CN111169472A - Vehicle active safety control method and device and vehicle - Google Patents
Vehicle active safety control method and device and vehicle Download PDFInfo
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- CN111169472A CN111169472A CN201811348218.0A CN201811348218A CN111169472A CN 111169472 A CN111169472 A CN 111169472A CN 201811348218 A CN201811348218 A CN 201811348218A CN 111169472 A CN111169472 A CN 111169472A
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- 238000005516 engineering process Methods 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 238000011160 research Methods 0.000 description 2
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Classifications
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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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- 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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a vehicle active safety control method and device, and a vehicle, wherein the device comprises a memory and a processor, and the processor is used for executing instructions stored in the memory to realize the following method: calculating the predicted collision time of the running vehicle and a target object at the front end of the running vehicle, and judging whether the predicted collision time is smaller than a set first collision time threshold value: if the collision time is less than the set first collision time threshold, entering an active safety mode: and calculating motor feedback torque, and braking according to the calculated motor feedback torque. The situation that the braking force is not matched with the current vehicle running speed is avoided, and the problem that the braking feeling is poor due to the fact that the driving braking force is not matched with the vehicle speed when the existing vehicle is actively and safely controlled is solved.
Description
Technical Field
The invention belongs to the technical field of automobile safety, and particularly relates to a vehicle active safety control method and device and a vehicle.
Background
With the development of automobile safety technology, the center of gravity is gradually turned from passive safety to active safety. Technologies such as automatic emergency braking become key technologies for avoiding a collision or reducing a collision damage, and various automobile manufacturers, research institutions, and the like have invested much effort in research. In the prior art, a vehicle emergency braking method is often used for carrying out emergency braking according to a calculated predicted collision time between a running vehicle and a front end target object of the running vehicle so as to ensure running safety, but situations that the braking force of the vehicle influencing normal driving is not matched with the current vehicle running speed easily occur, for example, the vehicle body is unstable due to overlarge braking force, and the braking feeling is poor.
Disclosure of Invention
The invention aims to provide a vehicle active safety control method and device and a vehicle, which are used for solving the problem of poor brake feeling caused by mismatching of driving brake force and vehicle speed when the conventional vehicle is subjected to active safety control.
In order to solve the technical problems, the technical scheme of the invention is as follows:
the invention provides an active safety control method for a vehicle, which comprises the following steps:
calculating the predicted collision time of the running vehicle and a target object at the front end of the running vehicle, and judging whether the predicted collision time is smaller than a set first collision time threshold value:
if the collision time is less than the set first collision time threshold, entering an active safety mode: calculating motor feedback torque, and braking according to the calculated motor feedback torque;
wherein, calculating the motor feedback torque comprises: the method comprises the steps of obtaining or solving the minimum value of the maximum feedback torque allowed by a motor controller, the maximum torque allowed by external characteristics of a motor and the maximum feedback power allowed by a power system, obtaining the torque value of the current motor rotating speed in the corresponding relation of the preset motor rotating speed and the feedback torque, and taking the smaller value of the minimum value and the torque value as the motor feedback torque.
Has the advantages that:
according to the invention, the predicted collision time of the running vehicle and the front end target object of the vehicle is compared with the set first collision time threshold, when the predicted collision time is smaller than the set first collision time threshold, the active safety mode is entered, and braking is carried out according to the calculated motor feedback torque, so that the situation that the braking force is not matched with the current running speed of the vehicle is avoided, and the problem that the braking feeling is poor due to the fact that the running braking force is not matched with the vehicle speed when the existing vehicle is subjected to active safety control is solved.
As a further improvement of the method, the method further comprises the steps of acquiring vehicle speed information of the vehicle, and calculating the predicted collision time between the running vehicle and the front end target object of the running vehicle when the vehicle speed is greater than a set vehicle speed threshold; the situation that starting is difficult under the condition of low-speed running is avoided.
As a further improvement of the method, after braking is carried out according to the calculated motor feedback torque, the predicted collision time is obtained again and compared with the set second collision time threshold, if the predicted collision time is less than or equal to the set second collision time threshold, the active safety mode is entered again, and if the predicted collision time is greater than the set second collision time threshold, the active safety mode is exited; setting the second collision time threshold value to be larger than the first collision time threshold value; the safety performance of the vehicle is increased.
As a further improvement of the method, under the condition that the collision time is less than the set first collision time threshold, if the ABS system works, the active safety mode is exited; when the ABS system works, the motor is not allowed to have regenerative braking, and the safety of the vehicle is influenced.
As a further improvement of the method, when braking is carried out according to the calculated motor feedback torque, the brake lamp is controlled to be lightened; the driving safety of the rear vehicle is guaranteed.
The invention also provides a vehicle active safety control device, which comprises a memory and a processor, wherein the processor is used for executing the instructions stored in the memory to realize the method.
Has the advantages that:
according to the invention, the predicted collision time of the running vehicle and the front end target object of the vehicle is compared with the set first collision time threshold, when the predicted collision time is smaller than the set first collision time threshold, the active safety mode is entered, and braking is carried out according to the calculated motor feedback torque, so that the situation that the braking force is not matched with the current running speed of the vehicle is avoided, and the problem that the braking feeling is poor due to the fact that the running braking force is not matched with the vehicle speed when the existing vehicle is subjected to active safety control is solved.
The invention also provides a vehicle which comprises a vehicle body and a vehicle active safety control device arranged on the vehicle body, wherein the vehicle active safety control device comprises a processor and a memory, and the processor is used for executing instructions stored in the memory to realize the method.
Has the advantages that:
according to the invention, the predicted collision time of the running vehicle and the front end target object of the vehicle is compared with the set first collision time threshold, when the predicted collision time is smaller than the set first collision time threshold, the active safety mode is entered, and braking is carried out according to the calculated motor feedback torque, so that the situation that the braking force is not matched with the current running speed of the vehicle is avoided, and the problem that the braking feeling is poor due to the fact that the running braking force is not matched with the vehicle speed when the existing vehicle is subjected to active safety control is solved.
Drawings
FIG. 1 is a schematic structural diagram of an active safety control device of a vehicle according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a vehicle active safety control method according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.
Vehicle embodiment of the invention:
as shown in fig. 1, the vehicle active safety control device includes an intelligent driving early warning system mobility adopting CAN network communication, a vehicle control unit VCU, a motor controller MCU and an anti-lock braking system ABS. The vehicle active safety control device also comprises a brake lamp, and the VCU of the vehicle controller controls the brake lamp by a hard wire. The intelligent driving early warning system mobility is used for detecting a front vehicle and calculating the collision time with the front vehicle in the current state. The VCU is used for judging whether the vehicle running mode is converted into an active safety mode or not, and calculating a feedback torque value required by motor feedback braking after the VCU enters the active safety mode. The motor controller MCU is used for responding to a torque request sent by the VCU of the vehicle controller and controlling the torque output of the motor. Anti-lock braking systems ABS are used to prevent tires from locking during emergency braking of the vehicle. The brake lamp is turned on when the vehicle active safety control device brakes, and is used for reminding a rear vehicle and preventing the rear vehicle from rear-end collision.
During the running process of the vehicle, the vehicle active safety control device operates to realize the method steps shown in fig. 2, and the specific steps are as follows:
1) the intelligent driving early warning system mobility judges whether the current vehicle speed is greater than a set vehicle speed threshold value or not by acquiring a vehicle speed signal sent by the vehicle control unit, and if the current vehicle speed is greater than the set vehicle speed threshold value, the step 2) is carried out. This step is to prevent the vehicle from stopping and failing to start normally when the vehicle is running at a low speed and if an object is detected in front of the vehicle, the vehicle speed threshold may be set according to the driving habits of the driver, for example, 30 km/h.
2) And (3) detecting whether a target object exists in the front by the intelligent driving early warning system mobility, and if the target object exists in the front, performing the step 3).
3) Shooting a front video through a camera of the intelligent driving early warning system mobility, carrying out graphic processing, calculating the relative speed with a front target, and finally calculating the predicted collision time with the front target; step 4) is performed. When the first collision time threshold is set, if the set value is too large, the vehicle and the front target object are braked and stopped when a long distance exists between the vehicle and the front target object; if the set value is too small, a rear-end collision is likely to occur.
4) And the VCU of the vehicle controller judges whether the ABS is in a working state or not, and if not, the VCU enters an active safety mode to perform the step 5). Here, when the ABS is in an operating state, the ABS is not allowed to allow regenerative braking of the motor, so that when the ABS is in an operating state, if the ABS enters an active safety mode, the safety performance of the vehicle may be affected. In other words, if the ABS system is operating, the active security mode is exited.
5) And entering an active safety mode, wherein the VCU does not respond to signals of a brake pedal and an accelerator pedal.
6) After the vehicle enters the active safety mode, the VCU calculates a motor feedback torque value required by vehicle braking. The maximum feedback torque allowed by a motor controller, the maximum torque allowed by external characteristics of a motor and the maximum feedback power allowed by a power system are obtained; and the VCU compares the values and takes the minimum value as a first feedback torque value. A feedback torque curve calculated according to the rotating speed of the motor is preset in a VCU program of the vehicle controller, a feedback torque value calculated through the preset feedback torque curve is the second feedback torque value, the first feedback torque value and the second feedback torque value are compared, and the minimum value is taken as the final feedback torque value of the motor.
7) After the final motor feedback torque value is obtained, the motor controller MCU responds to the feedback torque requirement of the VCU of the vehicle controller, controls the motor feedback brake and reduces the vehicle speed. The brake lamp is turned on during braking, and the brake lamp needs to be turned on at the moment to remind a vehicle behind to decelerate because the vehicle decelerates obviously. Preventing rear-end collision.
8) Braking according to the calculated motor feedback torque, acquiring the predicted collision time again through the intelligent driving early warning system mobility, comparing the predicted collision time with a set second collision time threshold, and if the predicted collision time is less than or equal to the set second collision time threshold, entering the active safety mode again; and if the collision time is larger than the set second collision time threshold, the active safety mode is exited. When the second collision time threshold is set, the second collision time threshold is required to be set to be larger than the first collision time threshold, so that the vehicle is prevented from being frequently switched between the active safety mode and the inactive safety mode.
The embodiment of the vehicle active safety control device comprises:
the vehicle active safety control device comprises an intelligent driving early warning system mobility adopting CAN network communication, a vehicle control unit VCU, a motor controller MCU and an anti-lock braking system ABS. The vehicle active safety control device also comprises a brake lamp, and the VCU of the vehicle controller controls the brake lamp by a hard wire. The intelligent driving early warning system mobility is used for detecting a front vehicle and calculating the collision time with the front vehicle in the current state. The VCU is used for judging whether the vehicle running mode is converted into an active safety mode or not, and calculating a feedback torque value required by motor feedback braking after the VCU enters the active safety mode. The motor controller MCU is used for responding to a torque request sent by the VCU of the vehicle controller and controlling the torque output of the motor. Anti-lock braking systems ABS are used to prevent tires from locking during emergency braking of the vehicle. The brake lamp is turned on when the vehicle active safety control device brakes, and is used for reminding a rear vehicle and preventing the rear vehicle from rear-end collision.
The specific working process is given in the above vehicle embodiment, and is not described herein again.
The embodiment of the vehicle active safety control method comprises the following steps:
the specific steps of the vehicle operation are as follows:
1) the intelligent driving early warning system mobility judges whether the current vehicle speed is greater than a set vehicle speed threshold value or not by acquiring a vehicle speed signal sent by the vehicle control unit, and if the current vehicle speed is greater than the set vehicle speed threshold value, the step 2) is carried out. This step is to prevent the vehicle from stopping and failing to start normally when the vehicle is running at a low speed and if an object is detected in front of the vehicle, the vehicle speed threshold may be set according to the driving habits of the driver, for example, 30 km/h.
2) And (3) detecting whether a target object exists in the front by the intelligent driving early warning system mobility, and if the target object exists in the front, performing the step 3).
3) Shooting a front video through a camera of the intelligent driving early warning system mobility, carrying out graphic processing, calculating the relative speed with a front target, and finally calculating the predicted collision time with the front target; step 4) is performed. When the first collision time threshold is set, if the set value is too large, the vehicle and the front target object are braked and stopped when a long distance exists between the vehicle and the front target object; if the set value is too small, a rear-end collision is likely to occur.
4) And the VCU of the vehicle controller judges whether the ABS is in a working state or not, and if not, the VCU enters an active safety mode to perform the step 5). Here, when the ABS is in an operating state, the ABS is not allowed to allow regenerative braking of the motor, so that when the ABS is in an operating state, if the ABS enters an active safety mode, the safety performance of the vehicle may be affected. In other words, if the ABS system is operating, the active security mode is exited.
5) And entering an active safety mode, wherein the VCU does not respond to signals of a brake pedal and an accelerator pedal.
6) After the vehicle enters the active safety mode, the VCU calculates a motor feedback torque value required by vehicle braking. The maximum feedback torque allowed by a motor controller, the maximum torque allowed by external characteristics of a motor and the maximum feedback power allowed by a power system are obtained; and the VCU compares the values and takes the minimum value as a first feedback torque value. A feedback torque curve calculated according to the rotating speed of the motor is preset in a VCU program of the vehicle controller, a feedback torque value calculated through the preset feedback torque curve is the second feedback torque value, the first feedback torque value and the second feedback torque value are compared, and the minimum value is taken as the final feedback torque value of the motor.
7) After the final motor feedback torque value is obtained, the motor controller MCU responds to the feedback torque requirement of the VCU of the vehicle controller, controls the motor feedback brake and reduces the vehicle speed. The brake lamp is turned on during braking, and the brake lamp needs to be turned on at the moment to remind a vehicle behind to decelerate because the vehicle decelerates obviously. Preventing rear-end collision.
8) Braking according to the calculated motor feedback torque, acquiring the predicted collision time again through the intelligent driving early warning system mobility, comparing the predicted collision time with a set second collision time threshold, and if the predicted collision time is less than or equal to the set second collision time threshold, entering the active safety mode again; and if the collision time is larger than the set second collision time threshold, the active safety mode is exited. When the second collision time threshold is set, the second collision time threshold is required to be set to be larger than the first collision time threshold, so that the vehicle is prevented from being frequently switched between the active safety mode and the inactive safety mode.
Claims (7)
1. An active safety control method for a vehicle, comprising the steps of:
calculating the predicted collision time of the running vehicle and a target object at the front end of the running vehicle, and judging whether the predicted collision time is smaller than a set first collision time threshold value:
if the collision time is less than the set first collision time threshold, entering an active safety mode: calculating motor feedback torque, and braking according to the calculated motor feedback torque;
wherein, calculating the motor feedback torque comprises: the method comprises the steps of obtaining or solving the minimum value of the maximum feedback torque allowed by a motor controller, the maximum torque allowed by external characteristics of a motor and the maximum feedback power allowed by a power system, obtaining the torque value of the current motor rotating speed in the corresponding relation of the preset motor rotating speed and the feedback torque, and taking the smaller value of the minimum value and the torque value as the motor feedback torque.
2. The active safety control method for the vehicle according to claim 1, further comprising obtaining vehicle speed information of the vehicle, and recalculating the predicted collision time of the running vehicle with the front end target object of the running vehicle if the vehicle speed is greater than a set vehicle speed threshold.
3. The active safety control method of vehicle according to claim 2, wherein after braking according to the calculated motor feedback torque, the predicted collision time is obtained again and compared with the set second collision time threshold, if the predicted collision time is less than or equal to the set second collision time threshold, the active safety mode is re-entered, and if the predicted collision time is greater than the set second collision time threshold, the active safety mode is exited; the second time-to-collision threshold is set to be greater than the first time-to-collision threshold.
4. The active safety control method for vehicle of claim 3, wherein in case the collision time is less than the set first collision time threshold, if the ABS system is operated, the active safety mode is exited.
5. The active safety control method for vehicle of claim 4, wherein the brake lamp is controlled to be turned on when braking is performed based on the calculated motor back-torque.
6. An active safety control device for a vehicle, comprising a memory and a processor for executing instructions stored in the memory to implement the method of any one of claims 1-5.
7. A vehicle comprising a vehicle body, further comprising a vehicle active safety control device disposed on the vehicle body, the vehicle active safety control device comprising a processor and a memory, the processor for executing instructions stored in the memory to implement the method of any of claims 1-5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811348218.0A CN111169472A (en) | 2018-11-13 | 2018-11-13 | Vehicle active safety control method and device and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811348218.0A CN111169472A (en) | 2018-11-13 | 2018-11-13 | Vehicle active safety control method and device and vehicle |
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| CN111169472A true CN111169472A (en) | 2020-05-19 |
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| CN201811348218.0A Pending CN111169472A (en) | 2018-11-13 | 2018-11-13 | Vehicle active safety control method and device and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113085821A (en) * | 2021-04-28 | 2021-07-09 | 江铃汽车股份有限公司 | Short braking control method of front collision early warning system |
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2018
- 2018-11-13 CN CN201811348218.0A patent/CN111169472A/en active Pending
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| EP1127728A2 (en) * | 2000-02-21 | 2001-08-29 | Nissan Motor Company, Limited | Control of incompatible torque requests in vehicle speed control |
| CN103183026A (en) * | 2011-12-31 | 2013-07-03 | 上海汽车集团股份有限公司 | Energy feedback control method of hybrid power vehicle |
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Application publication date: 20200519 |