WO2024036431A1 - 一种控制方法以及相关设备 - Google Patents

一种控制方法以及相关设备 Download PDF

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Publication number
WO2024036431A1
WO2024036431A1 PCT/CN2022/112448 CN2022112448W WO2024036431A1 WO 2024036431 A1 WO2024036431 A1 WO 2024036431A1 CN 2022112448 W CN2022112448 W CN 2022112448W WO 2024036431 A1 WO2024036431 A1 WO 2024036431A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
yaw
control
terminal device
angular velocity
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/112448
Other languages
English (en)
French (fr)
Inventor
梁艺潇
刘栋豪
杨维妙
张永生
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Technologies Co Ltd
Original Assignee
Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to EP22955213.8A priority Critical patent/EP4563426A4/en
Priority to PCT/CN2022/112448 priority patent/WO2024036431A1/zh
Priority to CN202280098845.1A priority patent/CN119654267A/zh
Publication of WO2024036431A1 publication Critical patent/WO2024036431A1/zh
Priority to US19/054,389 priority patent/US20250187655A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1764—Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/03—Vehicle yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B60T2260/024—Yawing moment compensation during mu-split braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/20—ASR control systems
    • B60T2270/213—Driving off under Mu-split conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0012—Feedforward or open loop systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B60W2520/266—Slip values between left and right wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/30—Wheel torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/40—Torque distribution
    • B60W2520/406—Torque distribution between left and right wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle

Definitions

  • This application relates to the field of security technology, and in particular, to a control method and related equipment.
  • the idea of steering stability intervention technology is still to determine the driver's desired yaw angular velocity based on the driver's real-time rotation of the steering wheel, and to intervene in the steering of the car based on the difference between this yaw angular velocity and the actual yaw angular velocity of the wheels. .
  • the vast majority of drivers find it difficult to control their vehicles correctly and stably under abnormal circumstances, and may even engage in dangerous behaviors such as swerving when panicked.
  • the embodiment of the present application provides a control method and related equipment.
  • the adjustment amount is determined based on the average yaw angular velocity of the vehicle during a period of time before the abnormal yaw.
  • the amount is used to intervene in the steering of the vehicle to reduce or suppress the abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle.
  • the first aspect of the embodiment of the present application provides a control method.
  • the method may be executed by the control device/terminal device, or may be executed by a component of the control device/terminal device (for example, a processor, a chip, or a chip system, etc.).
  • the control device may be a control element inside the terminal device, or it may be an external control device independent of the terminal device.
  • the terminal device can be a movable device such as a vehicle or a robot.
  • the method includes: obtaining a first yaw angular velocity.
  • the first yaw angular velocity is related to the average yaw angular velocity of the terminal equipment in a first time period, and the first time period is earlier than the abnormal yaw.
  • the moment of the swing obtain the actual yaw angular velocity of the terminal device at the first moment, which is later than the end moment of the first time period; determine the adjustment amount based on the first difference between the first yaw angular velocity and the actual yaw angular velocity, The amount of adjustment is used to reduce abnormal yaw.
  • the yaw angular velocity can be understood as the angular velocity of rotation around the Z-axis, which is an axis perpendicular to the plane where the terminal device is located (or understood as the up and down of the terminal device). Subsequent embodiments will be explained in conjunction with Figure 4 and will not be repeated here. Repeat.
  • the adjustment amount is determined by the average yaw angular velocity of the vehicle within a period of time before the abnormal yaw, and the adjustment amount is used to adjust the steering of the vehicle. Feedback intervention is used to reduce or suppress the abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle.
  • the above-mentioned terminal equipment also includes a steering component, which is used by the operator to control the movement direction of the terminal equipment; in the case of normal yaw of the terminal equipment, The first yaw angular velocity is related to the operator's operation of the steering component.
  • the terminal device since the abnormal yaw of the vehicle is often a transient instability, if the terminal device continues to use the average angular velocity over a period of time to intervene in the steering of the vehicle after abnormal yaw occurs, it will affect the driver. driving experience. Therefore, after the vehicle is stable, it can respond to the driver's steering requests. This does not affect the driver's ability to perform operations such as steering/lane changing and obstacle avoidance.
  • the above-mentioned terminal equipment includes a rotating set, the rotating set is used to realize the movement of the terminal equipment, the rotating set includes a first rotating part and a second rotating part, the first The rotating component is coaxial with the second rotating component.
  • the method also includes: if a preset condition is met, determining that the terminal equipment has abnormal yaw; the preset condition includes one or more of the following: the second torque of the first torque and the second torque. The difference is greater than or equal to the first threshold.
  • the terminal equipment also includes a speed control component.
  • the speed control component is used by the operator to control the movement speed of the terminal equipment.
  • the first torque is determined by the operator's operation of the speed control component, and the second torque is rotation.
  • the actual torque at the kit; the parameter difference between the first rotating component and the second rotating component is greater than or equal to the second threshold, and the parameter difference includes a slip rate difference and/or a rotational speed difference.
  • the torque difference is introduced as a triggering condition for whether to activate steering protection, or the torque difference is used as a condition for active steering activation.
  • the torque difference is used as a condition for active steering activation.
  • the rationality of the triggering timing of the steering protection can be improved.
  • the difference in driving/braking torque generated by TCS/ABS intervention can be introduced as the auxiliary activation criterion. Achieve more accurate determination of unexpected yaw.
  • the feedforward control amount is calculated by combining the two. It can effectively suppress unexpected yaw movements and reduce the burden on the feedback link.
  • the above-mentioned terminal device is a vehicle, and the rotation set includes one side wheel and the other side wheel of the vehicle.
  • the above method can be applied to vehicle steering protection scenarios to improve the safety of the driver driving the vehicle and the stability of the vehicle.
  • the second aspect of the embodiment of the present application provides a control method.
  • the method may be executed by the control device/terminal device, or may be executed by a component of the control device/terminal device (for example, a processor, a chip, or a chip system, etc.).
  • the control device may be a control element inside the terminal device, or it may be an external control device independent of the terminal device.
  • the terminal device can be a movable device such as a vehicle or a robot. This method is applied to terminal equipment containing a rotating set and a speed control control. The rotating set is used to realize the movement of the terminal equipment, and the speed control component is used by the operator to control the movement speed of the terminal equipment.
  • the method includes: obtaining the actual torque of the rotating set; based on The operator determines the first torque by operating the speed control component; if the difference between the actual torque and the first torque is greater than or equal to the first threshold, it is determined to activate the steering protection, which is used to reduce abnormal yaw of the terminal equipment.
  • the torque difference is introduced as a triggering condition for whether to activate steering protection, or the torque difference is used as a condition for active steering activation.
  • the torque difference is used as a condition for active steering activation.
  • the rationality of the triggering timing of the steering protection can be improved.
  • the difference in driving/braking torque generated by TCS/ABS intervention can be introduced as the auxiliary activation criterion. Achieve more accurate determination of unexpected yaw.
  • the feedforward control amount is calculated by combining the two. It can effectively suppress unexpected yaw movements and reduce the burden on the feedback link.
  • the above steps further include: determining an adjustment amount based on the difference, and the adjustment amount is used to control the yaw state of the terminal device.
  • the adjustment amount is determined by the difference, and then the yaw state of the terminal device is controlled to improve the motion stability of the terminal device.
  • the above-mentioned terminal device is a vehicle, and the rotation set includes one side wheel and the other side wheel of the vehicle.
  • the above method can be applied to vehicle steering protection scenarios to improve the safety of the driver driving the vehicle and the stability of the vehicle.
  • the third aspect of the embodiment of the present application provides a control device.
  • the control device includes: an acquisition unit for acquiring a first yaw angular velocity.
  • the first yaw angular velocity is related to the average yaw angular velocity of the terminal device within a first time period.
  • the first yaw angular velocity is The time period is earlier than the moment of abnormal yaw; the acquisition unit is also used to obtain the actual yaw angular velocity of the terminal device at the first moment, and the first moment is later than the end moment of the first time period; the determination unit is used to obtain the actual yaw angular velocity of the terminal device based on the first moment.
  • the first difference between the yaw angular velocity and the actual yaw angular velocity determines the adjustment amount, and the adjustment amount is used to reduce abnormal yaw.
  • the above-mentioned terminal equipment also includes a steering component, which is used by the operator to control the movement direction of the terminal equipment; in the case of normal yaw of the terminal equipment, The first yaw angular velocity is related to the operator's operation of the steering component.
  • the above-mentioned terminal equipment includes a rotating set, the rotating set is used to realize the movement of the terminal equipment, the rotating set includes a first rotating part and a second rotating part, the first The rotating part and the second rotating part are coaxial; the determining unit is also used to determine that the terminal equipment has abnormal yaw if the preset conditions are met; the preset conditions include one or more of the following: the relationship between the first torque and the second torque The second difference is greater than or equal to the first threshold.
  • the terminal equipment also includes a speed control component.
  • the speed control component is used by the operator to control the movement speed of the terminal equipment.
  • the first torque is determined by the operator's operation of the speed control component.
  • the second torque is the actual torque at the rotating set; the parameter difference between the first rotating component and the second rotating component is greater than or equal to the second threshold, and the parameter difference includes the slip rate difference and/or the rotational speed difference.
  • the above-mentioned terminal device is a vehicle, and the rotation set includes one side wheel and the other side wheel of the vehicle.
  • the fourth aspect of the embodiment of the present application provides a control device.
  • the control device includes: an acquisition unit, used to obtain the actual torque of the rotating set in the terminal equipment, and the rotating set is used to realize the movement of the terminal equipment; and a determining unit, used to determine the first speed based on the operator's operation of the speed control component in the terminal equipment.
  • the torque and speed control components are used by the operator to control the movement speed of the terminal equipment; the determination unit is used to determine whether to activate the steering protection if the difference between the actual torque and the first torque is greater than or equal to the first threshold, and the steering protection is used to reduce the risk of the terminal equipment Abnormal swing.
  • the above-mentioned determining unit is further configured to determine an adjustment amount based on the difference, and the adjustment amount is used to control the yaw state of the terminal device.
  • the above-mentioned terminal device is a vehicle, and the rotation set includes one side wheel and the other side wheel of the vehicle.
  • the fifth aspect of the present application provides a vehicle, including the control device in the above third aspect or any possible implementation of the third aspect, or including the control in the above fourth aspect or any possible implementation of the fourth aspect. equipment.
  • a sixth aspect of the present application provides a control device, including: a processor, the processor is coupled to a memory, and the memory is used to store programs or instructions.
  • the control device implements the above-mentioned first aspect. Or the method in any possible implementation of the first aspect, or the method in any possible implementation of the above second aspect or the second aspect.
  • the seventh aspect of the present application provides a computer-readable medium on which a computer program or instructions are stored.
  • the computer program or instructions When the computer program or instructions are run on a computer, the computer is caused to execute the foregoing first aspect or any possible implementation of the first aspect.
  • the method in the manner, or causing the computer to execute the aforementioned second aspect or the method in any possible implementation manner of the second aspect.
  • An eighth aspect of the present application provides a computer program product.
  • the computer program product When executed on a computer, the computer program product causes the computer to execute the method in the foregoing first aspect or any possible implementation of the first aspect, causing the computer to execute the foregoing second aspect.
  • the adjustment amount is determined by the average yaw angular velocity of the vehicle within a period of time before the abnormal yaw, and the adjustment amount is used to adjust the vehicle's yaw.
  • the steering performs feedback intervention to reduce or suppress the abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle.
  • Figure 1 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.
  • Figure 2 is a schematic diagram of an application scenario provided by the embodiment of the present application.
  • FIG. 3 is a schematic flow chart of the control method provided by the embodiment of the present application.
  • Figure 4 is a schematic diagram of the vehicle coordinate system provided by the embodiment of the present application.
  • Figure 5 is a structural example diagram of a terminal device provided by an embodiment of the present application.
  • FIG. 6 is a schematic diagram of the arbitration process provided by the embodiment of this application.
  • Figure 7 is another schematic flow chart of the data processing method provided by the embodiment of the present application.
  • Figure 8 is a schematic flowchart of decision logic 1 and decision logic 2 provided by the embodiment of the present application.
  • Figure 9 is a schematic diagram of a system architecture provided by an embodiment of the present application.
  • FIG. 10 is a schematic structural diagram of the control device provided by the embodiment of the present application.
  • FIG 11 is another structural schematic diagram of the control device provided by the embodiment of the present application.
  • Figure 12 is another structural schematic diagram of the control device provided by the embodiment of the present application.
  • Figure 13 is another schematic structural diagram of a control device provided by an embodiment of the present application.
  • the embodiment of the present application provides a control method and related equipment.
  • the adjustment amount is determined based on the average yaw angular velocity of the vehicle during a period of time before the abnormal yaw.
  • the amount is used to provide feedback intervention on the steering of the vehicle to reduce or suppress the abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle.
  • the terminal device can also be a two-wheeled coaxial vehicle device (for example, an electric cart, a balancing car, etc.), a robot, and other mobile devices.
  • the vehicle may be an internal combustion engine vehicle using an engine as a power source, a hybrid vehicle using an engine and an electric motor as a power source, an electric vehicle using an electric motor as a power source, and other types of vehicles.
  • the two-wheeled coaxial carrier device may be a device containing a rotating set, and the rotating set is used to realize the movement of the two-wheeled coaxial carrier device.
  • Figure 1 is a schematic structural diagram of the vehicle provided by the embodiment of the present application.
  • the vehicle may be an example of the terminal device in the embodiment of this application.
  • the vehicle may include various subsystems, such as travel system 102 , sensor system 104 , control system 106 , one or more peripheral devices 108 , and power supply 110 and user interface 116 .
  • the vehicle may include more or fewer subsystems, and each subsystem may include multiple components.
  • each subsystem and component of the vehicle can be interconnected via wires or wirelessly (eg, Bluetooth).
  • the travel system 102 may include components that provide powered motion for the vehicle.
  • the propulsion system 102 may include an engine 118 , an energy source 119 , a transmission 120 and wheels 121 .
  • the engine 118 may be an internal combustion engine, an electric motor, an air compression engine, or a combination of other types of engines, such as a hybrid engine composed of a gasoline engine and an electric motor, or a hybrid engine composed of an internal combustion engine and an air compression engine.
  • Engine 118 converts energy source 119 into mechanical energy. Examples of energy sources 119 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy source 119 may also provide energy to other systems of the vehicle.
  • Transmission 120 may transmit mechanical power from engine 118 to wheels 121 .
  • Transmission 120 may include a gearbox, differential, and driveshaft.
  • the transmission device 120 may also include other components, such as a clutch.
  • the drive shaft may include one or more axles that may be coupled to wheels 121 .
  • Sensor system 104 may include a number of sensors that sense information regarding the location of the vehicle.
  • the sensor system 104 may include a positioning system 122 (the positioning system may be the global positioning GPS system, the Beidou system or other positioning systems), an inertial measurement unit (IMU) 124, a radar 126, and a laser range finder. 128 and camera 130.
  • the sensor system 104 may also include sensors for the vehicle's internal systems being monitored (eg, interior air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensed data from one or more of these sensors can be used to detect objects and their corresponding properties (eg, position, shape, orientation, velocity, etc.). This detection and identification is a critical function for the safe operation of autonomous vehicles.
  • the positioning system 122 can be used to estimate the geographical location of the vehicle, such as the longitude and latitude information of the location of the vehicle.
  • IMU124 is used to sense the position and orientation changes of the vehicle based on the inertial acceleration rate.
  • IMU 124 may be a combination accelerometer and gyroscope.
  • the radar 126 can use radio signals to sense objects in the surrounding environment of the vehicle, which can be embodied as millimeter wave radar or lidar. In some embodiments, in addition to sensing objects, radar 126 may be used to sense the velocity and/or heading of the object.
  • Laser rangefinder 128 may utilize laser light to sense objects in the environment in which the vehicle is located.
  • laser rangefinder 128 may include one or more laser sources, laser scanners, and one or more detectors, among other system components.
  • Camera 130 may be used to capture multiple images of the vehicle's surrounding environment. Camera 130 may be a still camera or a video camera.
  • Control system 106 controls the operation of the vehicle and its components.
  • the control system 106 may include various components, including a steering system 132, a throttle 134, a braking unit 136, an electronic control unit 138 (ECU), and a vehicle controller 140 (body control module, BCM).
  • ECU electronice control unit
  • BCM body control module
  • the steering system 132 is operable to adjust the forward direction of the vehicle.
  • it may be a steering wheel system.
  • Throttle 134 is used to control the rate of operation of engine 118 and thereby the speed of the vehicle.
  • the braking unit 136 is used to control vehicle deceleration. Braking unit 136 may use friction to slow wheel 121 . In other embodiments, braking unit 136 may convert kinetic energy of wheel 121 into electrical current. The braking unit 136 may also take other forms to slow down the rotation speed of the wheels 121 to control the speed of the vehicle.
  • the vehicle electronic control unit 138 may be implemented as a single ECU or multiple ECUs on the vehicle configured to communicate with the peripheral devices 108 and the sensor system 104 .
  • the vehicle ECU 138 may include at least one processor 1381 and a memory 1382 (read-only memory, ROM).
  • processors 1381 and a memory 1382 read-only memory, ROM.
  • at least one processor may be implemented as one or more microprocessors, controllers, microcontroller units (MCUs) or state machines.
  • MCUs microcontroller units
  • At least one processor may be implemented as a combination of computing devices, such as a digital signal processor or microprocessor, a plurality of microprocessors, one or more microprocessors combined with a digital signal processor core, or any other combination of this configuration.
  • ROM can provide data storage, including the storage of addresses, routes, and driving directions in this application.
  • BCM140 can provide ECU138 with vehicle engine status, speed, gear, steering wheel angle and other information.
  • Peripheral devices 108 may include a wireless communication system 146 , a navigation system 148 , a microphone 150 and/or a speaker 152 .
  • peripheral device 108 provides a means for a user of the vehicle to interact with user interface 116 .
  • the navigation system 148 may be implemented as part of an in-vehicle entertainment system, an in-vehicle display system, an in-vehicle instrument cluster, or the like.
  • the navigation system 148 is implemented to include or cooperate with a sensor system 104 that derives the vehicle's current geographic location in real time or substantially in real time.
  • Navigation system 148 is configured to provide navigation data to the driver of the vehicle.
  • Navigation data may include vehicle location data, suggested route planning driving instructions, and visible map information to the vehicle operator.
  • the navigation system 148 may present this location data to the driver of the vehicle through a display element or other presentation device.
  • the vehicle's current location may be described by one or more of the following information: triangulated position, latitude/longitude position, x and y coordinates, or any other symbol or any measurement method indicating the vehicle's geographical location.
  • User interface 116 may also operate navigation system 148 to receive user input.
  • Navigation system 148 may be operated via a touch screen.
  • the navigation system 148 provides route planning capabilities and navigation capabilities when the user inputs geographical location values for the start and end points.
  • peripheral devices 108 may provide a means for the vehicle to communicate with other devices located within the vehicle.
  • microphone 150 may receive audio (eg, voice commands or other audio input) from a user of the vehicle.
  • speakers 152 may output audio to a user of the vehicle.
  • Wireless communication system 146 may wirelessly communicate with one or more devices directly or via a communication network.
  • the wireless communication system 146 may use 3G cellular communications such as code division multiple access (CDMA), EVD0, global system for mobile communications (GSM)/general packet radio service technology (general packet radio service (GPRS), or 4G cellular communications, such as long term evolution (LTE), or 5G cellular communications.
  • the wireless communication system 146 can communicate with a wireless local area network (WLAN) using WiFi.
  • WLAN wireless local area network
  • wireless communication system 146 may utilize infrared links, Bluetooth, or ZigBee to communicate directly with the device.
  • Other wireless protocols such as various vehicle communication systems.
  • wireless communication system 146 may include one or more dedicated short range communications (DSRC) devices, which may include communication between vehicles and/or roadside stations. public and/or private data communications.
  • DSRC dedicated short range communications
  • Power supply 110 may provide power to various components of the vehicle.
  • power source 110 may be a rechargeable lithium-ion or lead-acid battery.
  • One or more packs of such batteries may be configured as a power source to provide power to various components of the vehicle.
  • power source 110 and energy source 119 may be implemented together, such as in some all-electric vehicles.
  • one or more of these components may be installed separately from or associated with the vehicle.
  • memory 1382 may exist partially or completely separate from the vehicle.
  • the components described above may be communicatively coupled together in wired and/or wireless manners.
  • the above-mentioned vehicles may be cars, trucks, motorcycles, buses, boats, lawn mowers, entertainment vehicles, playground vehicles, construction equipment, trams, golf carts, push carts, etc., and the embodiments of the present application are not particularly limited.
  • the steering system can be operated to adjust the forward direction of the vehicle.
  • it may be a steering wheel system.
  • the driver can determine the driver's desired yaw angular velocity by turning the steering wheel in real time.
  • the vast majority of drivers find it difficult to control their vehicles correctly and stably under abnormal circumstances, and may even engage in dangerous behaviors such as swerving when panicked.
  • this application provides a control method.
  • the adjustment amount is determined by the average yaw angular velocity of the vehicle within a period of time before the abnormal yaw. This adjustment amount is used to steer the vehicle. Feedback intervention is performed to reduce or suppress abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle.
  • This scenario can be understood as that the adhesion coefficients of the road surfaces on both sides of the vehicle wheels are different.
  • the adhesion coefficients of the road surfaces on both sides of the wheels are different.
  • the vehicle will produce unexpected yaw movements. If the driver misoperates due to lack of experience or panic, it may lead to serious consequences such as complete vehicle instability.
  • the scenario may be as shown in Figure 2.
  • the adhesion coefficients of the right wheel and the left wheel of the vehicle on the ground are different.
  • FIG 3 is a schematic flowchart of a control method provided by an embodiment of the present application.
  • the method may be executed by the control device/terminal device, or may be executed by a component of the control device/terminal device (for example, a processor, a chip, or a chip system, etc.).
  • the control device may be a control element inside the terminal device (for example, the control system, sensor system, etc. in the vehicle in Figure 1), or it may be an external control device independent of the terminal device.
  • the terminal device can be a movable device such as a vehicle or a robot.
  • the method may include steps 301 to 303. Steps 301 to 303 will be described in detail below by taking the method being executed by the control device as an example.
  • the control device obtains the first yaw angular velocity.
  • the first yaw angular velocity is related to the average yaw angular velocity of the terminal equipment within the first time period. This first time period precedes the moment of abnormal yaw.
  • the first yaw angular velocity is the average yaw angular velocity of the terminal device within the first time period.
  • This step can also be understood as taking the average yaw angular velocity of the vehicle within a period of time before the abnormal yaw as the expected yaw angular velocity.
  • the coordinate system includes the X-axis, Y-axis and Z-axis.
  • the Y-axis is the lateral axis of symmetry of the vehicle (or it can be understood as the front and rear of the vehicle)
  • the X-axis is the axis perpendicular to the Y-axis in the plane where the vehicle is located (or it can be understood as the left and right of the vehicle)
  • the Z-axis is perpendicular to the plane where the vehicle is located.
  • Axis (or understood as the upper and lower parts of the vehicle).
  • Yaw angular velocity refers to the deflection of the vehicle around the vertical axis (i.e., Z-axis). The size of the deflection represents the stability of the vehicle.
  • Pitch angular velocity refers to the deflection of the vehicle around the Y-axis.
  • Roll angle refers to the deflection of the vehicle around the X-axis.
  • Abnormal yaw in the embodiment of this application refers to the unexpected yaw of the terminal equipment.
  • the abnormal yaw may be mainly caused by the different adhesion coefficients of the wheels on both sides of the vehicle on the ground. of.
  • the determination condition for abnormal yaw may be the determination logic 1 or determination logic 2 described later. That is, if the judgment logic 1 and/or the judgment logic 2 are met, it is determined that the terminal device has abnormal yaw.
  • the terminal device in the embodiment of the present application may be a vehicle (such as a new energy vehicle, a smart car, etc.), a robot, or other equipment that has a steering function during movement.
  • the rotating set is used to realize the movement of the terminal equipment.
  • the rotating set includes a first rotating part and a second rotating part. The first rotating part and the second rotating part are coaxial.
  • the terminal device as a four-wheeled vehicle as an example.
  • Each component or kit of the vehicle can be shown in Figure 5 . That is, the first rotating part is one wheel of the vehicle, and the second rotating part is the other wheel of the vehicle.
  • FIG. 5 it is only taken as an example that the first rotating component is the left wheel of the vehicle and the second rotating component is the right wheel of the vehicle.
  • the first rotating component and the second rotating component in FIG. 5 are relative concepts.
  • the first rotating member may be the right wheel of the vehicle
  • the second rotating member may be the left wheel of the vehicle.
  • the steering component is used by the operator (or driver) to control the direction of movement of the vehicle. In the example of FIG.
  • the steering component may specifically be a steering wheel of a vehicle.
  • the speed control component is used by the operator (or driver) to control the movement speed of the terminal equipment.
  • the speed control component may specifically include an accelerator pedal and a brake pedal in the example of FIG. 5 .
  • Step 302 Obtain the actual yaw angular velocity of the terminal device at the first moment.
  • the control device can also obtain the actual yaw angular velocity of the terminal device at the first moment.
  • the first time is later than the end time of the first time period.
  • Step 303 Determine the adjustment amount based on the first difference between the first yaw angular velocity and the actual yaw angular velocity.
  • control device After the control device obtains the first yaw angular velocity and the actual yaw angular velocity, it may obtain the first difference between the first yaw angular velocity and the actual yaw angular velocity. And an adjustment amount is determined based on the first difference value, and the adjustment amount is used to reduce abnormal yaw.
  • the difference involved in the embodiment of the present application may be an absolute difference or a positive or negative difference, which is not limited here.
  • the first difference value is input into the proportional-integral-derivative (Proportional Integrating Differentiation, PID) controller to calculate the adjustment amount, and the adjustment amount is fed back to the active steering actuator (or, for example, the steering system shown in Figure 1 132, electronic control unit 138 or vehicle controller 140, etc.) for adjustment.
  • PID Proportional Integrating Differentiation
  • the adjustment amount can also be calculated through other controllers or methods, and there is no specific limitation here.
  • the adjustment amount in the embodiment of the present application is mainly used to reduce abnormal yaw of the terminal device.
  • the adjustment amount can be the adjustment amount of the steering angle, or it can be the active yaw moment, etc., and there is no specific limit here.
  • the adjustment amount is determined by the average yaw angular velocity of the vehicle within a period of time before the abnormal yaw, and the adjustment amount is used to adjust the steering of the vehicle. Intervene to reduce or suppress the abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle. That is, when the vehicle yaws abnormally or unexpectedly, it is often difficult for most drivers to effectively control the vehicle.
  • the method provided by the embodiment of the present application can be used when abnormal yaw occurs, and the average yaw angular velocity in a period of time before the abnormal yaw is triggered is used as the target, so that the movement of the vehicle can be consistent and the safety of the vehicle and the driver can be improved.
  • abnormal yaw of a vehicle is often a transient instability
  • the vehicle continues to use the average angular velocity over a period of time to intervene in the steering of the vehicle after abnormal yaw occurs, it will affect the driver's driving experience. Therefore, after the vehicle is stable, it can respond to the driver's steering requests.
  • the adjustment amount can be calculated based on the target yaw angular velocity (that is, the first yaw angular velocity under normal yaw) and the actual yaw angular velocity. , so that the vehicle can respond to the driver's steering request in time after stabilizing.
  • the terminal device also includes a steering component, which is used by the operator to control the movement direction of the terminal device.
  • the first yaw angular velocity is related to the operator's operation of the steering component. This operation is mainly used to control the rotation direction of the vehicle. For example, the angle of rotation of the steering wheel (i.e. steering component), etc.
  • the first yaw angular velocity can be determined through the following formula and the driver's operation of the steering component.
  • the real-time expected yaw angular velocity may be calculated based on the yaw moment caused by the steering wheel angle and the torque difference between the left and right wheels (for example, using Formula 2, Formula 3, and Formula 4).
  • the real-time desired yaw angular velocity can also be calculated based on the steering wheel angle (for example, using formula 2).
  • the above-mentioned real-time expected yaw angular velocity can be understood as the first yaw angular velocity under non-abnormal yaw conditions.
  • r ref is the first yaw angular velocity under non-abnormal yaw conditions
  • ⁇ is the steering wheel angle, that is, the steering angle controlled by the driver
  • i is the angular transmission ratio of the steering system
  • M z is the active force generated by the difference between the left and right torques.
  • l f and l r are the cornering stiffness of the front and rear axles respectively.
  • M z can be 0.
  • the above formulas are only examples of determining the first yaw angular velocity.
  • the first yaw angular velocity can also be determined through other formulas, which are not limited here.
  • the vehicle steering wheel angle can be obtained through a sensor system.
  • the heading angle of the vehicle has a corresponding relationship with the steering wheel angle of the vehicle, and the corresponding steering wheel angle of the vehicle can also be determined according to the heading angle of the vehicle.
  • the corresponding relationship between the heading angle of the vehicle and the steering wheel angle of the vehicle is different. Embodiments of the present application There is no restriction on this either.
  • This method avoids transient instability caused by misoperation by ordinary drivers when encountering abnormal yaw of the vehicle. At the same time, after it is determined that the risk of transient instability has been eliminated, the design of the arbitration module does not affect the driver's steering/lane changing and obstacle avoidance operations.
  • the first is the average yaw angular velocity of the vehicle during a period of time before abnormal yaw occurs.
  • the second type is the yaw angular velocity determined by the driver's operation of the steering component under normal swing or non-abnormal yaw (or called the second yaw angular velocity).
  • the selection between the two can be understood as an arbitration process.
  • the control device can set the expected yaw angular velocity (i.e., the first yaw angular velocity) as the yaw angular velocity timing signal (i.e., the average yaw angular velocity).
  • the yaw angular velocity timing signal i.e., the average yaw angular velocity
  • An arbitration mechanism has been developed to enable the vehicle to respond to the driver's instructions in a timely manner while ensuring stability.
  • the above arbitration process can be shown in Figure 6.
  • the specific arbitration logic is: when the absolute value of the first difference between the actual yaw angular velocity and the average yaw angular velocity is less than the preset threshold and continues for a set threshold, at this time the vehicle has eliminated the risk of transient instability.
  • the preset threshold is specifically a preset angular velocity threshold (for example, 0.05 radians/second).
  • the set threshold may be a preset time period (for example, 0.2s) or a preset cumulative number of times (for example, 20 times).
  • the control device will switch the first yaw angular velocity from the average yaw angular velocity to the second yaw angular velocity (that is, the yaw angular velocity determined based on the driver's real-time steering wheel signal), and then calculate the adjustment amount based on the actual yaw angular velocity.
  • the embodiment of the present application also provides another control method that can be used to trigger the steering protection.
  • the steering protection is used to reduce abnormal yaw of the terminal equipment due to operator misoperation.
  • this method may be applied to the determination of abnormal yaw in the embodiment shown in FIG. 3 . It can also be applied to other methods of activating steering protection, and the details are not limited here.
  • FIG. 7 is a schematic flowchart of a control method provided by an embodiment of the present application.
  • the method may be executed by the control device/terminal device, or may be executed by a component of the control device/terminal device (for example, a processor, a chip, or a chip system, etc.).
  • the control device may be a control element inside the terminal device (for example, the control system, sensor system, etc. in the vehicle in Figure 1), or it may be an external control device independent of the terminal device.
  • the terminal device can be a movable device such as a vehicle or a robot.
  • the method may include steps 701 to 704. Steps 701 to 704 will be described in detail below, taking the method being executed by the control device as an example.
  • the terminal equipment to which the method of this embodiment is applicable is described.
  • the method is applied to terminal equipment containing a rotating set and a speed control control.
  • the rotating set is used to realize the movement of the terminal equipment
  • the speed control component is used by the operator to control the movement of the terminal equipment. Movement speed.
  • the rotation set includes wheels on both sides of the vehicle
  • the rotation set includes a steering wheel
  • the speed control component includes one or more of the following: an accelerator pedal and a brake pedal.
  • Step 701 Obtain the actual torque of the rotating assembly.
  • control device to obtain the actual torque of the rotating assembly. It can be obtained through the motor torque sensor of the terminal device, or it can be obtained based on the wheel cylinder pressure sensor, etc. The details are not limited here.
  • the above-mentioned actual torque can be understood as the current torque measured by the sensor at the wheel.
  • the actual torque may include torque at the 4 wheels.
  • Step 702 Determine the first torque based on the operator's operation of the speed control component.
  • the control device may also determine the first torque based on an operator's (or driver's) operation of the speed control component.
  • This first torque may also be referred to as the operator's demand torque.
  • speed control components There are many types of speed control components. Taking the terminal device as a vehicle as an example, the speed control component may include one or more of the following: the vehicle's accelerator pedal, brake pedal, various throttle gears, etc. Then the operator's operation on the speed control component may be the operator's step on the accelerator pedal, the distance/stroke of the brake pedal, etc.
  • Step 703 If the difference between the actual torque and the first torque is greater than or equal to the first threshold, it is determined to activate steering protection. Steering protection is used to reduce abnormal yaw of the terminal equipment.
  • the control device After the control device obtains the actual torque and the first torque, if the difference between the actual torque and the first torque is greater than or equal to the first threshold, it is determined to activate the steering protection.
  • This steering protection is used to reduce abnormal yaw of the terminal equipment.
  • the steering protection method may be the method in the embodiment shown in FIG. 3 or other steering protection methods, which are not specifically limited here.
  • the situation of differences in parameters related to the number of rotating parts is different.
  • the terminal device includes an axis rotating assembly (for example, the vehicle includes 2 wheels)
  • the difference is specifically the absolute difference between the rotating component on one side and the rotating component on the other side.
  • the terminal equipment includes two axle rotating sets (for example, the vehicle includes 4 wheels)
  • the difference is specifically the sum of the front and rear of the rotating part on one side and the front and rear of the rotating part on the other side. The difference between the sum.
  • fl represents the parameters of the left front wheel
  • r l represents the parameters of the left rear wheel
  • f r represents the parameters of the right front wheel
  • r r represents the parameters of the right rear wheel.
  • Step 704 Determine the adjustment amount based on the difference, and the adjustment amount is used to control the yaw state of the device. This step is optional.
  • an adjustment amount for controlling the yaw state of the device may also be determined based on the difference. And use this adjustment amount to adjust the yaw of the terminal device.
  • the difference value is input into the PID controller to calculate the adjustment amount, and the adjustment amount is fed back to the active steering actuator (or, for example, the steering system 132 shown in Figure 1 , the electronic control unit 138 or the vehicle controller 140 , etc. ) to make adjustments.
  • the active steering actuator or, for example, the steering system 132 shown in Figure 1 , the electronic control unit 138 or the vehicle controller 140 , etc.
  • the adjustment amount in the embodiment of the present application is mainly used to reduce abnormal yaw of the terminal device.
  • the adjustment amount can be the adjustment amount of the steering angle, or it can be the active yaw moment, etc., and there is no specific limit here.
  • step 701 may be before step 702 or after step 702. There are no specific limitations here.
  • the method of this embodiment includes steps 701 to 703. In another possible implementation manner, the method of this embodiment includes steps 701 to 704.
  • the torque difference is introduced as a triggering condition for whether to activate steering protection, or the torque difference is used as a condition for active steering activation.
  • the torque difference is used as a condition for active steering activation.
  • the rationality of the triggering timing of the steering protection can be improved.
  • the difference in driving/braking torque generated by TCS/ABS intervention can be introduced as the auxiliary activation criterion. Achieve more accurate determination of unexpected yaw.
  • the feedforward control amount is calculated by combining the two. It can effectively suppress unexpected yaw movements and reduce the burden on the feedback link.
  • the torque difference shown in Figure 7 can be used as a triggering condition for steering protection or an auxiliary triggering condition for steering protection. That is, in addition to the torque difference, the triggering condition of the steering protection may also include the parameter difference between the first rotating component and the second rotating component.
  • the parameter difference includes one or more of the following: slip rate difference, wheel speed difference, etc.
  • the determination of abnormal yaw in the embodiment shown in FIG. 3 is similar to the above-mentioned triggering condition.
  • the trigger conditions described in the embodiment shown in FIG. 7 can be used to trigger the steps of the aforementioned embodiment in FIG. 3 .
  • the conditions for determining abnormal yaw of the terminal device include multiple situations. That is, if the preset conditions are met, the control device determines that the terminal device has abnormal yaw.
  • the above-mentioned preset conditions include one or more of the following:
  • the terminal equipment also includes a speed control component.
  • the speed control component is used by the operator to control the movement speed of the terminal equipment.
  • the first torque is controlled by the operator.
  • the operation of the component determines that the second torque is the actual torque at the rotating assembly; it can also be called decision logic 2 of the steering protection trigger.
  • the parameter difference between the first rotating component and the second rotating component is greater than or equal to the second threshold, and the parameter difference includes a slip rate difference and/or a rotational speed difference. It can also be called the decision logic 1 of the steering protection trigger.
  • Decision logic 1 and decision logic 2 in the embodiment of the present application can be used separately or in combination, and are not specifically limited here.
  • the slip rate of the wheels on both sides may not be much different at this time.
  • Simply using the slip rate as a basis may not be enough to determine the activation of the active steering function. Therefore, for this situation, based on the TCS/ABS intervention torque of the coaxial left and right wheels, it is judged whether the absolute value of the wheel speed difference is greater than a given threshold.
  • the rationality of triggering active steering activation i.e. activating steering protection
  • decision logic 1 and decision logic 2 for triggering steering protection will be described below with reference to Figure 8 .
  • decision logic 1 and decision logic 2 as long as one of the two is true, it is determined that the active steering function is activated.
  • the wheel speed difference may be determined according to the wheel speed of the rotating assembly, and whether to activate active steering is determined based on whether the wheel speed difference is greater than or equal to the second threshold.
  • the slip rate difference may also be determined based on the vehicle speed and wheel speed of the rotating assembly, and whether to activate active steering is determined based on whether the slip rate is greater than or equal to the second threshold.
  • decision logic 1 if accurate vehicle speed information cannot be obtained, the wheel speed difference of the left and right wheels can also be directly calculated, and whether to activate active steering is determined based on the wheel speed difference and the second threshold.
  • the slip rate can be calculated through the following formula 5.
  • i is a certain wheel.
  • the value range of i is 1-4; K i is the slip rate, v xi is the longitudinal speed at the wheel center of each wheel, R is the wheel radius, ⁇ i is the rolling angular velocity of the wheel.
  • v xi ⁇ R ⁇ i
  • the vehicle is in driving condition, and the slip rate is defined as positive at this time.
  • v xi >R ⁇ i the vehicle is in braking condition, and the slip rate is defined as negative at this time.
  • the embodiment of the present application provides a system architecture, which may include the aforementioned embodiment shown in FIG. 3 , the embodiment shown in FIG. 7 , and the embodiment shown in FIG. 8 .
  • a system architecture which may include the aforementioned embodiment shown in FIG. 3 , the embodiment shown in FIG. 7 , and the embodiment shown in FIG. 8 .
  • Figure 9 shows a system architecture provided by an embodiment of the present application.
  • the system architecture includes: decision logic 1, decision logic 2, feedforward control link and feedback control link 1.
  • the system architecture may also include a feedback control link 2.
  • the decision logic 1 and the decision logic 2 can refer to the description in the embodiment shown in Figure 8.
  • the feedforward control link 1 is used to determine the slip rate difference between the left and right sides of the coaxial axis and the wheel speed in the decision logic (1 or 2).
  • the speed difference or torque difference determines the amount of feedforward adjustment.
  • Feedback control link 1 is used to control the average yaw angular velocity (i.e. the first yaw angular velocity under abnormal yaw) and the actual yaw when active steering protection is triggered (or understood as abnormal yaw of the terminal equipment).
  • the first difference in angular velocity determines the first feedback adjustment amount (ie, the adjustment amount in the embodiment shown in Figure 3).
  • the adjustment amount in the embodiment shown in FIG. 3 which will not be described again here.
  • Feedback control link 2 is mainly used to determine the second feedback adjustment amount based on the deviation between the actual driving direction of the terminal device and the target driving direction.
  • the above-mentioned feedback control link 2 is optional.
  • adjustment amounts for example, feedforward adjustment amount, first feedback adjustment amount, second feedback adjustment amount
  • feedforward adjustment amount for example, feedforward adjustment amount, first feedback adjustment amount, second feedback adjustment amount
  • EPS Electric Power Steering
  • the feedforward adjustment amount can be obtained as shown in Figure 10.
  • the feedforward adjustment amount in the feedforward control link is determined based on the parameter difference (for example, vehicle speed difference, slip rate difference) in decision logic 1 and the torque difference in decision logic 2.
  • decision logic 1 the difference between the torque difference and the first threshold is calculated and the absolute value is taken, and then normalized.
  • decision logic 2 the difference between the parameter difference and the second threshold is calculated and the absolute value is taken, and then normalized.
  • the above-mentioned normalized values in decision logic 1 and decision logic 2 are input into the arbitration and filtering module.
  • the arbitration and filtering module can select one value from the two normalized values based on a certain rule (for example, selecting the larger absolute value of the two, etc.).
  • the arbitration and filtering module can also weight the average of the two normalized values to obtain one value. And perform low-pass filtering on this value to obtain the feedforward adjustment amount. It can be understood that the above example of how the arbitration and filtering module determines the feedforward adjustment amount based on two decision logics is just an example. In actual applications, there may be other possibilities, and the details are not limited here.
  • the above difference does not need to be an absolute value, that is, the sign is retained.
  • the positive and negative values can also be used as a method to determine the direction of the subsequent adjustment amount, etc. There is no specific limit here.
  • a feedforward coefficient can also be set, and the feedforward coefficient can be multiplied after the above-mentioned low-pass filtering process to obtain the feedforward adjustment amount.
  • the feedforward coefficient can be set according to actual needs, and there is no specific limit here.
  • abnormal yaw can be effectively suppressed and the burden on the feedback link can be reduced. Even if there is no feedback link, when this link works independently, it can effectively reduce the degree of abnormal yaw and reduce the driver's operational burden and psychological pressure.
  • the actual driving direction of the terminal device is first obtained, and then the target driving direction of the terminal device is obtained, and the second feedback adjustment amount is determined based on the deviation between the actual driving direction and the target driving direction.
  • the second feedback adjustment amount is used to control the difference between the traveling direction of the terminal device and the target traveling direction to be less than a certain range or consistent.
  • the actual driving direction can be determined through sensors such as cameras.
  • the target driving direction can be determined by means of direction indicators on the ground.
  • the implementation of feedback control link 2 relies on sensors such as cameras.
  • the second feedback adjustment amount (for example, yaw moment).
  • the main purpose of this feedback control link 2 is to improve the directional stability of the vehicle traveling along the existing motion lane/driving direction when it has an abnormal yaw tendency.
  • the yawing state of the vehicle can be adjusted, so that the terminal equipment can adjust the yawing state when the terminal equipment has an abnormal yawing trend. Under such circumstances, the driving direction can still be effectively stabilized.
  • control device in the embodiment of the present application includes:
  • the acquisition unit 1101 is used to acquire the first yaw angular velocity.
  • the first yaw angular velocity is related to the average yaw angular velocity of the terminal device in a first time period, and the first time period is earlier than
  • the rotation kit is used to realize the movement of the terminal equipment;
  • the acquisition unit 1101 is also used to acquire the actual yaw angular velocity of the terminal device at a first moment, which is later than the end of the first time period;
  • the determining unit 1102 is configured to determine an adjustment amount based on a first difference between the first yaw angular velocity and the actual yaw angular velocity, where the adjustment amount is used to reduce abnormal yaw.
  • the terminal device further includes a steering component, which is used by the operator to control the movement direction of the terminal device; when the terminal device yaws normally, the first yaw angular velocity is related to the operator's operation of the steering component.
  • a steering component which is used by the operator to control the movement direction of the terminal device; when the terminal device yaws normally, the first yaw angular velocity is related to the operator's operation of the steering component.
  • the terminal device includes a rotating set, which is used to realize the movement of the device.
  • the rotating set includes a first rotating part and a second rotating part, and the first rotating part and the second rotating part are coaxial; the determining unit 1102 is also used If the preset conditions are met, it is determined that the terminal equipment has abnormal yaw; the preset conditions include one or more of the following: the second difference between the first torque and the second torque is greater than or equal to the first threshold, and the terminal equipment also includes The speed control component is used by the operator to control the movement speed of the terminal equipment.
  • the first torque is determined by the operator's operation of the speed control component, and the second torque is the actual torque at the rotating set; the first rotating component and the second
  • the parameter difference of the rotating component is greater than or equal to the second threshold, and the parameter difference includes a slip rate difference and/or a rotational speed difference.
  • the terminal device is a vehicle
  • the rotation set includes one side wheel and another side wheel of the vehicle.
  • each unit in the control device the operations performed by each unit in the control device are similar to those described in the aforementioned embodiments shown in FIGS. 1 to 6 and 8 to 10 , and will not be described again here.
  • the adjustment amount is determined by the average yaw angular velocity of the vehicle within a period of time before the abnormal yaw, and the adjustment amount is used to provide feedback on the steering of the vehicle. Intervene to reduce or suppress the abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle.
  • control device in the embodiment of the present application includes:
  • the acquisition unit 1201 is used to acquire the actual torque of the rotating set in the terminal device, and the rotating set is used to realize the movement of the terminal device;
  • Determining unit 1202 configured to determine the first torque based on the operator's operation of the speed control component in the terminal device.
  • the speed control component is used by the operator to control the movement speed of the terminal device;
  • the determining unit 1202 is configured to determine to activate steering protection if the difference between the actual torque and the first torque is greater than or equal to the first threshold.
  • the steering protection is used to reduce abnormal yaw of the terminal equipment.
  • the determining unit 1202 is also configured to determine an adjustment amount based on the difference, and the adjustment amount is used to control the yaw state of the terminal device.
  • the terminal device is a vehicle
  • the rotation set includes one side wheel and another side wheel of the vehicle.
  • each unit in the control device the operations performed by each unit in the control device are similar to those described in the aforementioned embodiments shown in FIGS. 1 to 5 and 7 to 10 , and will not be described again here.
  • the torque difference is introduced as a triggering condition for whether to activate steering protection, or the torque difference is used as a condition for active steering activation.
  • the torque difference is used as a condition for active steering activation.
  • the rationality of the triggering timing of the steering protection can be improved.
  • the difference in driving/braking torque generated by TCS/ABS intervention can be introduced as the auxiliary activation criterion. Achieve more accurate determination of unexpected yaw.
  • the feedforward control amount is calculated by combining the two. It can effectively suppress unexpected yaw movements and reduce the burden on the feedback link.
  • the control device may include a processor 1301, a memory 1302, and a communication port 1303.
  • the processor 1301, memory 1302 and communication port 1303 are interconnected through lines.
  • the memory 1302 stores program instructions and data.
  • the memory 1302 stores program instructions and data corresponding to the steps executed by the control device in the corresponding embodiments shown in FIGS. 1 to 7 .
  • the processor 1301 is configured to perform the steps performed by the control device shown in any of the embodiments shown in FIGS. 1 to 7 .
  • the communication port 1303 can be used to receive and send data, and to perform steps related to obtaining, sending, and receiving in any of the embodiments shown in FIGS. 1 to 7 .
  • control device may include more or less components than in FIG. 13 , which is only an illustrative description in this application and is not limiting.
  • the disclosed systems, devices and methods can be implemented in other ways.
  • the device embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or can be integrated into another system, or some features can be ignored, or not implemented.
  • the coupling or direct coupling or communication connection between each other shown or discussed may be through some interfaces, and the indirect coupling or communication connection of the devices or units may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or they may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application can be integrated into one processing unit, each unit can exist physically alone, or two or more units can be integrated into one unit.
  • the above integrated units can be implemented in the form of hardware or software functional units.
  • the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it may be stored in a computer-readable storage medium.
  • the technical solution of the present application is essentially or contributes to the existing technology, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium , including several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of this application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM, read-only memory), random access memory (RAM, random access memory), magnetic disk or optical disk and other media that can store program code. .

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Abstract

一种控制方法，应用于含有转动套件的车辆、机器人等，转动套件用于实现设备的运动，方法包括：获取第一横摆角速度（S301），在设备出现异常横摆的情况下，第一横摆角速度与第一时间段内设备的平均横摆角速度相关，第一时间段早于异常横摆的时刻；获取设备在第一时刻的实际横摆角速度（S302），第一时刻晚于第一时间段的结束时刻；基于第一横摆角速度与实际横摆角速度的第一差值确定减少异常横摆的调整量（S303）。在设备出现异常横摆的情况下，通过在异常横摆之前一段时间内设备的平均横摆角速度确定调整量，该调整量用于对设备的转向进行干预，以减少或抑制设备的异常横摆，进而提升设备行驶的安全性与稳定性。

Description

一种控制方法以及相关设备 技术领域
本申请涉及安全技术领域，尤其涉及一种控制方法以及相关设备。
背景技术
随着科技的发展，汽车已成为人们在生活中常用的通行工具。汽车在进行急加速/紧急制动等异常情况时，如果两侧车轮附着系数不一致的情况较为明显，汽车很容易产生非预期的横摆运动。激烈的情况下甚至会使得汽车甩尾，这很容易导致严重的道路安全事故，因此，转向稳定性干预技术应运而生。
目前，转向稳定性干预技术的思路仍然是以驾驶员对方向盘的实时转动确定驾驶员期望的横摆角速度，并基于该横摆角速度与车轮实际的横摆角速度的差值对汽车的转向进行干预。然而，绝大部分的驾驶员在异常情况下难以正确、稳定地控制车辆，甚至在慌乱的时候，会出现激转等危险行为。
因此，基于驾驶员操作进行转向干预的方式存在很大安全风险。
发明内容
本申请实施例提供了一种控制方法及相关设备，在车辆出现非预期横摆或异常横摆的情况下，通过在异常橫摆之前一段时间内车辆的平均橫摆角速度确定调整量，该调整量用于对车辆的转向进行干预，以减少或抑制车辆的异常橫摆，进而提升车辆行驶的安全性与稳定性。
本申请实施例第一方面提供了一种控制方法。该方法可以由控制设备/终端设备执行，也可以由控制设备/终端设备的部件(例如，处理器、芯片、或芯片系统等)执行。该控制设备可以是终端设备内部的控制元件，也可以是独立于终端设备以外的外部控制设备。该终端设备可以是车辆、机器人等可运动的设备。该方法包括：获取第一橫摆角速度，在终端设备出现异常横摆的情况下，第一橫摆角速度与第一时间段内终端设备的平均橫摆角速度相关，第一时间段早于异常橫摆的时刻；获取终端设备在第一时刻的实际橫摆角速度，第一时刻晚于第一时间段的结束时刻；基于第一橫摆角速度与实际橫摆角速度的第一差值确定调整量，调整量用于减少异常横摆。
其中，横摆角速度可以理解为绕Z轴旋转的角速度，该Z轴为垂直于终端设备所在地平面的轴(或者理解为是终端设备上下)，后续实施例会结合图4进行说明，此处不再赘述。
本申请实施例中，在车辆出现非预期横摆或异常横摆的情况下，通过在异常橫摆之前一段时间内车辆的平均橫摆角速度确定调整量，该调整量用于对车辆的转向进行反馈干预，以减少或抑制车辆的异常橫摆，进而提升车辆行驶的安全性与稳定性。
可选地，在第一方面的一种可能的实现方式中，上述的终端设备还包括转向部件，转向部件用于操作者控制终端设备的运动方向；在终端设备出现正常横摆的情况下，第一橫摆角速度与操作者对转向部件的操作相关。
该种可能的实现方式中，由于车辆的异常橫摆常常是瞬态失稳，若终端设备出现异常橫摆之后，一直使用一段时间段内的平均角速度对车辆的转向进行干预，会影响驾驶员的驾驶 体验。因此，在车辆稳定之后，可以响应驾驶员的转向诉求。从而不影响驾驶员执行转向/换道避障等操作。
可选地，在第一方面的一种可能的实现方式中，上述的终端设备包括转动套件，转动套件用于实现终端设备的运动，转动套件包括第一转动部件与第二转动部件，第一转动部件与第二转动部件同轴，方法还包括：若满足预设条件，则确定终端设备出现异常横摆；预设条件包括以下一项或多项：第一扭矩与第二扭矩的第二差值大于或等于第一阈值，终端设备还包括控速部件，控速部件用于操作者控制终端设备的运动速度，第一扭矩由操作者对控速部件的操作确定，第二扭矩为转动套件处的实际扭矩；第一转动部件与第二转动部件的参数差值大于或等于第二阈值，参数差值包括滑移率差值，和/或转速差值。
该种可能的实现方式中，通过引入扭矩差作为是否启动转向保护的触发条件，或者说将扭矩差作为主动转向激活的条件。尤其是在牵引力控制系统(Traction Control System，TCS)/防抱死刹车系统(Anti-lock Brake System，ABS)介入的场景。基于扭矩差与阈值作为是否启动转向保护的条件，可以提升转向保护触发时机的合理性。另外，对于装配有TCS/ABS的车辆，仅通过滑移率/轮速来检测非预期横摆是不足的，引入TCS/ABS介入产生的驱动/制动扭矩之差作为辅助激活判据，可以实现对非预期横摆更加准确的判定。并且，通过二者相结合的方式计算前馈控制量。可以有效对非预期横摆运动进行抑制，减轻反馈环节的负担。
可选地，在第一方面的一种可能的实现方式中，上述的终端设备为车辆，转动套件包括车辆的一侧车轮与另一侧车轮。
该种可能的实现方式中，上述方法可以应用于车辆转向保护场景，以提升驾驶员驾驶车辆的安全和车辆行驶的稳定性。
本申请实施例第二方面提供了一种控制方法。该方法可以由控制设备/终端设备执行，也可以由控制设备/终端设备的部件(例如，处理器、芯片、或芯片系统等)执行。该控制设备可以是终端设备内部的控制元件，也可以是独立于终端设备以外的外部控制设备。该终端设备可以是车辆、机器人等可运动的设备。该方法应用于含有转动套件与控速控件的终端设备，转动套件用于实现终端设备的运动，控速部件用于操作者控制终端设备的运动速度，方法包括：获取转动套件的实际扭矩；基于操作者对于控速部件的操作确定第一扭矩；若实际扭矩与第一扭矩的差值大于或等于第一阈值，确定启动转向保护，转向保护用于减少终端设备的异常橫摆。
本申请实施例中，通过引入扭矩差作为是否启动转向保护的触发条件，或者说将扭矩差作为主动转向激活的条件。尤其是在牵引力控制系统(Traction Control System，TCS)/防抱死刹车系统(Anti-lock Brake System，ABS)介入的场景。基于扭矩差与阈值作为是否启动转向保护的条件，可以提升转向保护触发时机的合理性。另外，对于装配有TCS/ABS的车辆，仅通过滑移率/轮速来检测非预期横摆是不足的，引入TCS/ABS介入产生的驱动/制动扭矩之差作为辅助激活判据，可以实现对非预期横摆更加准确的判定。并且，通过二者相结合的方式计算前馈控制量。可以有效对非预期横摆运动进行抑制，减轻反馈环节的负担。
可选地，在第二方面的一种可能的实现方式中，上述步骤还包括：基于差值确定调整量，调整量用于控制终端设备的橫摆状态。
该种可能的实现方式中，通过差值确定调整量，进而对终端设备的橫摆状态进行控制，提升终端设备的运动稳定性。
可选地，在第二方面的一种可能的实现方式中，上述的终端设备为车辆，转动套件包括车辆的一侧车轮与另一侧车轮。
该种可能的实现方式中，上述方法可以应用于车辆转向保护场景，以提升驾驶员驾驶车辆的安全和车辆行驶的稳定性。
本申请实施例第三方面提供了一种控制设备。该控制设备包括：获取单元，用于获取第一橫摆角速度，在终端设备出现异常横摆的情况下，第一橫摆角速度与第一时间段内终端设备的平均橫摆角速度相关，第一时间段早于异常橫摆的时刻；获取单元，还用于获取终端设备在第一时刻的实际橫摆角速度，第一时刻晚于第一时间段的结束时刻；确定单元，用于基于第一橫摆角速度与实际橫摆角速度的第一差值确定调整量，调整量用于减少异常横摆。
可选地，在第三方面的一种可能的实现方式中，上述的终端设备还包括转向部件，转向部件用于操作者控制终端设备的运动方向；在终端设备出现正常横摆的情况下，第一橫摆角速度与操作者对转向部件的操作相关。
可选地，在第三方面的一种可能的实现方式中，上述的终端设备包括转动套件，转动套件用于实现终端设备的运动，转动套件包括第一转动部件与第二转动部件，第一转动部件与第二转动部件同轴；确定单元，还用于若满足预设条件，则确定终端设备出现异常横摆；预设条件包括以下一项或多项：第一扭矩与第二扭矩的第二差值大于或等于第一阈值，终端设备还包括控速部件，控速部件用于操作者控制终端设备的运动速度，第一扭矩由操作者对控速部件的操作确定，第二扭矩为转动套件处的实际扭矩；第一转动部件与第二转动部件的参数差值大于或等于第二阈值，参数差值包括滑移率差值，和/或转速差值。
可选地，在第三方面的一种可能的实现方式中，上述的终端设备为车辆，转动套件包括车辆的一侧车轮与另一侧车轮。
本申请实施例第四方面提供了一种控制设备。该控制设备包括：获取单元，用于获取终端设备中转动套件的实际扭矩，转动套件用于实现终端设备的运动；确定单元，用于基于操作者对于终端设备中控速部件的操作确定第一扭矩，控速部件用于操作者控制终端设备的运动速度；确定单元，用于若实际扭矩与第一扭矩的差值大于或等于第一阈值，确定启动转向保护，转向保护用于减少终端设备的异常橫摆。
可选地，在第四方面的一种可能的实现方式中，上述的确定单元，还用于基于差值确定调整量，调整量用于控制终端设备的橫摆状态。
可选地，在第四方面的一种可能的实现方式中，上述的终端设备为车辆，转动套件包括车辆的一侧车轮与另一侧车轮。
本申请第五方面提供了一种车辆，包括上述第三方面或第三方面的任意可能的实现方式中的控制设备，或者包括上述第四方面或第四方面的任意可能的实现方式中的控制设备。
本申请第六方面提供了一种控制设备，包括：处理器，处理器与存储器耦合，存储器用于存储程序或指令，当程序或指令被处理器执行时，使得该控制设备实现上述第一方面或第一方面的任意可能的实现方式中的方法，或者实现上述第二方面或第二方面的任意可能的实现方式中的方法。
本申请第七方面提供了一种计算机可读介质，其上存储有计算机程序或指令，当计算机程序或指令在计算机上运行时，使得计算机执行前述第一方面或第一方面的任意可能的实现方式中的方法，或者使得计算机执行前述第二方面或第二方面的任意可能的实现方式中的方法。
本申请第八方面提供了一种计算机程序产品，该计算机程序产品在计算机上执行时，使得计算机执行前述第一方面或第一方面的任意可能的实现方式中的方法，使得计算机执行前述第二方面或第二方面的任意可能的实现方式中的方法。
其中，第三、第五、第六、第七、第八方面或者其中任一种可能实现方式所带来的技术效果可参见第一方面或第一方面不同可能实现方式所带来的技术效果，此处不再赘述。
其中，第四、第五、第六、第七、第八方面或者其中任一种可能实现方式所带来的技术效果可参见第二方面或第二方面不同可能实现方式所带来的技术效果，此处不再赘述。
通过本申请提供的技术方案，在车辆出现非预期横摆或异常横摆的情况下，通过在异常橫摆之前一段时间内车辆的平均橫摆角速度确定调整量，该调整量用于对车辆的转向进行反馈干预，以减少或抑制车辆的异常橫摆，进而提升车辆行驶的安全性与稳定性。
附图说明
图1为本申请实施例提供的车辆的结构示意图；
图2为本申请实施例提供的一种应用场景的示意图；
图3为本申请实施例提供的控制方法的一个流程示意图；
图4为本申请实施例提供的车辆坐标系的示意图；
图5为本申请实施例提供的终端设备的一种结构示例图；
图6为本申请实施例提供的仲裁流程示意图；
图7为本申请实施例提供的数据处理方法的另一个流程示意图；
图8为本申请实施例提供的判定逻辑1与判定逻辑2的流程示意图；
图9为本申请实施例提供的一种系统架构示意图；
图10为本申请实施例提供的控制设备的一个结构示意图；
图11为本申请实施例提供的控制设备的另一个结构示意图；
图12为本申请实施例提供的控制设备的另一个结构示意图；
图13为本申请实施例提供的控制设备的另一个结构示意图。
具体实施方式
本申请实施例提供了一种控制方法及相关设备，在车辆出现非预期横摆或异常横摆的情况下，通过在异常橫摆之前一段时间内车辆的平均橫摆角速度确定调整量，该调整量用于对车辆的转向进行反馈干预，以减少或抑制车辆的异常橫摆，进而提升车辆行驶的安全性与稳定性。
本申请实施例仅以终端设备是车辆为例进行示例性描述。在实际应用中，该终端设备还可以是两轮同轴载具设备(例如，电动推车、平衡车等)、机器人等可进行移动的设备。其中，车辆可以是将引擎作为动力源的内燃机车辆、将引擎和电动马达作为动力源的混合动力 车辆、将电动马达作为动力源的电动汽车等类型的汽车。两轮同轴载具设备可以是含有一个转动套件的设备，该一个转动套件用于实现两轮同轴载具设备的运动。
为了便于理解本方案，本申请实施例中首先结合图1对车辆的结构进行介绍，请先参阅图1，图1为本申请实施例提供的车辆的一种结构示意图。该车辆可以是本申请实施例中终端设备的一种示例图。
车辆可包括各种子系统，例如行进系统102、传感器系统104、控制系统106、一个或多个外围设备108以及电源110和用户接口116。可选地，车辆可包括更多或更少的子系统，并且每个子系统可包括多个部件。另外，车辆的每个子系统和部件可以通过有线或者无线(例如，蓝牙)互连。
行进系统102可包括为车辆提供动力运动的组件。在一个实施例中，行进系统102可包括引擎118、能量源119、传动装置120和车轮121。
其中，引擎118可以是内燃引擎、电动机、空气压缩引擎或其他类型的引擎组合，例如，汽油发动机和电动机组成的混动引擎，内燃引擎和空气压缩引擎组成的混动引擎。引擎118将能量源119转换成机械能量。能量源119的示例包括汽油、柴油、其他基于石油的燃料、丙烷、其他基于压缩气体的燃料、乙醇、太阳能电池板、电池和其他电力来源。能量源119也可以为车辆的其他系统提供能量。传动装置120可以将来自引擎118的机械动力传送到车轮121。传动装置120可包括变速箱、差速器和驱动轴。在一个实施例中，传动装置120还可以包括其他器件，比如离合器。其中，驱动轴可包括一个或多个可耦合到车轮121的轴。
传感器系统104可包括感测关于车辆位置信息的若干个传感器。例如，传感器系统104可包括定位系统122(定位系统可以是全球定位GPS系统，也可以是北斗系统或者其他定位系统)、惯性测量单元(inertial measurement unit，IMU)124、雷达126、激光测距仪128以及相机130。传感器系统104还可包括被监视车辆的内部系统的传感器(例如，车内空气质量监测器、燃油量表、机油温度表等)。来自这些传感器中的一个或多个的传感数据可用于检测对象及其相应特性(例如，位置、形状、方向、速率等)。这种检测和识别是自主车辆的安全操作的关键功能。
其中，定位系统122可用于估计车辆的地理位置，比如车辆所处位置的经纬度信息。IMU124用于基于惯性加速率来感知车辆的位置和朝向变化。在一个实施例中，IMU 124可以是加速率计和陀螺仪的组合。雷达126可利用无线电信号来感知车辆的周边环境内的物体，具体可以表现为毫米波雷达或激光雷达。在一些实施例中，除了感知物体以外，雷达126还可用于感知物体的速率和/或前进方向。激光测距仪128可利用激光来感知车辆所位于的环境中的物体。在一些实施例中，激光测距仪128可包括一个或多个激光源、激光扫描器以及一个或多个检测器，以及其他系统组件。相机130可用于捕捉车辆的周边环境的多个图像。相机130可以是静态相机或视频相机。
控制系统106为控制车辆及其组件的操作。控制系统106可包括各种部件，其中包括转向系统132、油门134、制动单元136、电子控制单元138(electronic control unit，ECU)以及整车控制器140(body control module，BCM)。
其中，转向系统132可操作来调整车辆的前进方向。例如在一个实施例中可以为方向盘 系统。油门134用于控制引擎118的操作速率并进而控制车辆的速率。制动单元136用于控制车辆减速。制动单元136可使用摩擦力来减慢车轮121。在其他实施例中，制动单元136可将车轮121的动能转换为电流。制动单元136也可采取其他形式来减慢车轮121转速从而控制车辆的速率。车辆电子控制单元138可以被实现为车辆上的单个ECU或多个ECU，所述单个ECU或多个ECU被配置为与外围设备108、传感器系统104进行通信。车辆ECU138可包括至少一个处理器1381，存储器1382(read-only memory，ROM)。可以利用一个或多个通用处理器、内容可寻址存储器、数字信号处理器、专用集成电路、现场可编程门阵列、任何适当的可编程逻辑器件、离散门或晶体管逻辑、离散硬件部件或者被设计用于执行这里描述的功能的任何组合实现或执行至少一个处理器。特别地，至少一个处理器可以被实现为一个或多个微处理器、控制器、微控制器(microcontroller unit，MCU)或状态机。此外，至少一个处理器可以被实现为计算设备的组合，例如数字信号处理器或微处理器、多个微处理器、与数字信号处理器核心结合的一个或多个微处理器，或者任何其他这种配置的组合。ROM可以提供数据的存储，包含本申请中地址、路线、行驶方向的存储。
BCM140可以给ECU138提供车辆发动机状态，速率，档位，方向盘角度等信息。
车辆通过外围设备108与外部传感器、其他车辆、其他计算机系统或用户之间进行交互。外围设备108可包括无线通信系统146、导航系统148、麦克风150和/或扬声器152。在一些实施例中，外围设备108为车辆的用户提供与用户接口116交互的手段。例如，导航系统148可以被实现为车载娱乐系统的一部分、车载显示系统、车载仪器集群等。在一个实际实施例中，导航系统148被实现为包括或与传感器系统104协作，该传感器系统104实时或基本上实时推导出车辆的当前地理位置。导航系统148被配置为向车辆的驾驶员提供导航数据。导航数据可包括车辆的位置数据、建议路线规划行驶指示，以及给车辆操作者的可见地图信息。导航系统148可通过显示元件或其他呈现设备将该位置数据呈现给车辆的驾驶员。车辆的当前位置可以通过以下信息中的一种或者几种来描述：三角测量的位置、纬度/经度位置、x和y坐标，或者指示车辆的地理位置的任何其他符号或任何测量方式。
用户接口116还可操作导航系统148来接收用户的输入。导航系统148可以通过触摸屏进行操作。导航系统148在用户输入起点和终点的地理位置值时，提供路线规划的能力和导航的能力。在其他情况中，外围设备108可提供用于车辆与位于车内的其它设备通信的手段。例如，麦克风150可从车辆的用户接收音频(例如，语音命令或其他音频输入)。类似地，扬声器152可向车辆的用户输出音频。无线通信系统146可以直接地或者经由通信网络来与一个或多个设备无线通信。例如，无线通信系统146可使用3G蜂窝通信，例如如码分多址(code division multiple access，CDMA)、EVD0、全球移动通信系统(global system for mobile communications，GSM)/是通用分组无线服务技术(general packet radio service，GPRS)，或者4G蜂窝通信，例如长期演进(long term evolution，LTE)，或者5G蜂窝通信。无线通信系统146可利用WiFi与无线局域网(wireless local area network，WLAN)通信。在一些实施例中，无线通信系统146可利用红外链路、蓝牙或ZigBee与设备直接通信。其他无线协议，例如各种车辆通信系统，例如，无线通信系统146可包括一个或多个专用短程通信(dedicated short range communications，DSRC)设备，这些设备可包括车辆和/或路边台站之间的公共和/或私有数据通信。
电源110可向车辆的各种组件提供电力。在一个实施例中，电源110可以为可再充电锂离子或铅酸电池。这种电池的一个或多个电池组可被配置为电源为车辆的各种组件提供电力。在一些实施例中，电源110和能量源119可一起实现，例如一些全电动车中那样。
可选地，上述这些组件中的一个或多个可与车辆分开安装或关联。例如，存储器1382可以部分或完全地与车辆分开存在。上述组件可以按有线和/或无线方式来通信地耦合在一起。
可选地，上述组件只是一个示例，实际应用中，上述各个模块中的组件有可能根据实际需要增添或者删除，图1不应理解为对本申请实施例的限制。
上述车辆可以为轿车、卡车、摩托车、公共汽车、船、割草机、娱乐车、游乐场车辆、施工设备、电车、高尔夫球车、和手推车等，本申请实施例不做特别的限定。
以上结合图1对本申请实施例适用的系统的架构图进行了说明，为了更好的理解本申请实施例提供的技术方案，下面具体阐述本申请所描述的技术方案的研究思路。
图1在介绍控制系统时提到转向系统可操作来调整车辆的前进方向。例如在一个实施例中可以为方向盘系统。在车辆发生异常橫摆的情况下，驾驶员可以通过对方向盘的实时转动确定驾驶员所期望的橫摆角速度。然而，绝大部分的驾驶员在异常情况下难以正确、稳定地控制车辆，甚至在慌乱的时候，会出现激转等危险行为。
针对上述问题，本申请提供一种控制方法，在车辆出现异常横摆的情况下，通过在异常橫摆之前一段时间内车辆的平均橫摆角速度确定调整量，该调整量用于对车辆的转向进行反馈干预，以减少或抑制车辆的异常橫摆，进而提升车辆行驶的安全性与稳定性。
基于上面的研究思路，下面对本申请提供的技术方案进行具体的介绍。
首先，对本申请实施例所适用的应用场景进行举例说明。
1、对开路面场景。
该场景可以理解为是，车辆车轮两边的路面的附着系数不一样。在车辆在对开路面上行驶的情况下，由于车轮两边所在路面的附着系数不一样。尤其是在紧急加减速时，车辆会产生非预期的橫摆运动。若驾驶员由于缺少经验或慌乱进行误操作，导致出现车辆完全失稳等严重后果。
示例性的，该场景可以如图2所示。车辆右车轮与左车轮所在地面的附着系数不同。
2、其他场景。
路面其他原因导致的左右车轮扭矩差异较大等场景。
可以理解的是，上述几种场景只是示例，在实际应用中，还可以应用于其他场景(例如，交通事故引发的场景等)，具体此处不做限定。
图3为本申请实施例提供的一种控制方法的流程示意图。该方法可以由控制设备/终端设备执行，也可以由控制设备/终端设备的部件(例如，处理器、芯片、或芯片系统等)执行。该控制设备可以是终端设备内部的控制元件(例如，图1车辆中的控制系统、传感器系统等)，也可以是独立于终端设备以外的外部控制设备。该终端设备可以是车辆、机器人等可运动的设备。该方法可以包括步骤301至步骤303。下面以该方法由控制设备执行为例对步骤301至步骤303进行详细说明。
301、获取第一橫摆角速度。
控制设备获取第一横摆角速度。在终端设备出现异常橫摆的情况下，第一橫摆角速度与第一时间段内终端设备的平均橫摆角速度相关。该第一时间段早于异常橫摆的时刻。
具体的，该第一橫摆角速度为第一时间段内终端设备的平均橫摆角速度。本步骤也可以理解为是将车辆在异常橫摆之前一段时间段内的平均横摆角速度作为期望横摆角速度。
为了方便理解橫摆角速度，以终端设备是车辆为例，结合图4对车辆坐标系进行说明。该坐标系包括X轴、Y轴与Z轴。其中，Y轴为车辆侧向对称轴(或者理解为是车辆前后)，X轴为车辆所在地平面中与Y轴垂直的轴(或者理解为是车辆左右)，Z轴为垂直于车辆所在地平面的轴(或者理解为是车辆上下)。横摆角速度(Yaw)是指车辆绕垂直轴(即Z轴)的偏转，该偏转的大小代表汽车的稳定程度。俯仰角速度(Pitch)是指车辆绕Y轴的偏转。倾侧角(Roll)是指车辆绕X轴的偏转。
本申请实施例中的异常橫摆，是指终端设备出现非预期橫摆的情况，对于终端设备是车辆的情况，异常橫摆出现的原因主要可以是车辆两侧车轮所在地面的附着系数不同导致的。其中，异常橫摆的判定条件可以如后续描述的判定逻辑1或判定逻辑2。即若满足判定逻辑1，和/或判定逻辑2，则确定终端设备出现异常橫摆。
其中，本申请实施例中的终端设备可以是车辆(例如新能源汽车、智能汽车等)、机器人等在运动过程中具有转向功能的设备。转动套件用于实现终端设备的运动，转动套件包括第一转动部件与第二转动部件，第一转动部件与第二转动部件同轴。
示例性的，为了方便后续理解，后续仅以终端设备是四轮车辆为例，车辆的各部件或套件可以如图5所示。即，第一转动部分件为车辆的一侧车轮，第二转动部件为车辆的另一侧车轮。图5中仅以第一转动部件为车辆的左侧车轮，第二转动部件为车辆的右侧车轮为例。可以理解的是，图5中的第一转动部件与第二转动部件是相对的概念。例如，第一转动部件也可以是车辆的右侧车轮，第二转动部件是车辆的左侧车轮等。转向部件用于操作者(或称为驾驶员)控制车辆的运动方向。该转向部件在图5示例中具体可以是车辆的方向盘。控速部件用于操作者(或者驾驶员)控制终端设备的运动速度。该控速部件在图5示例中具体可以包括油门踏板与刹车踏板。
步骤302，获取终端设备在第一时刻的实际横摆角速度。
控制设备还可以获取终端设备在第一时刻的实际橫摆角速度。该第一时刻晚于第一时间段的结束时刻。
本申请实施例中，实际橫摆角速度的获取方式有多种，可以通过车辆上安装的橫摆角速度传感器直接获取，也可以是基于轮速、方向盘等方式间接获取，具体此处不做限定。
步骤303，基于第一橫摆角速度与实际横摆角速度的第一差值确定调整量。
控制设备获取第一横摆角速度与实际横摆角速度之后，可以获取第一橫摆角速度与实际橫摆角速度的第一差值。并基于该第一差值确定调整量，该调整量用于减少异常橫摆。
本申请实施例涉及的差值可以是绝对差值，也可以是有正负的差值，具体此处不作限定。
具体的，将第一差值输入比例-积分-微分(Proportional Integrating Differentiation，PID)控制器计算出调整量，并将该调整量反馈给主动转向执行器(或者例如，图1所示的转向系统132、电子控制单元138或整车控制器140等)进行调整。可以理解的是，这里的PID控制器指示举例，在实际应用中还可以是通过其他控制器或方式计算 调整量，具体此处不做限定。
本申请实施例中的调整量主要用于减少终端设备的异常橫摆。该调整量可以是转向角度的调整量，也可以是主动橫摆力矩等，具体此处不做限定。
本申请实施例中，在车辆出现非预期横摆或异常横摆的情况下，通过在异常橫摆之前一段时间内车辆的平均橫摆角速度确定调整量，该调整量用于对车辆的转向进行干预，以减少或抑制车辆的异常橫摆，进而提升车辆行驶的安全性与稳定性。即，在车辆出现异常橫摆或非预期横摆的情况下，大部分驾驶员往往难以有效地控制车辆。本申请实施例提供的方法可以运用在发生异常横摆的时候，以异常横摆触发之前一段时间内的平均横摆角速度作为目标，可以使车辆的运动保持一致性，提升车辆与驾驶员安全。
进一步的，由于车辆的异常橫摆常常是瞬态失稳，若车辆出现异常橫摆之后，一直使用一段时间段内的平均角速度对车辆的转向进行干预，会影响驾驶员的驾驶体验。因此，在车辆稳定之后，可以响应驾驶员的转向诉求。
具体的，在判定车辆已经排除了非预期横摆发生时的瞬态失稳后，可以基于目标横摆角速度(即，正常橫摆下的第一横摆角速度)与实际横摆角速度计算调整量，使得车辆在稳定后可以及时响应驾驶员的转向诉求。即终端设备还包括转向部件，该转向部件用于操作者控制终端设备的运动方向。在终端设备出现正常橫摆的情况下，第一橫摆角速度与操作者对转向部件的操作相关。该操作主要用于控制车辆的转动方向。例如，旋转方向盘(即转向部件)的角度等。
示例性的，具体可以通过下述公式与驾驶员对转向部件的操作确定第一横摆角速度。具体的，可以是基于转向盘转角和左右侧车轮的扭矩差异引起的横摆力矩，计算实时期望横摆角速度(例如，使用公式二、公式三以及公式四)。也可以是基于转向盘转角计算实时期望横摆角速度(例如，使用公式二)。上述的实时期望橫摆角速度可以理解为是非异常橫摆情况下的第一横摆角速度。
公式一：
Figure PCTCN2022112448-appb-000001
公式二：
Figure PCTCN2022112448-appb-000002
公式三：
Figure PCTCN2022112448-appb-000003
其中，r ref为非异常橫摆情况下的第一橫摆角速度；δ为方向盘转角，即驾驶员控制方向盘的转角；i为转向系统角传动比；M z为左右侧力矩之差产生的主动横摆力矩；v x为纵 向车速(即图4所示X轴的运动速度)；m为车辆的质量；l f、l r分别为车辆质心到前、后轴的距离；L为车辆的轴距，L＝l f+l r；l f、l r分别为前、后轴的侧偏刚度。当然，若车辆正常行驶的情况下，M z可以为0。
可以理解的是，上述几个公式只是确定第一横摆角速度的一种示例，在实际应用中，还可以通过其他公式确定第一横摆角速度，具体此处不做限定。例如，车辆方向盘转角可以通过传感器系统获取的。通常，车辆的航向角与车辆方向盘转角具有对应关系，也可以根据车辆的航向角确定相应的车辆方向盘转角，对于不同的车辆，车辆的航向角与车辆方向盘转角的对应关系不同，本申请实施例对此也不进行限定。
该种方式下，避免了因普通驾驶员在遇到车辆异常横摆时，发生误操作导致的瞬态失稳。同时，在判定已经排除了瞬态失稳的危险以后，通过仲裁模块的设计，并不影响驾驶员执行转向/换道避障等操作。
由于第一橫摆角速度有上述两种情况。第一种为异常橫摆出现之前一段时间内车辆的平均橫摆角速度。第二种为正常摆动或非异常橫摆下由驾驶员对转向部件操作确定的橫摆角速度(或称为第二橫摆角速度)。则在具体实现过程中，两者的选取可以理解为仲裁过程。
在非预期横摆或异常橫摆发生时，控制设备可以将期望横摆角速度(即第一横摆角速度)设定为横摆角速度时序信号(即平均橫摆角速度)，在此基础上，也制定了仲裁机制，使车辆在保证稳定性的基础上能及时响应驾驶员的指令。上述的仲裁流程可以如图6所示。具体的仲裁逻辑为：在实际横摆角速度与平均橫摆角速度的第一差值的绝对值小于预设阈值，且持续一个设定阈值,此时车辆已经排除了瞬态失稳的风险。其中，预设阈值具体为预设角速度阈值(例如，0.05弧度/每秒)。设定阈值可以是预设时间段(例如0.2s)或累计预设次数(例如20次)。控制设备将会把第一横摆角速度由平均橫摆角速度切换至第二橫摆角速度(即根据驾驶员的实时转向盘信号确定的横摆角速度)，再根据实际横摆角速度计算调整量。
另外，本申请实施例还提供了另一种控制方法，可以用于触发启动转向保护，该转向保护用于减少终端设备由于操作者误操作导致的异常橫摆。例如，该方法可以适用于图3所示实施例中异常橫摆的确定。也可以适用于启动其他转向保护的方法中，具体此处不做限定。
图7为本申请实施例提供的一种控制方法的流程示意图。该方法可以由控制设备/终端设备执行，也可以由控制设备/终端设备的部件(例如，处理器、芯片、或芯片系统等)执行。该控制设备可以是终端设备内部的控制元件(例如，图1车辆中的控制系统、传感器系统等)，也可以是独立于终端设备以外的外部控制设备。该终端设备可以是车辆、机器人等可运动的设备。该方法可以包括步骤701至步骤704。下面以该方法由控制设备执行为例对步骤701至步骤704进行详细说明。
首先，对本实施例方法所适用的终端设备进行描述，该方法应用于含有转动套件与控速控件的终端设备，转动套件用于实现终端设备的运动，控速部件用于操作者控制终端设备的运动速度。示例性的，在终端设备是车辆的情况下，转动套件包括车辆的两侧车轮，转动套件包括方向盘，控速部件包括以下一项或多项：油门踏板、制动踏板。
步骤701，获取转动套件的实际扭矩。
本申请实施例中，控制设备获取转动套件的实际扭矩的方式有多种，可以是通过终端设备的电机扭矩传感器获取，也可以是根据轮缸压力传感器等方式获取，具体此处不做限定。
示例性的，在终端设备是车辆的情况下，上述的实际扭矩可以理解为车轮处传感器测得的当前扭矩。在车辆包括4个车轮的情况下，该实际扭矩可以包括4个车轮处的扭矩。
步骤702，基于操作者对于控速部件的操作确定第一扭矩。
控制设备还可以基于操作者(或称为驾驶员)对于控速部件的操作确定第一扭矩。该第一扭矩也可以称为操作者的需求扭矩。其中，控速部件的情况有多种，以终端设备是车辆为例，该控速部件可以包括以下一项或多项：车辆的油门踏板、制动踏板、油门各级别档位等。则操作者对于控速部件的操作可以是操作者踩踏油门踏板、制动踏板的距离/行程等。
步骤703，若实际扭矩与第一扭矩的差值大于或等于第一阈值，确定启动转向保护，转向保护用于减少终端设备的异常橫摆。
控制设备获取实际扭矩与第一扭矩之后，若实际扭矩与第一扭矩的差值大于或等于第一阈值，则确定启动转向保护。该转向保护用于减少终端设备的异常橫摆。
其中，该转向保护可以是图3所示实施例的方法，也可以是其他方式的转向保护方法，具体此处不做限定。
本申请实施例中，对于与转动部件数量相关参数(例如，扭矩、后续涉及的滑移率、轮速等)差值的情况有所不同。在一种可能实现的方式中，终端设备包括一个轴转动套件(例如，车辆包括2个车轮)的情况下，差值具体是一侧转动部件与另一侧转动部件的绝对差值。在另一种可能实现的方式中，终端设备包括两个轴转动套件(例如，车辆包括4个车轮)的情况下，差值具体是一侧转动部件的前后之和与另一侧转动部件前后之和之间的差值。
示例性的，上述车辆包括4个车轮的情况下，参数的差值可以通过公式四的方式获取。
公式四：f＝(f l+r l)-(f r+r r) ；
其中，f l表示左前车轮的参数、r l表示左后车轮的参数、f r表示右前车轮的参数、r r表示右后车轮的参数。
可以理解的是，上述公式四只是确定差值的一种示例，在实际应用中，还可以通过其他公式确定差值，例如，f＝f l-f r+r l-r r等，具体此处不做限定。
步骤704，基于差值确定调整量，调整量用于控制设备的橫摆状态。本步骤是可选地。
可选地，确定实际扭矩与第一扭矩的差值之后，还可以基于该差值确定用于控制设备橫摆状态的调整量。并使用该调整量对终端设备进行橫摆调整。
具体的，将差值输入PID控制器计算出调整量，并将该调整量反馈给主动转向执行器(或者例如，图1所示的转向系统132、电子控制单元138或整车控制器140等)进行调整。
本申请实施例中的调整量主要用于减少终端设备的异常橫摆。该调整量可以是转向角度的调整量，也可以是主动橫摆力矩等，具体此处不做限定。
本实施例中的各步骤之间的时序并不限定。例如，步骤701可以在步骤702之前，也可以在步骤702之后。具体此处不做限定。
在一种可能实现的方式中，本实施例的方法包括步骤701至步骤703。在另一种可能实现的方式中，本实施例的方法包括步骤701至步骤704。
本实施例中，通过引入扭矩差作为是否启动转向保护的触发条件，或者说将扭矩差作为主动转向激活的条件。尤其是在牵引力控制系统(Traction Control System，TCS)/防抱死刹车系统(Anti-lock Brake System，ABS)介入的场景。基于扭矩差与阈值作为是否启动转向保护的条件，可以提升转向保护触发时机的合理性。另外，对于装配有TCS/ABS的车辆，仅通过滑移率/轮速来检测非预期横摆是不足的，引入TCS/ABS介入产生的驱动/制动扭矩之差作为辅助激活判据，可以实现对非预期横摆更加准确的判定。并且，通过二者相结合的方式计算前馈控制量。可以有效对非预期横摆运动进行抑制，减轻反馈环节的负担。
另外，图7所示的扭矩差可以作为转向保护的触发条件，也可以作为转向保护的辅助触发条件。即转向保护的触发条件除了扭矩差之外，触发条件还可以包括第一转动部件与第二转动部件之间的参数差。该参数差包括以下一项或多项：滑移率差、轮速差等。
可以理解的是，图3所示实施例中异常橫摆的确定与上述触发条件类似。或者理解为，图7所示实施例所描述触发条件可以用于触发前述图3实施例的步骤。在图3所示的实施例中确定终端设备出现异常橫摆的条件包括多种情况。即若满足预设条件，控制设备确定终端设备出现异常橫摆。上述的预设条件包括以下一项或多项：
第一扭矩与第二扭矩的第二差值大于或等于第一阈值，终端设备还包括控速部件，控速部件用于操作者控制终端设备的运动速度，第一扭矩由操作者对控速部件的操作确定，第二扭矩为转动套件处的实际扭矩；也可以称为转向保护触发的判定逻辑2。
第一转动部件与第二转动部件的参数差值大于或等于第二阈值，参数差值包括滑移率差值，和/或转速差值。也可以称为转向保护触发的判定逻辑1。
本申请实施例中的判定逻辑1与判定逻辑2可以分开单独使用，也可以结合一起使用，具体此处不做限定。是对于装配TCS或ABS功能的车辆，若TCS与ABS功能已经触发，此时两侧车轮的滑移率差别可能不大，单纯以滑移率作为依据可能不足以判定主动转向功能的激活。因此，针对这种情况，根据同轴左右侧车轮的TCS/ABS介入扭矩，判断轮速差的绝对值是否大于给定的阈值。可以提升触发主动转向激活(即启动转向保护)的合理性。
下面结合图8对上述触发转向保护的判定逻辑1与判定逻辑2进行说明。对判定逻辑1和判定逻辑2，只要二者其中一个成立，即判定主动转向功能激活。
在判定逻辑1中，可以根据转动套件的轮速确定轮速差，并基于轮速差是否大于或等于第二阈值确定是否激活主动转向。也可以根据转动套件的车速与轮速确定滑移率差，并基于滑移率是否大于或等于第二阈值确定是否激活主动转向。换句话说，判定逻辑1中，若不能获取到准确的车速信息，也可以直接对左右侧车轮的轮速求差，并通过轮速差与第二阈值确定是否激活主动转向。
本申请实施例中，可以通过下述公式五计算滑移率。
公式五：
Figure PCTCN2022112448-appb-000004
其中，i为某个车轮，对于四轮车辆来说，i的取值范围为1-4；K i为滑移率，v xi为各个车轮轮心处的纵向速度，R是车轮半径，ω i是车轮的滚动角速度，当v xi＜Rω i时，车辆处于驱动工况，此时定义滑移率为正。当v xi＞Rω i时，车辆处于制动工况，此时定义滑移率为负。
可以理解的是，上述公式五只是计算滑移率的一种示例，在实际应用中，还可以通过其他公式确定滑移率，具体此处不做限定。
上述滑移率差、轮速差、扭矩差的具体计算公式可以通过前述公式二等方式获取，此处不做限定。
另外，本申请实施例提供了一种系统架构，该系统架构可以包括前述图3所示实施例、图7所示实施例以及图8所示实施例。请参阅图9，本申请实施例提供的一种系统架构。
该系统架构包括：判定逻辑1、判定逻辑2、前馈控制环节以及反馈控制环节1。可选地，该系统架构还可以包括反馈控制环节2。
其中，判定逻辑1与判定逻辑2可以参考前述图8所示实施例中的描述，前馈控制环节1，用于根据判定逻辑(1或2)中同轴左右侧的滑移率差、轮速差或扭矩差确定前馈调整量。
反馈控制环节1，用于在触发主动转向保护(或理解为，终端设备发生异常橫摆)的情况下，基于平均橫摆角速度(即异常橫摆下的第一横摆角速度)与实际横摆角速度的第一差值确定第一反馈调整量(即图3所示实施例中的调整量)。具体可以参考前述图3所示实施例中的调整量，此处不再赘述。
反馈控制环节2，主要用于根据终端设备的实际行驶方向与目标行驶方向之间的偏差确定第二反馈调整量。上述的反馈控制环节2是可选地。
可以理解的是，上述的调整量(例如，前馈调整量、第一反馈调整量、第二反馈调整量)可以应用于全线控转向的场景，也可以应用于电动助力转向系统(Electric Power Steering，EPS)系统场景等，具体此处不做限定。
其中，前馈调整量的获取可以如图10所示。基于判定逻辑1中的参数差(例如，车速差、滑移率差)与判定逻辑2中的扭矩差确定前馈控制环节中的前馈调整量。
具体的，在判定逻辑1中，计算扭矩差与第一阈值的差值并取绝对值后，进行归一化。在判定逻辑2中，计算参数差与第二阈值的差值并取绝对值后，进行归一化。将判定逻辑1与判定逻辑2中上述归一化的值输入仲裁及滤波模块。该仲裁及滤波模块可以基于某种规则(例如，选取二者中绝对值较大等)从两个归一化后的值中选取一个值。仲裁及滤波模块也可以对归一化后的两个值加权平均以得到一个值。并对该值进行低通滤波处理后得到前馈调整量。可以理解的是，上述仲裁及滤波模块如何基于两个判定逻辑确定前馈调整量的情况只是举例，在实际应用中，还可以有其他可能，具体此处不做限定。
另外，为了考虑到后续调整量的方向问题，上述的差值也可以不用取绝对值，即保留正负号。也可以再取绝对值之前，将正负作为后续调整量方向的确定方式等，具体此处不做限定。
可选地，也可以设置前馈系数，上述低通滤波处理后可以乘以前馈系数以得到前馈调整量。其中，该前馈系数可以根据实际需要设置，具体他此处不做限定。
通过这种方式，可以有效对异常橫摆进行抑制，减轻反馈环节的负担。即使没有反馈环节，该环节独立工作时也可以有效减小异常橫摆的程度，减轻驾驶员的操作负担及心理压力。
具体的，在反馈控制环节2中，先获取终端设备的实际行驶方向，再获取终端设备的目标行驶方向，并基于实际行驶方向与目标行驶方向之间的偏差确定第二反馈调整量。该第二反馈调整量用于控制终端设备的行驶方向与目标行驶方向差异小于某个范围或一致。实际行驶方向可以通过摄像头等传感器确定。目标行驶方向可以是通过地面上的方向指示等方式确定。反馈控制环节2的实现依赖于摄像头等传感器，通过车与路的相对位置信息，即侧向位移和航向角的偏差，根据预设的增益系数计算出使车辆保持在既有车道/行驶方向的第二反馈调整量(例如，横摆力矩)。该反馈控制环节2主要目的是提升车辆在具有异常橫摆趋势时，沿着既有的运动车道/行驶方向行驶的方向稳定性。
本实施例中，通过上述的前馈调整量和反馈调整量，在终端设备出现异常橫摆的情况下，可以对车辆的橫摆状态进行调整，以实现终端设备在在出现异常橫摆趋势的情况下，仍然可以有效地稳定行驶方向。
上面对本申请实施例中的控制方法进行了描述，下面对本申请实施例中的控制设备进行描述，请参阅图11，本申请实施例中控制设备的一个实施例包括：
获取单元1101，用于获取第一橫摆角速度，在终端设备出现异常横摆的情况下，第一橫摆角速度与第一时间段内终端设备的平均橫摆角速度相关，第一时间段早于异常橫摆的时刻，转动套件用于实现终端设备的运动；
获取单元1101，还用于获取终端设备在第一时刻的实际橫摆角速度，第一时刻晚于第一时间段的结束时刻；
确定单元1102，用于基于第一橫摆角速度与实际橫摆角速度的第一差值确定调整量，调整量用于减少异常横摆。
可选地，终端设备还包括转向部件，转向部件用于操作者控制终端设备的运动方向；在终端设备出现正常横摆的情况下，第一橫摆角速度与操作者对转向部件的操作相关。
可选地，终端设备包括转动套件，转动套件用于实现设备的运动，转动套件包括第一转动部件与第二转动部件，第一转动部件与第二转动部件同轴；确定单元1102，还用于若满足预设条件，则确定终端设备出现异常横摆；预设条件包括以下一项或多项：第一扭矩与第二扭矩的第二差值大于或等于第一阈值，终端设备还包括控速部件，控速部件用于操作者控制终端设备的运动速度，第一扭矩由操作者对控速部件的操作确定，第二扭矩为转动套件处的实际扭矩；第一转动部件与第二转动部件的参数差值大于或等于第二阈值，参数差值包括滑移率差值，和/或转速差值。
可选地，终端设备为车辆，转动套件包括车辆的一侧车轮与另一侧车轮。
本实施例中，控制设备中各单元所执行的操作与前述图1至图6、图8至图10所示实施例中描述的类似，此处不再赘述。
本实施例中，在车辆出现非预期横摆或异常横摆的情况下，通过在异常橫摆之前一段时间内车辆的平均橫摆角速度确定调整量，该调整量用于对车辆的转向进行反馈干预，以减少或抑制车辆的异常橫摆，进而提升车辆行驶的安全性与稳定性。
请参阅图12，本申请实施例中控制设备的另一个实施例包括：
获取单元1201，用于获取终端设备中转动套件的实际扭矩，转动套件用于实现终端设备的运动；
确定单元1202，用于基于操作者对于终端设备中控速部件的操作确定第一扭矩，控速部件用于操作者控制终端设备的运动速度；
确定单元1202，用于若实际扭矩与第一扭矩的差值大于或等于第一阈值，确定启动转向保护，转向保护用于减少终端设备的异常橫摆。
可选地，确定单元1202，还用于基于差值确定调整量，调整量用于控制终端设备的橫摆状态。
可选地，终端设备为车辆，转动套件包括车辆的一侧车轮与另一侧车轮。
本实施例中，控制设备中各单元所执行的操作与前述图1至图5、图7至图10所示实施例中描述的类似，此处不再赘述。
本实施例中，通过引入扭矩差作为是否启动转向保护的触发条件，或者说将扭矩差作为主动转向激活的条件。尤其是在牵引力控制系统(Traction Control System，TCS)/防抱死刹车系统(Anti-lock Brake System，ABS)介入的场景。基于扭矩差与阈值作为是否启动转向保护的条件，可以提升转向保护触发时机的合理性。另外，对于装配有TCS/ABS的车辆，仅通过滑移率/轮速来检测非预期横摆是不足的，引入TCS/ABS介入产生的驱动/制动扭矩之差作为辅助激活判据，可以实现对非预期横摆更加准确的判定。并且，通过二者相结合的方式计算前馈控制量。可以有效对非预期横摆运动进行抑制，减轻反馈环节的负担。
参阅图13，本申请提供的另一种控制设备的结构示意图。该控制设备可以包括处理器1301、存储器1302和通信端口1303。该处理器1301、存储器1302和通信端口1303通过线路互联。其中，存储器1302中存储有程序指令和数据。
存储器1302中存储了前述图1至图7所示对应的实施方式中，由控制设备执行的步骤对应的程序指令以及数据。
处理器1301，用于执行前述图1至图7所示实施例中任一实施例所示的由控制设备执行的步骤。
通信端口1303可以用于进行数据的接收和发送，用于执行前述图1至图7所示实施例中任一实施例中与获取、发送、接收相关的步骤。
一种实现方式中，控制设备可以包括相对于图13更多或更少的部件，本申请对此仅仅是示例性说明，并不作限定。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统，装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统，装置和方法，可以通过 其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
所述集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，read-only memory)、随机存取存储器(RAM，random access memory)、磁碟或者光盘等各种可以存储程序代码的介质。

Claims (18)

  1. 一种控制方法，其特征在于，所述方法包括：
    获取第一橫摆角速度，在终端设备出现异常横摆的情况下，所述第一橫摆角速度与第一时间段内所述终端设备的平均橫摆角速度相关，所述第一时间段早于所述异常橫摆的时刻；
    获取所述终端设备在第一时刻的实际橫摆角速度，所述第一时刻晚于所述第一时间段的结束时刻；
    基于所述第一橫摆角速度与所述实际橫摆角速度的第一差值确定调整量，所述调整量用于减少所述异常横摆。
  2. 根据权利要求1所述的方法，其特征在于，所述终端设备还包括转向部件，所述转向部件用于操作者控制所述终端设备的运动方向；在所述终端设备出现正常横摆的情况下，所述第一橫摆角速度与所述操作者对所述转向部件的操作相关。
  3. 根据权利要求1或2所述的方法，其特征在于，所述终端设备包括转动套件，所述转动套件用于实现所述终端设备的运动，所述转动套件包括第一转动部件与第二转动部件，所述第一转动部件与所述第二转动部件同轴，所述方法还包括：
    若满足预设条件，则确定所述终端设备出现所述异常横摆；
    所述预设条件包括以下一项或多项：
    第一扭矩与第二扭矩的第二差值大于或等于第一阈值，所述终端设备还包括控速部件，所述控速部件用于操作者控制所述终端设备的运动速度，所述第一扭矩由所述操作者对所述控速部件的操作确定，所述第二扭矩为所述转动套件处的实际扭矩；
    所述第一转动部件与所述第二转动部件的参数差值大于或等于第二阈值，所述参数差值包括滑移率差值，和/或转速差值。
  4. 根据权利要求1至3中任一项所述的方法，其特征在于，所述终端设备为车辆，所述转动套件包括所述车辆的一侧车轮与另一侧车轮。
  5. 一种控制方法，其特征在于，所述方法应用于含有转动套件与控速控件的终端设备，所述转动套件用于实现所述终端设备的运动，所述控速部件用于操作者控制所述终端设备的运动速度，所述方法包括：
    获取所述转动套件的实际扭矩；
    基于所述操作者对于所述控速部件的操作确定第一扭矩；
    若所述实际扭矩与所述第一扭矩的差值大于或等于第一阈值，确定启动转向保护，所述转向保护用于减少所述终端设备的异常橫摆。
  6. 根据权利要求5所述的方法，其特征在于，所述方法还包括：
    基于所述差值确定调整量，所述调整量用于控制所述终端设备的橫摆状态。
  7. 根据权利要求5或6所述的方法，其特征在于，所述终端设备为车辆，所述转动套件包括所述车辆的一侧车轮与另一侧车轮。
  8. 一种控制设备，其特征在于，所述控制设备包括：
    获取单元，用于获取第一橫摆角速度，在终端设备出现异常横摆的情况下，所述第一橫摆角速度与第一时间段内所述终端设备的平均橫摆角速度相关，所述第一时间段早于所述异常橫摆的时刻；
    所述获取单元，还用于获取所述终端设备在第一时刻的实际橫摆角速度，所述第一时刻晚于所述第一时间段的结束时刻；
    确定单元，用于基于所述第一橫摆角速度与所述实际橫摆角速度的第一差值确定调整量，所述调整量用于减少所述异常横摆。
  9. 根据权利要求8所述的控制设备，其特征在于，所述终端设备还包括转向部件，所述转向部件用于操作者控制所述终端设备的运动方向；在所述终端设备出现正常横摆的情况下，所述第一橫摆角速度与所述操作者对所述转向部件的操作相关。
  10. 根据权利要求8或9所述的控制设备，其特征在于，所述终端设备包括转动套件，所述转动套件用于实现所述终端设备的运动，所述转动套件包括第一转动部件与第二转动部件，所述第一转动部件与所述第二转动部件同轴；
    所述确定单元，还用于若满足预设条件，则确定所述终端设备出现所述异常横摆；
    所述预设条件包括以下一项或多项：
    第一扭矩与第二扭矩的第二差值大于或等于第一阈值，所述终端设备还包括控速部件，所述控速部件用于操作者控制所述终端设备的运动速度，所述第一扭矩由所述操作者对所述控速部件的操作确定，所述第二扭矩为所述转动套件处的实际扭矩；
    所述第一转动部件与所述第二转动部件的参数差值大于或等于第二阈值，所述参数差值包括滑移率差值，和/或转速差值。
  11. 根据权利要求8至10中任一项所述的控制设备，其特征在于，所述终端设备为车辆，所述转动套件包括所述车辆的一侧车轮与另一侧车轮。
  12. 一种控制设备，其特征在于，所述控制设备包括：
    获取单元，用于获取终端设备中转动套件的实际扭矩，所述转动套件用于实现所述终端设备的运动；
    确定单元，用于基于所述操作者对于所述终端设备中控速部件的操作确定第一扭矩，所述控速部件用于操作者控制所述终端设备的运动速度；
    所述确定单元，用于若所述实际扭矩与所述第一扭矩的差值大于或等于第一阈值，确定启动转向保护，所述转向保护用于减少所述终端设备的异常橫摆。
  13. 根据权利要求12所述的控制设备，其特征在于，所述确定单元，还用于基于所述差值确定调整量，所述调整量用于控制所述终端设备的橫摆状态。
  14. 根据权利要求12或13所述的控制设备，其特征在于，所述终端设备为车辆，所述转动套件包括所述车辆的一侧车轮与另一侧车轮。
  15. 一种车辆，其特征在于，所述车辆包括如权利要求8至14中任一项所述的控制设备。
  16. 一种控制设备，其特征在于，包括：处理器，所述处理器与存储器耦合，所述存储器用于存储程序或指令，当所述程序或指令被所述处理器执行时，使得所述控制设备执行如权利要求1至4中任一项所述的方法，或者使得所述控制设备执行如权利要求5至7中任一项所述的方法。
  17. 一种计算机存储介质，其特征在于，包括计算机指令，当所述计算机指令在控制设备上运行时，使得所述控制设备执行如权利要求1至7中任一项所述的方法。
  18. 一种计算机程序产品，其特征在于，当所述计算机程序产品在计算机上运行时，使得 所述计算机执行如权利要求1至7中任一项所述的方法。
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