode, judging whether the activated auxiliary driving mode is the self-adaptive cruise mode or not;

if the activated assistant driving mode is the self-adaptive cruise mode, determining a theoretical guide value corresponding to the assistant driving mode as a theoretical acceleration value, and executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

6. The control method according to claim 4, characterized in that if the activated driving assistance mode is not an automatic emergency braking mode, then: the step of controlling the auxiliary driving system to send the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit comprises the following steps:

if the activated auxiliary driving mode is not the automatic emergency braking mode, judging whether the activated auxiliary driving mode is the automatic parking mode;

if the activated auxiliary driving mode is the automatic parking mode, determining a theoretical guide value corresponding to the auxiliary driving mode as a theoretical speed value, and executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

7. The control method according to claim 1, characterized in that the step of determining the driving assistance mode in which the driving assistance system is currently activated is preceded by:

judging whether the function of the driving assistance system is ready to be normal or not;

if the function of the driving assistance system is ready to be normal, executing: the step of determining a driving assistance mode in which the driving assistance system is currently activated.

8. The control method according to claim 7, characterized in that the step of determining whether the function of the driving assistance system is ready to be normal includes:

judging whether the current vehicle is in a power-on state, whether an anti-lock braking function is normal, whether an electronic stability control function is normal, and whether a vehicle body control function is normal;

and if the function of the driving assistance system is ready to be normal, executing: the step of determining the driving assistance mode in which the driving assistance system is currently activated includes:

if the current vehicle is determined to be in a power-on state, the anti-lock braking function is normal in operation, the electronic stability control function is normal in operation, and the vehicle body control function is normal in operation, executing the following steps: the step of determining a driving assistance mode in which the driving assistance system is currently activated.

9. A vehicle, characterized by comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, the computer program, when executed by the processor, implementing the steps of the driving-assistance control method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that a computer program is stored thereon, which, when being executed by a processor, carries out the steps of the driving assistance control method according to any one of claims 1 to 8.

Technical Field

The invention relates to the technical field of assistant driving, in particular to a control method for assistant driving, a vehicle and a computer readable storage medium.

Background

In recent years, as the placement rate of an assisted Driving System (ADAS) of an electric vehicle has been gradually increased, a current assisted Driving control method of an electric vehicle is: under the condition that the auxiliary driving system is activated, an Electronic Stability Control (ESC) receives a request of a speed, an acceleration and the like of the auxiliary driving system, converts the request into a torque request through calculation, and sends the torque request to a Vehicle Control Unit (VCU), and the Vehicle Control Unit responds to the torque request of the ESC and inputs the torque request to a motor controller so that the motor controller controls a motor to rotate according to the torque request, thereby realizing the function Control of the auxiliary driving system. However, the existing driving assistance control method has slow response to the driving assistance system, that is, the decision issued by the driving assistance system executed by the vehicle is not timely enough, so that the vehicle has serious potential safety hazard. Therefore, how to reduce the decision response delay of the driving assistance system becomes an urgent technical problem to be solved.

Disclosure of Invention

The invention mainly aims to provide a driving assistance control method, a vehicle and a computer readable storage medium, aiming at improving the decision response speed of a driving assistance system.

To achieve the above object, the present invention provides a driving assist control method including:

determining an auxiliary driving mode currently activated by an auxiliary driving system;

controlling an auxiliary driving system to send a theoretical guide value corresponding to the auxiliary driving mode to a vehicle control unit;

controlling the vehicle control unit to receive the theoretical guide value and determine a target torque corresponding to the theoretical guide value;

and controlling the motor to rotate according to the target torque so as to guide the vehicle to run according to the theoretical guide value.

Further, the step of controlling the rotation of the motor according to the target torque may be followed by:

detecting an actual guide value of a current vehicle according to a preset period to obtain a first actual guide value, a second actual guide value and a third actual guide value, wherein the first actual guide value is the actual guide value detected in the current period, the second actual guide value and the third actual guide value are the actual guide values detected in the previous two periods of the current period, and the detection time of the second actual guide value is after the detection time of the third actual guide value;

according to the third actual guide value, carrying out low-pass filtering processing on the second actual guide value to obtain a first low-pass filtering guide value;

according to the first low-pass filtering guide value, performing low-pass filtering processing on the first actual guide value to obtain a second low-pass filtering guide value;

calculating a pilot difference value of the theoretical pilot value and the second low-pass filtered pilot value;

determining a torque difference value corresponding to the guiding difference value, and calculating a torque sum value of the torque difference value and the target torque;

and controlling the motor to rotate according to the torque sum.

Further, the step of controlling the rotation of the motor according to the torque sum includes:

performing low-pass filtering processing on the torque sum value based on the target torque to obtain low-pass filtering torque;

and controlling the motor to rotate according to the low-pass filtering torque.

Further, before the step of controlling the driving assistance system to send the theoretical guidance value corresponding to the driving assistance mode to the vehicle control unit, the method includes:

judging whether the activated auxiliary driving mode is an automatic emergency braking mode or not;

if the activated auxiliary driving mode is an automatic emergency braking mode, acquiring running environment information of the current vehicle in real time, and sending the running environment information to the electronic stability controller;

controlling an electronic stability controller to judge whether an obstacle exists within a preset distance according to the running environment information;

if the obstacle exists in the preset distance, sending a braking signal to a vehicle brake;

controlling the vehicle brake to receive the brake signal and brake according to the brake signal;

if the activated auxiliary driving mode is not the automatic emergency braking mode, executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

Further, if the activated driving assistance mode is not an automatic emergency braking mode, performing: the step of controlling the auxiliary driving system to send the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit comprises the following steps:

if the activated auxiliary driving mode is not the automatic emergency braking mode, judging whether the activated auxiliary driving mode is the self-adaptive cruise mode or not;

if the activated assistant driving mode is the self-adaptive cruise mode, determining a theoretical guide value corresponding to the assistant driving mode as a theoretical acceleration value, and executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

Further, if the activated driving assistance mode is not an automatic emergency braking mode, performing: the step of controlling the auxiliary driving system to send the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit comprises the following steps:

if the activated auxiliary driving mode is not the automatic emergency braking mode, judging whether the activated auxiliary driving mode is the automatic parking mode;

if the activated auxiliary driving mode is the automatic parking mode, determining a theoretical guide value corresponding to the auxiliary driving mode as a theoretical speed value, and executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

Further, the step of determining the driving assistance mode in which the driving assistance system is currently activated may be preceded by:

judging whether the function of the driving assistance system is ready to be normal or not;

if the function of the driving assistance system is ready to be normal, executing: the step of determining a driving assistance mode in which the driving assistance system is currently activated.

Further, the step of determining whether the function of the driving assistance system is ready to be normal includes:

judging whether the current vehicle is in a power-on state, whether an anti-lock braking function is normal, whether an electronic stability control function is normal, and whether a vehicle body control function is normal;

and if the function of the driving assistance system is ready to be normal, executing: the step of determining the driving assistance mode in which the driving assistance system is currently activated includes:

if the current vehicle is determined to be in a power-on state, the anti-lock braking function is normal in operation, the electronic stability control function is normal in operation, and the vehicle body control function is normal in operation, executing the following steps: the step of determining a driving assistance mode in which the driving assistance system is currently activated.

The invention provides a vehicle comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, the computer program, when executed by the processor, implementing the steps of the driving assistance control method as described above.

The present invention also provides a computer-readable storage medium having stored thereon a computer program which, when being executed by a processor, carries out the steps of the driving assistance control method as described above.

The auxiliary driving system directly performs information interaction with the vehicle control unit, the auxiliary driving system sends a theoretical guide value corresponding to the current auxiliary driving mode to the vehicle control unit through a Controller Area Network (CAN), the vehicle control unit converts the theoretical guide value into a corresponding target torque through a torque control algorithm, and the motor Controller controls the motor to rotate according to the target torque, so that the function and performance requirements of the auxiliary driving system are met. According to the invention, under the condition that an electronic stability control system is not required to participate in torque control, the auxiliary driving system directly sends the driving decision information to the vehicle control unit, so that the response time delay is reduced, the efficiency of executing the driving decision issued by the auxiliary driving system is improved, the decision response speed of the auxiliary driving system is improved, meanwhile, the problems of data transmission loss or data operation error and the like caused by more nodes needing to pass in the middle are avoided, the accuracy of data processing and calculation is improved, the torque control of the auxiliary driving system in different auxiliary driving modes is realized, and the response accuracy is improved.

Drawings

FIG. 1 is a schematic block diagram of a vehicle according to an embodiment of the present invention;

FIG. 2 is a flowchart illustrating a driving assistance control method according to a first embodiment of the present invention;

FIG. 3 is a partial flow chart of a second embodiment of a driving assist control method according to the present invention;

FIG. 4 is a partial schematic flow chart diagram illustrating a third exemplary embodiment of a driving assist control method according to the present invention;

FIG. 5 is a partial schematic flow chart diagram illustrating a fourth exemplary embodiment of a driving assist control method according to the present invention;

FIG. 6 is a first exemplary embodiment of a driving assistance control method according to the present invention;

the implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.

Detailed Description

It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

Referring to fig. 1, fig. 1 is a schematic block diagram of a vehicle according to various embodiments of the present invention. The vehicle comprises a communication module 01, a memory 02, a processor 03 and the like. Those skilled in the art will appreciate that the vehicle shown in FIG. 1 may also include more or fewer components than shown, or some components may be combined, or a different arrangement of components. The processor 03 is connected to the memory 02 and the communication module 01, respectively, and the memory 02 stores a computer program, which is executed by the processor 03 at the same time.

The communication module 01 may be connected to an external device through a network. The communication module 01 may receive data sent by an external device, and may also send data, instructions, and information to the external device, where the external device may be an electronic device such as a data management terminal, a mobile phone, a tablet computer, a notebook computer, and a desktop computer.

The memory 02 may be used to store software programs and various data. The memory 02 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function, and the like; the storage data area may store data or information created by the behavior and running environment of the controlled vehicle and the phase change of the traffic signal, and the like. Further, the memory 02 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other volatile solid state storage device.

The processor 03, which is a control center of the vehicle, connects various parts of the entire vehicle using various interfaces and lines, and performs various functions of the vehicle and processes data by operating or executing software programs and/or modules stored in the memory 02 and calling data stored in the memory 02. Processor 03 may include one or more processing units; preferably, the processor 03 may integrate an application processor, which mainly handles operating systems, user interfaces, application programs, etc., and a modem processor, which mainly handles wireless communications. It will be appreciated that the modem processor described above may not be integrated into the processor 03.

Those skilled in the art will appreciate that the vehicle module configuration shown in FIG. 1 does not constitute a limitation of the vehicle and may include more or fewer components than shown, or some components may be combined, or a different arrangement of components.

According to the above module structure, various embodiments of the method of the present invention are provided.

The conventional driving assistance control method of the electric automobile comprises the following steps: under the condition that the auxiliary driving system is activated, an Electronic Stability Control (ESC) receives a request of a speed, an acceleration and the like of the auxiliary driving system, converts the request into a torque request through calculation, and sends the torque request to a Vehicle Control Unit (VCU), and the Vehicle Control Unit responds to the torque request of the ESC and inputs the torque request to a motor controller so that the motor controller controls a motor to rotate according to the torque request, thereby realizing the function Control of the auxiliary driving system. However, the existing driving assistance control method has slow response to the driving assistance system, that is, the decision issued by the driving assistance system executed by the vehicle is not timely enough, so that the vehicle has serious potential safety hazard.

In order to improve the decision response speed of the conventional driving assistance system, the invention provides a driving assistance control method.

Referring to fig. 2, fig. 2 is a flowchart illustrating a control method for driving assistance according to a first embodiment of the present invention, the control method including:

step S100, determining an auxiliary driving mode currently activated by an auxiliary driving system;

it is understood that a plurality of driving assistance modes are integrated in the driving assistance system mounted on the vehicle, and the user can select the driving assistance mode according to a specific driving environment. The driving assistance modes include, for example, an automatic emergency braking mode, an adaptive cruise mode, an automatic parking mode, and the like.

Step S200, controlling an auxiliary driving system to send a theoretical guide value corresponding to the auxiliary driving mode to a vehicle control unit;

it should be noted that the theoretical guidance value may include a theoretical velocity value and/or a theoretical acceleration value, etc. It can be understood that the driving assistance system analyzes and processes the driving environment of the current vehicle to make a driving decision so as to guide the vehicle to drive according to the theoretical speed value and/or the theoretical acceleration value in the driving decision.

Step S300, controlling the vehicle control unit to receive the theoretical guide value and determining a target torque corresponding to the theoretical guide value;

and step S400, controlling the motor to rotate according to the target torque.

Wherein the vehicle is guided to travel according to the theoretical guidance value through the step of controlling the motor to rotate according to the target torque.

The embodiment of the invention directly carries out information interaction with the vehicle control unit through the auxiliary driving system, the auxiliary driving system sends the theoretical guide value corresponding to the current auxiliary driving mode to the vehicle control unit through a Controller Area Network (CAN), the vehicle control unit converts the theoretical guide value into the corresponding target torque through a torque control algorithm, and the motor Controller controls the motor to rotate according to the target torque, thereby realizing the function and performance requirements of the auxiliary driving system. According to the embodiment of the invention, under the condition that an electronic stability control system is not required to participate in torque control, the auxiliary driving system directly sends the driving decision information to the vehicle control unit, so that the response time delay is reduced, the efficiency of executing the driving decision issued by the auxiliary driving system is improved, the decision response speed of the auxiliary driving system is improved, meanwhile, the problems of data transmission loss or data operation error and the like caused by the fact that more nodes are needed to pass in the middle are avoided, the accuracy of data processing and calculation is improved, the torque control of the auxiliary driving system in different auxiliary driving modes is realized, and the response accuracy is improved.

Further, referring to fig. 3, fig. 3 is a partial schematic flow chart of a second embodiment of the present invention, and based on the first embodiment, the step S400 includes:

step S510, detecting an actual guide value of the current vehicle according to a preset period to obtain a first actual guide value, a second actual guide value and a third actual guide value;

the first actual guidance value is an actual guidance value detected in a current period, the second actual guidance value and the third actual guidance value are actual guidance values detected in two previous periods of the current period, and the detection time of the second actual guidance value is after the detection time of the third actual guidance value.

It will be appreciated that the actual guiding value may be indicative of an actual speed value at which the vehicle is actually travelling and/or an actual acceleration value at which the vehicle is actually travelling.

Step S520, performing low-pass filtering processing on the second actual guide value according to the third actual guide value to obtain a first low-pass filtering guide value;

specifically, Y (n)₁＝α₁X(n)₁+(1－α₁)Y(n－1)₁α₁∈[0，1)

Wherein, Y (n)₁For the first low-pass filtering of the pilot value, alpha₁Is the first filter coefficient, X (n)₁Is the third actual lead value, Y (n-1)₁Is the second actual boot value.

First filter coefficient alpha₁Can be set according to actual needs, and in one embodiment, the first filter coefficient alpha₁Equal to 0.8 for example.

Step S530, performing low-pass filtering processing on the first actual pilot value according to the first low-pass filtering pilot value to obtain a second low-pass filtering pilot value;

specifically, Y (n)₂＝α₂Y(n)₁+(1－α₂)Y(n－1)₂α₂∈[0，1)

Wherein, Y (n)₂For the second low-pass filtered guide value, alpha₂Is the second filter coefficient, Y (n)₁For the first low-pass filter, the guide value, Y (n-1)₂Is the first actual boot value.

Second filter coefficient alpha₂Can be set according to actual needs, and in one embodiment, the second filter coefficient α₂Equal to 0.9 for example.

Step S540, calculating a pilot difference between the theoretical pilot value and the second low-pass filtered pilot value;

wherein the pilot difference value is equal to the theoretical pilot value minus the second low-pass filtered pilot value.

Step S550, determining a torque difference value corresponding to the guiding difference value, and calculating a torque sum value of the torque difference value and the target torque;

wherein the torque sum is equal to the sum of the torque difference plus the target torque.

And step S560, controlling the motor to rotate according to the torque sum.

The method comprises the steps of detecting an actual guide value of a current vehicle according to a preset period to obtain a first actual guide value, a second actual guide value and a third actual guide value; according to the third actual guide value, carrying out low-pass filtering processing on the second actual guide value to obtain a first low-pass filtering guide value; a step of performing low-pass filtering processing on the first actual guide value according to the first low-pass filtering guide value to obtain a second low-pass filtering guide value, so that deviation of the actual guide value of the vehicle at a certain moment caused by factors such as unstable running and running jitter of the vehicle is reduced, accuracy of detecting the actual guide value of the current vehicle is improved, and a guide difference value between the theoretical guide value and the second low-pass filtering guide value is calculated; and determining a torque difference value corresponding to the guiding difference value, and calculating a torque sum value of the torque difference value and the target torque, so as to compare an actual guiding value of the vehicle with a theoretical guiding value, determine whether a deviation exists, and compensate the actual guiding value when the deviation exists. In the embodiment, the self-adaptive adjustment of the torque control is realized in a closed-loop automatic adjustment mode, so that the consistency of an actual guide value of a vehicle and a theoretical guide value issued by an assistant driving system is ensured, the accuracy of the assistant driving torque control is improved, and the accuracy of the execution of a driving decision made by the assistant driving system is improved.

Further, the step of controlling the rotation of the motor according to the torque sum includes:

step a, performing low-pass filtering processing on the torque sum value based on the target torque to obtain low-pass filtering torque;

and b, controlling the motor to rotate according to the low-pass filtering torque.

Specifically, Y (n)₃＝α₃Y(n)₃+(1－α₃)Y(n－1)₃α₃∈[0，1)

Wherein, Y (n)₃For low-pass filtering the torque, alpha₃Is the third filter coefficient, Y (n)₃For a target torque, Y (n-1)₃Are the torque sum.

Third filter coefficient alpha₃Can be set according to actual needs, and in one embodiment, the third filter coefficient α₃Equal to 0.85 for example.

In the embodiment, the low-pass filtering processing is performed on the torque sum value based on the target torque to obtain a low-pass filtering torque; and controlling the motor to rotate according to the low-pass filtering torque, so that the actual guide value of the vehicle is further ensured to be consistent with the theoretical guide value issued by the assistant driving system, the accuracy of the assistant driving torque control is improved, and the accuracy of the execution of the driving decision issued by the assistant driving system is further improved.

Further, referring to fig. 4, fig. 4 is a partial schematic flow chart of a third embodiment of the present invention, based on the first embodiment, the step S200 includes:

step S610, judging whether the activated auxiliary driving mode is an automatic emergency braking mode;

if the activated driving assistance mode is the automatic emergency braking mode, step S620 is executed: acquiring running environment information of a current vehicle in real time, and sending the running environment information to an electronic stability controller;

step S630, controlling the electronic stability controller to judge whether an obstacle exists in a preset distance according to the running environment information;

if it is determined that the obstacle exists within the preset distance, step S640 is executed: sending a braking signal to a vehicle brake;

step S650, controlling the vehicle brake to receive the brake signal and braking according to the brake signal;

if the activated driving assistance mode is not the automatic emergency braking mode, the step S200 is executed: and controlling the auxiliary driving system to send the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

In the embodiment, if the activated auxiliary driving mode is the automatic emergency braking mode, the driving environment information of the current vehicle is acquired in real time, and the driving environment information is sent to the electronic stability controller; controlling an electronic stability controller to judge whether an obstacle exists within a preset distance according to the running environment information; and if the obstacle exists in the preset distance, controlling the vehicle brake to receive the brake signal, and braking according to the brake signal, so that the auxiliary driving system directly sends the driving decision information to the electronic stability controller in an automatic emergency braking mode, and the auxiliary driving system directly acts on the brake through the electronic stability controller, thereby reducing the response time delay of braking in emergency, accelerating the efficiency of executing the driving decision issued by the auxiliary driving system, improving the decision response speed of the auxiliary driving system, and further improving the driving safety of the vehicle.

Further, if the activated driving assistance mode is not an automatic emergency braking mode, performing: the step of controlling the auxiliary driving system to send the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit comprises the following steps:

c, if the activated auxiliary driving mode is not the automatic emergency braking mode, judging whether the activated auxiliary driving mode is the self-adaptive cruise mode or not;

d, if the activated assistant driving mode is the self-adaptive cruise mode, determining a theoretical guide value corresponding to the assistant driving mode as a theoretical acceleration value, and executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

According to the embodiment of the invention, if the activated auxiliary driving mode is not the automatic emergency braking mode, whether the activated auxiliary driving mode is the self-adaptive cruise mode is judged; if the activated assistant driving mode is the self-adaptive cruise mode, determining a theoretical guide value corresponding to the assistant driving mode as a theoretical acceleration value, and executing: the method comprises the step of controlling the auxiliary driving system to send a theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit, so that an acceleration response mechanism is adopted in the self-adaptive cruise mode and has higher response speed than a speed response mechanism, the response time delay of braking in an emergency situation is reduced, the efficiency of executing a driving decision made by the auxiliary driving system is improved, the decision response speed of the auxiliary driving system is improved, and the driving safety of the vehicle is improved.

Further, if the activated driving assistance mode is not an automatic emergency braking mode, performing: the step of controlling the auxiliary driving system to send the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit comprises the following steps:

step e, if the activated auxiliary driving mode is not the automatic emergency braking mode, judging whether the activated auxiliary driving mode is the automatic parking mode;

step f, if the activated assistant driving mode is the automatic parking mode, determining a theoretical guidance value corresponding to the assistant driving mode as a theoretical speed value, and executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle control unit.

In the embodiment, if the activated assistant driving mode is not the automatic emergency braking mode, whether the activated assistant driving mode is the automatic parking mode is judged; if the activated auxiliary driving mode is the automatic parking mode, determining a theoretical guide value corresponding to the auxiliary driving mode as a theoretical speed value, and executing: and the control auxiliary driving system sends the theoretical guide value corresponding to the auxiliary driving mode to the vehicle controller, so that a speed response mechanism is adopted in the automatic parking mode, the accuracy is higher than that of an acceleration response mechanism, the accuracy of auxiliary driving torque control is improved, and the accuracy of automatic parking is further improved.

Further, referring to fig. 5, fig. 5 is a partial schematic flow chart of a fourth embodiment of the present invention, and based on the first embodiment, the step S100 includes:

step S700, judging whether the function of the auxiliary driving system is ready to be normal or not;

if the function of the driving assistance system is ready to be normal, the step S100 is executed: an assisted driving mode in which the assisted driving system is currently activated is determined.

The embodiment judges whether the function of the driving assistance system is ready to be normal or not; and if the function of the auxiliary driving system is ready to be normal, executing the step of determining the auxiliary driving mode currently activated by the auxiliary driving system, thereby improving the driving safety of the vehicle.

Specifically, the step of determining whether the function of the driving assistance system is ready to be normal includes:

step h, judging whether the current vehicle is in a power-on state, whether an anti-lock brake function is normal, whether an electronic stability control function is normal, and whether a vehicle body control function is normal;

step i, if the function of the driving assistance system is ready to be normal, executing: the step of determining the driving assistance mode in which the driving assistance system is currently activated includes:

step j, if the current vehicle is determined to be in a power-on state, the anti-lock brake function is normally operated, the electronic stability control function is normally operated, and the vehicle body control function is normally operated, executing: the step of determining a driving assistance mode in which the driving assistance system is currently activated.

According to the method, the verification accuracy of verifying whether the function of the auxiliary driving system is prepared to be normal or not is improved by judging whether the current vehicle is in a power-on state or not, whether the anti-lock braking function is operated normally or not, whether the electronic stability control function is operated normally or not and whether the vehicle body control function is operated normally or not, and the running safety of the vehicle is improved.

To facilitate a full understanding of the present invention, the following description of a first embodiment of a driving assistance control method according to the present invention is provided with reference to fig. 6. It should be noted that in this first embodiment, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will readily appreciate from the disclosure herein:

the first embodiment is as follows:

(1) the VCU (Vehicle Control Unit) first performs a self-test, where the self-test conditions include, but are not limited to: the whole vehicle is in a power-on ready state, has no ABS (Anti-locked braking System) fault, has no ESC (Electronic Stability Control) fault, and the value of a remote power-on signal sent by a BCM (body Control System) is 1, and the VCU is allowed to respond to the request of an ADAS (advanced driving Assistance System) when the above conditions are met, so that the ADAS mode is indicated to be available.

(2) When the ADAS mode is available, the following conditions are met at the same time, and the method can enter an ACC (Adaptive Cruise Control) mode: (a) the driver has no takeover intention (accelerator pedal is not depressed, brake pedal is not depressed, and handbrake is not pulled up); (b) no limp home failure; (c) no speed limit fault; (d) no zero torque fault; (e) the whole vehicle is in a forward gear; (f) the ADAS sends a control request; (g) the ADAS control mode is ACC; (h) no EPB (electrical park Brake) fault; (i) dynamic parking is not activated; (j) the battery level is greater than a threshold.

(3) When the ADAS mode is available, the APA (automatic parking Assist) mode can be entered by simultaneously meeting the following conditions: (A) the ADAS sends a control request; (B) the ADAS control mode is APA; (C) no limp home failure; (D) no zero torque fault; (E) dynamic parking is not activated; (F) no EPS (Electrical Power Steering) fault; (G) no EPB fault; (H) the whole vehicle is in a power-on preparation state; (I) the driver has no take over intention (accelerator pedal not depressed, brake pedal not depressed, and handbrake not pulled).

(4) In the case that the ADAS request mode is satisfied, the ADAS request mode is satisfied as AEB (automatic Emergency Braking system), that is, AEB activation.

(5) When the ACC mode is activated, the VCU calculates a difference between the actual acceleration and a target acceleration sent by the ADAS according to the actual acceleration of the current vehicle (after low-pass filtering processing), obtains a wheel-side torque difference corresponding to the acceleration difference through the adjustment of a PID (Proportional Integral Derivative) module, adds the actual torque of the current vehicle to obtain a target wheel-side torque under the target acceleration, sends the torque to the motor controller after filtering and torque limit processing, and realizes acceleration or deceleration of the vehicle, and finally realizes a request of the acceleration (positive or negative) of the ADAS.

(6) When the APA mode is activated, the VCU responds to a gear request of the ADAS, the current vehicle speed is calculated by the rotating speed of the motor (after low-pass filtering processing), then the difference value between the current vehicle speed and the target speed sent by the ADAS is calculated, wheel side torque corresponding to the speed difference value is obtained through the adjustment of the PID module, and wheel side torque output by the whole vehicle at present is added to obtain target wheel side torque.

(7) In the AEB (automatic Emergency Braking) active mode, the VCU disconnects the torque control and the ESC takes over the Braking. If the vehicle is still kept at a certain speed for a certain time, the AEB mode is exited, the accelerator pedal is continuously monitored in the exiting process, and the AEB function is formally exited when the accelerator pedal is lower than a certain threshold value.

(8) The ACC and the APA adopt different response mechanisms, the ACC responds with acceleration, the APA responds with speed, different PID adjustment is adopted in the aspect of torque control, and the self-adaptive adjustment of torque and the non-influence of response performance under different functions can be guaranteed.

According to the embodiment of the invention, the ADAS is used for sending the speed and acceleration requests to the VCU by utilizing the CAN network, the VCU converts the speed and acceleration requests into torque through a torque control algorithm and outputs the torque to the motor controller, so that the function and performance requirements of the ADAS are realized, the ADAS is directly used for information interaction with the VCU, and an ESC is not required to participate in torque control, so that the response time delay is reduced and the response precision is improved.

The invention also proposes a computer-readable storage medium on which a computer program is stored. The computer-readable storage medium may be the Memory 02 in the terminal of fig. 1, and may also be at least one of a ROM (Read-Only Memory)/RAM (Random Access Memory), a magnetic disk, and an optical disk, and the computer-readable storage medium includes several pieces of information for enabling the terminal to perform the driving assistance control method according to the embodiments of the present invention.

The specific embodiment of the computer-readable storage medium of the present invention is substantially the same as the embodiments of the control method for assisting driving, and is not described herein again.

It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.

In addition, if there is a description of "first", "second", etc. in an embodiment of the present invention, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.

Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.