Vehicle control method and device

Abstract

The invention discloses a vehicle control method and device, and relates to the technical field of vehicle control, the method comprises the following steps: vehicle operation parameters are obtained, the vehicle operation parameters are used for indicating the state of a first vehicle during operation, and the vehicle operation parameters comprise the wheel speed of each wheel in the first vehicle and the steering angle of a steering wheel; under the condition that the first vehicle has the slip event, determining a slip type corresponding to the slip event based on the wheel speed and the steering wheel angle; obtaining a torque distribution result based on the slip type, wherein the torque distribution result is used for indicating the adjustment of the torque of each wheel in the first vehicle; and controlling the first vehicle to recover from the slip state to the stable driving state based on the torque distribution result. The torque distribution scheme can be provided in a targeted mode according to the corresponding slip type when the vehicle slips, and the vehicle is controlled to recover from the slip state to the stable driving state in time.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle control technology, and in particular, to a vehicle control method and device. Background Art

[0002] When a vehicle is driving, if the road is slippery or the tires have insufficient adhesion to the road, skidding may occur. Skidding not only affects the driving stability of the vehicle, but may also cause safety accidents.

[0003] In the related art, a variety of sensors are installed on the vehicle to monitor the vehicle's driving status and road conditions to analyze in real time whether the vehicle is skidding, and when a skidding event occurs, the vehicle is decelerated or braking force is applied to the wheels to restore the stability of the vehicle.

[0004] However, the above-mentioned method relies on the response speed and computing power of the vehicle system, and a unified measure is usually adopted when a skidding event occurs, which is not effective in controlling the stability of the vehicle when dealing with complex skidding situations. Summary of the invention

[0005] The embodiment of the present application provides a vehicle control method and device, which can provide a torque distribution scheme according to the corresponding slip type when the vehicle slips, and control the vehicle to recover from the slip state to the stable driving state in time. The technical scheme is as follows:

[0006] In one aspect, a vehicle control method is provided, the method comprising:

[0007] Acquire vehicle operation parameters, where the vehicle operation parameters are used to indicate the state of the first vehicle during operation, and the vehicle operation parameters include a wheel speed and a steering wheel angle of each wheel in the first vehicle;

[0008] In the case where a skidding event occurs in the first vehicle, determining a skidding type corresponding to the skidding event based on the wheel speed and the steering wheel angle;

[0009] acquiring a torque distribution result based on the slip type, wherein the torque distribution result is used to indicate adjustment of torque of each wheel in the first vehicle;

[0010] The first vehicle is controlled to recover from a slipping state to a stable driving state based on the torque distribution result.

[0011] In another aspect, a vehicle control device is provided, the device comprising:

[0012] a parameter acquisition module, used for acquiring vehicle operation parameters, wherein the vehicle operation parameters are used for indicating the state of the first vehicle during operation, and the vehicle operation parameters include the wheel speed and steering wheel angle of each wheel in the first vehicle;

[0013] a skidding type determination module, configured to determine, when a skidding event occurs in the first vehicle, a skidding type corresponding to the skidding event based on the wheel speed and the steering wheel angle;

[0014] a torque distribution determination module, configured to obtain a torque distribution result based on the slip type, wherein the torque distribution result is used to indicate adjustment of torque of each wheel in the first vehicle;

[0015] A control module is used to control the first vehicle to recover from a slipping state to a stable driving state based on the torque distribution result.

[0016] In an optional embodiment, the slip type determination module is further used to determine a steering threshold based on the steering wheel angle, and the steering threshold is used to eliminate the influence on the judgment of the slip type when a steering event occurs in the first vehicle; obtain a preset threshold set, and the threshold set includes a first threshold and a second threshold, and the first threshold and the second threshold are used to divide the wheel speed interval to determine the slip type, and the wheel speed interval refers to the interval to which the wheel speed belongs; determine a third threshold based on the sum of the steering threshold and the first threshold; determine the slip type corresponding to the slip event based on the size relationship between the wheel speed and the second threshold and the third threshold.

[0017] In an optional embodiment, the vehicle operating parameters include a driving mode of the first vehicle;

[0018] The slip type determination module is also used to obtain a steering wheel mapping threshold table, wherein the steering wheel mapping threshold table corresponds to the corresponding relationship between the steering wheel angle, the driving mode and the steering threshold; and determine the steering threshold from the steering wheel mapping threshold table based on the driving mode and the steering wheel angle.

[0019] In an optional embodiment, the wheel speed includes an average front wheel speed and an average rear wheel speed;

[0020] The slip type determination module is further used to determine that the slip type is a first type in response to the difference between the average speed of the front wheels and the average speed of the rear wheels reaching the third threshold, and the first type means that the front wheels of the first vehicle slip; or, in response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching the second threshold, determine that the slip type is a second type, and the second type means that the rear wheels of the first vehicle slip; or, in response to the difference between the average speed of the front wheels and the average speed of the rear wheels not reaching the third threshold, and the difference between the average speed of the rear wheels and the average speed of the front wheels not reaching the second threshold, determine that the slip type is a third type, and the third type means that both the front and rear wheels of the first vehicle slip at the same time.

[0021] In an optional embodiment, the vehicle operating parameters include a driving mode of the first vehicle;

[0022] The torque distribution determination module is also used to obtain a torque change rate in response to the slip type corresponding to the slip event being the first type or the second type, and the duration of the slip event reaching a preset duration threshold, and the torque change rate is used to indicate the amplitude of the torque adjustment of each wheel in the first vehicle; wherein the first type refers to the slip of the front wheels of the first vehicle, and the second type refers to the slip of the rear wheels of the first vehicle; obtain a preset torque distribution mapping table, and the torque distribution mapping table contains a corresponding relationship between the slip type, the driving mode and the torque distribution ratio; determine the corresponding first torque distribution ratio from the torque distribution mapping table based on the driving mode and the slip type; determine the torque distribution result based on the first torque distribution ratio, and the torque distribution result includes the torque size allocated to each wheel in the first vehicle.

[0023] In an optional embodiment, the torque distribution determination module is also used to collect the slip rate of the first vehicle when the slip type corresponding to the slip event is the first type or the second type, and the slip rate is used to determine the total torque when distributing torque to each wheel in the first vehicle; the torque distribution result is determined based on the total torque corresponding to the slip rate and the first torque distribution ratio.

[0024] In an optional embodiment, the torque distribution determination module is further used to obtain a second torque distribution ratio based on the third type in response to the slip type corresponding to the slip event being a third type; wherein the third type refers to the front wheels and rear wheels of the first vehicle slipping at the same time; collect the slip rate of the first vehicle, and the slip rate is used to determine the total torque when distributing torque to each wheel in the first vehicle; and determine the torque distribution result based on the total torque corresponding to the slip rate and the second torque distribution ratio.

[0025] In an optional embodiment, the torque distribution determination module is also used to determine the proportional adjustment weight corresponding to each wheel based on the wheel speed of each wheel in the first vehicle; adjust the second torque distribution ratio based on the proportional adjustment weight to obtain a third torque distribution ratio; and determine the torque distribution result based on the total torque corresponding to the slip rate and the third torque distribution ratio.

[0026] In an optional embodiment, the vehicle operating parameter indicates that the driving mode of the first vehicle is a first driving mode;

[0027] The control module is also used to obtain a first torque distribution range based on the first driving mode, and the first torque distribution range is used to indicate the range of adjustment of the torque of each wheel of the first vehicle under the first driving mode; in response to the torque distribution result belonging to the first torque distribution range, the first vehicle is controlled based on the torque distribution result; in response to the torque distribution result not belonging to the first torque distribution range, the first vehicle is controlled based on a second driving mode, and the second driving mode is different from the first driving mode.

[0028] On the other hand, a computer device is provided, which includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set are loaded and executed by the processor to implement a vehicle control method as described in any of the above-mentioned embodiments of the present application.

[0029] On the other hand, a computer-readable storage medium is provided, in which at least one instruction, at least one program, a code set or an instruction set is stored, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to implement a vehicle control method as described in any of the above-mentioned embodiments of the present application.

[0030] On the other hand, a computer program product or a computer program is provided, the computer program product or the computer program comprising computer instructions, the computer instructions being stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle control method described in any of the above embodiments.

[0031] The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least:

[0032] It can analyze whether the vehicle has a skidding event and the corresponding skidding type through the wheel speed and steering wheel angle information collected during vehicle operation, and automatically select the most appropriate vehicle control strategy according to the skidding type. In other words, it determines the specific distribution method of torque adjustment for each wheel of the vehicle according to the skidding type, thereby achieving precise control of the vehicle, effectively improving the vehicle's handling effect when dealing with skidding events, helping the vehicle to restore stability as soon as possible, and reducing the probability of safety accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0034] Figure 1 is a schematic diagram of a vehicle control system provided by an exemplary embodiment of the present application;

[0035] Figure 2 is a flow chart of a vehicle control method provided by an exemplary embodiment of the present application;

[0036] Figure 3 is a structural block diagram of a vehicle control device provided by an exemplary embodiment of the present application;

[0037] Figure 4 It is a structural block diagram of a computer device provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0038] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0039] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0040] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0041] It should be noted that the information and data involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0042] It should be understood that, although the terms first, second, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first parameter may also be referred to as the second parameter, and similarly, the second parameter may also be referred to as the first parameter. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0043] First, a brief introduction is given to the terms involved in the embodiments of this application:

[0044] Torque: Also known as torque, it is a concept in physics that describes the ability of a force to produce a rotational effect on an object. In automotive engineering, torque specifically refers to the rotational moment on the engine output shaft and is a parameter that measures engine performance. The functions of torque in automobiles are as follows: (1) Acceleration performance: The greater the torque, the more power the engine can provide at low speeds, which helps the vehicle accelerate quickly from a standstill; (2) Climbing ability: A high-torque engine can provide more power when climbing a slope or towing a heavy object, etc.

[0045] In the present application, by adjusting the torque output to each wheel, when the vehicle slips, the torque output to the slipping wheels is reduced, and the torque output to the non-slipping wheels is increased, thereby ensuring the stability of the vehicle and getting out of the slipping state, wherein the specific torque distribution result is determined based on the slip type corresponding to the slip situation.

[0046] Slip ratio: Slip ratio is a parameter that describes the degree of slippage when the vehicle tire contacts the road during driving. It is usually used to measure the friction between the vehicle tire and the road, and is an important indicator in the dynamic stability analysis of the vehicle. The slip ratio calculation formula is as follows: Slip ratio = (actual tire driving distance - theoretical tire rolling distance) / theoretical tire rolling distance.

[0047] Among them, the actual driving distance of the tire refers to the actual distance the vehicle moves within a certain period of time; the theoretical rolling distance of the tire refers to the driving distance calculated according to the circumference of the tire if the tire does not slip.

[0048] The slip ratio value usually ranges from 0 to 1, where a slip ratio of 0 means that the tire does not slip and the vehicle moves completely according to the rolling of the tire; a slip ratio of 1 means that the tire slips completely and does not provide any forward force.

[0049] In vehicle control systems, slip ratio is a key monitoring parameter because it is directly related to the vehicle's traction, braking effect, and handling stability. For example, too high a slip ratio may cause the vehicle to lose control, especially on slippery roads. Therefore, in this application, slip ratio is used as a reference for torque distribution results, and the proportion of the torque output by the engine distributed to each wheel of the vehicle is determined based on the slip ratio to maintain the stability and safety of the vehicle.

[0050] During the driving process, if the road surface is slippery or the friction between the tires and the road surface is insufficient, the vehicle may skid. The skidding of the vehicle will not only reduce the stability of the vehicle, but also may cause a series of safety accidents, posing a hidden danger to the safety of the driver and passengers.

[0051] In the related art, in order to effectively monitor and prevent possible skidding of the vehicle during driving, various types of sensors are usually installed on the vehicle. These sensors can monitor the driving status of the vehicle and the actual condition of the road in real time, so as to accurately analyze whether the vehicle is skidding. Once the vehicle is detected to be skidding, the vehicle system will automatically take corresponding measures, such as deceleration or applying braking force to the wheels, to quickly restore the stability of the vehicle.

[0052] However, the relevant technology has certain limitations when dealing with the slip phenomenon. When dealing with vehicle skidding, it mainly relies on the response speed and computing power of the vehicle system. Moreover, when the vehicle skids, the system usually takes unified measures to deal with it.

[0053] There are many types of vehicle skidding events, such as front wheel skidding, rear wheel skidding, or both front and rear wheels skidding. Although the above methods can reduce the risk of vehicle skidding to a certain extent, they cannot provide customized control solutions according to different skidding situations. In the face of complex and changing driving environments and skidding types, it may not be possible to provide the best control strategy, and the control effect of restoring stability from a skidding state is poor.

[0054] The present application provides a vehicle control method, which can analyze whether a vehicle has a slip event, and the corresponding slip type when the vehicle slips, through the wheel speed and steering wheel angle information collected during the operation of the vehicle, and automatically select the most appropriate control strategy according to the slip type. That is, the specific distribution method for adjusting the torque of each wheel of the vehicle is determined according to the slip type, so as to achieve precise control of the vehicle, effectively improve the handling effect of the vehicle when dealing with slip events, help the vehicle to restore stability as soon as possible, and reduce the probability of safety accidents. In addition, when the driving mode of the vehicle does not match the torque distribution method, the vehicle can be automatically controlled to drive in a preset driving mode. When dealing with complex slip situations, a default control scheme can also be provided for the vehicle, and a vehicle control strategy can be generated in a timely manner.

[0055] Figure 1 is a schematic diagram of a vehicle control system provided by an exemplary embodiment of the present application, wherein a first vehicle 100 includes a plurality of control units 110 for collecting vehicle operating parameters during the driving process of the first vehicle 100 .

[0056] Exemplarily, the multiple control units 110 include an electronic stability control unit ESC (Electronic Stability Control), an engine management unit EMS (Engine Management System), and a transmission control unit TCU (Transmission Control Unit). The multiple control units 110 collect parameters such as vehicle speed, wheel speed of each wheel, steering wheel angle, engine output torque, vehicle driving mode, vehicle front wheel angle, vehicle yaw rate, longitudinal acceleration, vehicle acceleration gear, and the slope of the road on which the vehicle is located, and send the parameters to the vehicle terminal 120 via a CAN signal (Controller Area Network).

[0057] Among them, the first vehicle 100 is a four-wheel drive controlled vehicle, which refers to a vehicle equipped with a four-wheel drive system. The four-wheel drive system can distribute the power of the engine to the four wheels to improve the traction and stability of the vehicle. The on-board terminal 120 can control the four-wheel drive torque of the first vehicle 100 (that is, the torque distributed to the four wheels).

[0058] After the vehicle terminal 120 obtains the vehicle operating parameters, it determines whether the first vehicle 100 has skidded based on the vehicle operating parameters, and when it is determined that the first vehicle 100 has skidded, it determines the type of the skidding event based on the wheel speed and steering wheel angle of each wheel in the vehicle operating parameters.

[0059] The types of skidding events include the following: (1) Type 1: only the front wheels of the first vehicle 100 skid; (2) Type 2: only the rear wheels of the first vehicle 100 skid; (3) Type 3: both the front wheels and the rear wheels of the first vehicle 100 skid.

[0060] The number of slipping wheels in each type can be arbitrary. For example, there is a special case in the third type, cross-type slip, that is, the left front wheel and the right rear wheel of the first vehicle 100 slip, or the right front wheel and the left rear wheel of the first vehicle 100 slip.

[0061] After determining the slip type of the slip event, the preset torque distribution result can be obtained based on the slip type by looking up a table. The torque distribution result is used to indicate the adjustment of the torque of each wheel in the first vehicle 100, that is, the torque distribution result indicates the torque size allocated to each wheel in the first vehicle 100.

[0062] The on-board terminal 120 controls the first vehicle 100 based on the torque distribution result to make the first vehicle 100 escape from the slipping situation. In some embodiments, since the first vehicle 100 has a corresponding driving mode when traveling on the road (for example, in the economy mode, the acceleration performance of the first vehicle 100 is reduced, and there is a limit on the torque allocated to each wheel), when the driving mode of the first vehicle 100 cannot meet the range of torque allocated to each wheel indicated by the torque distribution result, the on-board terminal 120 will issue a prompt to prompt the driver to change the driving mode of the first vehicle 100 to the target mode (for example, off-road mode).

[0063] In some embodiments, the first vehicle 100 will automatically change the driving mode to the target mode to reduce the duration of the skidding event, improve the safety during driving the first vehicle 100, and avoid more serious skidding events caused by improper driver operation or failure to detect prompts in time.

[0064] In combination with the above-mentioned noun introduction and application scenarios, the vehicle control method provided by the present application is described. In the embodiment of the present application, the method is described as being executed by the vehicle-mounted terminal of the first vehicle. Figure 2 As shown, Figure 2 FIG. 1 is a flow chart of a vehicle control method provided by an exemplary embodiment of the present application. The method comprises the following steps.

[0065] Step 210, obtaining vehicle operating parameters.

[0066] The vehicle operation parameters are used to indicate the state of the first vehicle during operation.

[0067] There are multiple control units in the first vehicle, and the multiple control units are used to send the values ​​of vehicle operating parameters collected during the driving of the first vehicle to the vehicle-mounted terminal, and the vehicle-mounted terminal determines whether a skidding event occurs in the first vehicle based on the vehicle operating parameters.

[0068] Exemplarily, the multiple control units include an electronic stability control unit ESC, an engine management unit EMS, and a transmission control unit TCU. Vehicle operating parameters are collected through these control units and the parameters are sent to the vehicle terminal through a CAN signal.

[0069] A skidding event refers to a situation in which the first vehicle slips when the friction between the wheels and the ground decreases to a preset threshold during the driving process of the first vehicle.

[0070] Optionally, the vehicle operating parameters include but are not limited to: vehicle speed, wheel speed of each wheel, steering wheel angle, engine output torque, vehicle driving mode, vehicle front wheel angle, vehicle yaw rate, longitudinal acceleration, vehicle acceleration gear, the slope of the road on which the vehicle is located, etc.

[0071] In some embodiments, the first vehicle also includes multiple sensors, such as sensors for collecting vehicle speed, sensors for collecting road conditions, etc. The multiple sensors in the first vehicle collect data corresponding to each vehicle operating parameter during the driving of the first vehicle and send it to the vehicle-mounted terminal.

[0072] Step 220 : When a skidding event occurs in the first vehicle, determine a skidding type corresponding to the skidding event based on the wheel speed and the steering wheel angle.

[0073] Optionally, the vehicle operation parameters include multiple parameters, and whether the first vehicle has a skidding event is determined based on whether each parameter in the vehicle operation parameters meets a preset skidding condition. The preset skidding condition refers to the ratio of parameter types that meet the preset skidding condition to all parameter types reaching a first preset ratio.

[0074] For example, the first preset ratio is 1 / 3, the number of parameter types that meet the preset slip conditions is 3, and there are 9 parameters in the vehicle operating parameters, then 3 / 9=1 / 3, reaching the first preset ratio, and the first vehicle has a slip event.

[0075] Exemplarily, the preset slip conditions include but are not limited to at least one of the following:

[0076] 1. The change amplitude of the vehicle speed per unit time is greater than the preset first amplitude: for example, the vehicle speed suddenly drops while the engine speed remains unchanged or increases, indicating that wheel slip may exist.

[0077] 2. The difference between the wheel speeds of each wheel reaches a preset difference threshold: By comparing the speeds of each wheel, if the speed of one or some wheels is significantly higher than that of other wheels, especially during acceleration, it indicates that wheel slip may occur.

[0078] 3. The steering wheel angle is greater than a preset angle threshold: The steering wheel angle refers to the angle between the initial position and the current position of the steering wheel, indicating the difference between the direction of the steering wheel and the driving direction of the first vehicle.

[0079] 4. The change in engine output torque and vehicle speed is not positively correlated: If the engine output torque increases but the vehicle speed does not increase accordingly, it means that there may be wheel slippage.

[0080] 5. The vehicle's slip rate is greater than the preset slip rate threshold: The vehicle's traction control system will monitor the slip rate of each wheel in real time. The slip rate reflects the friction state between the wheel and the road surface. When the slip rate of a wheel exceeds the preset slip rate threshold, it means that the friction between the wheel and the road surface is not enough to support the wheel rolling at a normal speed, and there may be slipping.

[0081] 6. The front wheel turning angle of the vehicle is greater than the preset turning angle threshold: If the direction of the front wheel turning angle is inconsistent with the actual driving direction of the vehicle, it indicates that the wheel may be slipping.

[0082] 7. The change amplitude of the vehicle's yaw rate per unit time is greater than a preset second amplitude: For example, the value of the vehicle's yaw rate suddenly increases, indicating that wheel slip may exist.

[0083] 8. The decrease in longitudinal acceleration per unit time is greater than the preset third amplitude: For example, the longitudinal acceleration suddenly decreases while the engine is still providing power, indicating that wheel slip may exist.

[0084] 9. The slope of the road on which the vehicle is located reaches the preset slope threshold: On an uphill or downhill section, if the vehicle speed or engine torque does not change accordingly, it indicates that the wheels may be slipping.

[0085] After determining that a skidding event occurs in the first vehicle, a skidding type corresponding to the skidding event is determined based on vehicle operating parameters, wherein the vehicle operating parameters include a wheel speed and a steering wheel angle of each wheel in the first vehicle.

[0086] Optionally, a steering threshold is determined based on a steering wheel angle, and the steering threshold is used to eliminate the influence on the judgment of the slip type when a steering event occurs in the first vehicle.

[0087] When a turning event occurs in the first vehicle (eg, a vehicle turns, a vehicle U-turn, etc.), a steering wheel angle (the angle between the steering wheel and the driving direction) may exceed a preset turning angle threshold.

[0088] Optionally, the vehicle operating parameters further include a driving mode of the first vehicle.

[0089] A steering wheel mapping threshold table is obtained, wherein the steering wheel mapping threshold table contains corresponding relationships among steering wheel angles, driving modes, and steering thresholds.

[0090] A steering threshold is determined from a steering wheel mapping threshold table based on the driving mode and the steering wheel angle.

[0091] A plurality of steering threshold values ​​are pre-set in the steering wheel mapping threshold table. The steering wheel angle and the driving mode are used as indexes. The corresponding angle threshold is screened out from the steering wheel mapping threshold table according to the steering wheel angle value and the type corresponding to the driving mode.

[0092] Exemplarily, the driving modes of the first vehicle include but are not limited to the following.

[0093] (1) ECO (Economy) mode: Turning on the ECO mode can reduce the vehicle's fuel consumption and reduce exhaust emissions. The acceleration performance of the ECO mode is relatively poor. It is recommended to turn off the ECO mode when rapid acceleration or overtaking is required.

[0094] (2) Normal Default Driving Mode / Balanced Driving Mode: The default driving mode when the vehicle leaves the factory is designed to provide a balanced driving experience and is suitable for most situations in daily driving. In Normal mode, the vehicle's power output, fuel consumption, suspension and steering are all set to moderate levels, which ensures responsiveness during acceleration while avoiding an overly intense acceleration feeling, making driving smoother.

[0095] (3) Sport mode: By increasing the engine speed, the vehicle ensures that it has sufficient torque to achieve quick start and stop. The vehicle will also adjust the suspension system, throttle response, engine air intake, etc. to enhance support and sensitivity. Sport mode is suitable for climbing, overtaking or high-speed driving, but it will also increase fuel consumption. It is not recommended to use Sport mode in high-speed cruising, as it will increase the load and temperature of the engine and cause increased wear.

[0096] (4) Off-Road mode: Designed specifically for handling unpaved roads or adverse road conditions, it adjusts the vehicle's electronic stability system, traction control system, suspension system, power output and braking system to improve the vehicle's passability and stability on rugged, muddy or slippery roads.

[0097] A preset threshold set is obtained, wherein the threshold set includes a first threshold and a second threshold, and the thresholds in the threshold set are used to classify the slip type corresponding to the slip event. That is, the first threshold and the second threshold are used to classify the wheel speed interval to determine the slip type, and the wheel speed interval refers to the interval to which the wheel speed belongs.

[0098] The third threshold is determined based on the sum of the turning threshold and the first threshold.

[0099] Optionally, the slip type corresponding to the slip event is determined based on the relationship between the wheel speed and the second threshold and the third threshold.

[0100] The wheel speed includes the average front wheel speed and the average rear wheel speed. The average front wheel speed refers to the average speed of the left front wheel and the right front wheel, and the average rear wheel speed refers to the average speed of the left rear wheel and the right rear wheel.

[0101] Optionally, when determining the slip type based on the relationship between the wheel speed and the second threshold and the third threshold, the following situations are included.

[0102] 1. In response to a difference between an average speed of the front wheels and an average speed of the rear wheels reaching a third threshold, determining that the slip type is a first type, where the first type refers to front wheel slip of the first vehicle.

[0103] Among them, the first type includes several situations: only the left front wheel slips, only the right front wheel slips, and the left and right front wheels slip at the same time.

[0104] 2. In response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching a second threshold, determining that the slip type is a second type, where the second type refers to the slip of the rear wheels of the first vehicle.

[0105] Among them, the second type includes several situations: only the left rear wheel slips, only the right rear wheel slips, and the left and right rear wheels slip at the same time.

[0106] 3. In response to the difference between the average speed of the front wheels and the average speed of the rear wheels not reaching the third threshold, and the difference between the average speed of the rear wheels and the average speed of the front wheels not reaching the second threshold, determining that the slip type is the third type, and the third type means that the front wheels and the rear wheels of the first vehicle slip at the same time.

[0107] Among them, the third type is also called cross-axle slip, which includes several situations: left front wheel and left rear wheel slip, left front wheel and right rear wheel slip, right front wheel and left rear wheel slip, right front wheel and right rear wheel slip.

[0108] In some embodiments, the three types can be further divided according to the wheel speed of each wheel. For example, if the slip type is determined to be the first type and the speed difference between the left front wheel and the right front wheel does not exceed the preset first wheel speed difference threshold, it means that the left front wheel and the right front wheel are slipping at the same time; if the speed of one of the front wheels exceeds the speed of the other front wheel by a difference that exceeds the preset first speed difference threshold, it means that only the left front wheel is slipping, and so on.

[0109] Step 230 , obtaining a torque distribution result based on the slip type, where the torque distribution result is used to indicate adjustment of the torque of each wheel in the first vehicle.

[0110] Among them, the vehicle operating parameters include the driving mode of the first vehicle.

[0111] Exemplarily, the driving modes of the first vehicle include but are not limited to the following: (1) ECO energy-saving mode / economic mode; (2) Normal default driving mode / balanced driving mode; (3) Sport sports mode; (4) Off-Road cross-country mode.

[0112] Optionally, in response to the slip type corresponding to the slip event being the first type or the second type, and the duration of the slip event reaching a preset duration threshold, the torque change rate is obtained, and the torque change rate is used to indicate the amplitude of the torque adjustment of each wheel in the first vehicle.

[0113] The first type refers to the slipping of the front wheels of the first vehicle, and the second type refers to the slipping of the rear wheels of the first vehicle.

[0114] During the timing process, the type of the slip event does not change, thereby avoiding misjudgment of the detected slip event.

[0115] Exemplarily, taking the slip event of the first type as an example, the preset time threshold is 5 seconds, and the timing starts from the first moment 10:00:00 when it is detected that the first vehicle may have a slip event and the slip type of the slip event is the first type.

[0116] If it is detected at the second moment 10:00:03 that there is no skidding event for the first vehicle, at this time, the duration between the first moment and the second moment is 3 seconds which does not reach the preset duration threshold of 5 seconds, then it means that the skidding event of the first vehicle has ended, or there is an error in the detection situation.

[0117] If the skidding event type of the first vehicle is detected to be changed to the second type at the second time 10:00:03, at this time, the duration between the first time and the second time is 3 seconds which does not reach the preset duration threshold of 5 seconds, then it means that the skidding event of the first type has ended, or there is an error in the detection. It is necessary to re-determine the skidding type of the first vehicle and restart the timing.

[0118] If at the third moment 10:00:05 it is detected that the slip event of the first vehicle is still of the first type, and the slip type of the slip event of the first vehicle has not changed during the time period between the first moment and the second moment, at this time, the duration between the first moment and the second moment is 5 seconds, reaching the preset duration threshold of 5 seconds, and it is determined that the first vehicle is stably in a slip state, and the slip event is of the first type, and the torque change rate is started to be obtained at this time.

[0119] The torque change rate refers to the rate at which the wheel torque increases / decreases per unit time. The duration of the slip event is counted from the time when the first type or second type of slip event is detected in the first vehicle. When the counted duration reaches a preset duration threshold, the torque distribution strategy for the slip event is determined.

[0120] For example, when the slip type corresponding to the slip time is the first type and the left front wheel of the first vehicle slips, the torque distribution result obtained to deal with the slip event indicates that the torque of the left front wheel is reduced by 10 units and the torque of the right front wheel is increased by 20 units, and the torque change rate of the left front wheel and the right front wheel is 5 / s. That is, the torque of the left front wheel is adjusted at a rate of 5 units per second, and the torque of the right front wheel is adjusted at a rate of 5 units per second.

[0121] Optionally, methods of obtaining the torque change rate include but are not limited to the following.

[0122] 1. Obtain a preset torque change rate comparison table, which contains the correspondence between the torque change rate and the slip type. Based on the slip type, index the torque change rate matching the current slip type from the comparison table.

[0123] For example, the first type includes three type branches: left front wheel slip, right front wheel slip, and left and right front wheel slip at the same time. The torque change rate comparison table includes torque change rates V1, V2, and V3 corresponding to each type branch.

[0124] 2. Determine the torque change rate based on vehicle operating parameters and slip type simultaneously.

[0125] For example, the vehicle operating parameters include vehicle speed, wheel speed and driving mode. The driving mode is converted into a first weight, the slip type is converted into a second weight, and the torque change rate is determined after weighted calculation of the first weight, the second weight, the vehicle speed and the wheel speed.

[0126] A preset torque distribution mapping table is obtained, wherein the torque distribution mapping table contains corresponding relationships among slip types, driving modes, and torque distribution ratios.

[0127] A corresponding first torque distribution ratio is determined from a torque distribution map based on the driving mode and the slip type.

[0128] A torque distribution result is determined based on the first torque distribution ratio, and the torque distribution result includes the magnitude of the torque distributed to each wheel in the first vehicle.

[0129] Exemplarily, when the slip type corresponding to the slip event is the first type or the second type, the slip rate of the first vehicle is collected, and the slip rate is used to determine the total torque when distributing torque to each wheel in the first vehicle. The torque distribution result is determined based on the total torque corresponding to the slip rate and the first torque distribution ratio.

[0130] Optionally, in response to the slipping event corresponding to the slipping type being the third type, the second torque distribution ratio is acquired based on the third type, wherein the third type refers to the front wheels and rear wheels of the first vehicle slipping at the same time.

[0131] Exemplarily, the second torque distribution ratio is a preset distribution ratio of 50:50, that is, the torque distributed to the front wheels and the rear wheels is the same.

[0132] The slip ratio of the first vehicle is collected, and the slip ratio is used to determine the total amount of torque when torque is distributed to each wheel in the first vehicle.

[0133] The torque distribution result is determined based on the total torque amount corresponding to the slip ratio and the second torque distribution ratio.

[0134] For example, the slip event is of the third type, in which the left front wheel and the right rear wheel of the first vehicle slip, and the slip rate of the left front wheel exceeds a preset threshold, and the second torque distribution ratio indicates that the ratio of torque allocated to the right front wheel and the left rear wheel is 50:50, then the torque ratio allocated to the right front wheel of the first vehicle based on the slip rate is increased to 50+5=55, and the torque distribution result indicates that the ratio of torque allocated to the right front wheel and the left rear wheel is 55:45.

[0135] In some embodiments, the torque distribution ratio can also be adjusted by vehicle operation parameters. Exemplarily, the ratio adjustment weight corresponding to each wheel is determined based on the wheel speed of each wheel in the first vehicle. The second torque distribution ratio is adjusted based on the ratio adjustment weight to obtain a third torque distribution ratio. The torque distribution result is determined based on the total torque corresponding to the slip rate and the third torque distribution ratio.

[0136] The slip rate is collected in real time during the driving process of the first vehicle, the preset total torque comparison table contains the corresponding relationship between the slip rate and the total torque, and the total torque is determined from the total torque comparison table based on the slip rate.

[0137] Exemplarily, the wheel speeds of the wheels of the first vehicle are as follows: the speed of the left front wheel is 40, the speed of the right front wheel is 60, the speed of the left rear wheel is 50, and the speed of the right rear wheel is 50. The proportional adjustment weight of each wheel is determined based on the ratio between the wheel speeds of each vehicle. The unit of the wheel speed is km / h.

[0138] For example, the average speed of each wheel is (40+60+50+50) / 4=200 / 4=50, and the proportional adjustment weight corresponding to each wheel is the ratio of the wheel speed to the average wheel speed.

[0139] The proportion adjustment weight of the left front wheel is 40 / 50=0.8, the proportion adjustment weight of the right front wheel is 60 / 50=1.2, the proportion adjustment weight of the left rear wheel is 50 / 50=1, and the proportion adjustment weight of the right front wheel is 50 / 50=1.

[0140] The second torque distribution ratio is 50:50:60:40 (left front wheel: right front wheel: left rear wheel: right rear wheel). The third torque distribution ratio is determined based on the weighted product between the ratio adjustment weight and the second torque distribution ratio: 50*0.8:50*1.2:60*1:40*1=40:60:60:40.

[0141] The total torque corresponding to the slip rate is 1000, so the torque distribution result is: 200:300:300:200, that is, 200 units of torque are allocated to the left front wheel, 300 units of torque are allocated to the right front wheel, 300 units of torque are allocated to the left rear wheel, and 200 units of torque are allocated to the right rear wheel.

[0142] Step 240 , controlling the first vehicle to recover from the slipping state to the stable driving state based on the torque distribution result.

[0143] The vehicle operating parameters indicate that the driving mode of the first vehicle is the first driving mode.

[0144] Optionally, a first torque distribution range is acquired based on the first driving mode, and the first torque distribution range is used to indicate a range for adjusting the torque of each wheel of the first vehicle in the first driving mode.

[0145] In response to the torque distribution result belonging to the first torque distribution range, the first vehicle is controlled based on the torque distribution result.

[0146] Exemplarily, the first torque distribution range corresponding to the first driving mode is [400, 200, 500, 300], that is, the torque output by the engine to the left front wheel does not exceed 400 units, the torque output to the right front wheel does not exceed 200 units, the torque output to the left rear wheel does not exceed 500 units, and the torque output to the right rear wheel does not exceed 300 units.

[0147] The torque distribution result is [350, 200, 450, 200]. The torque allocated to each wheel does not exceed the torque indicated by the first torque distribution range. Based on the torque distribution result, the torque is distributed to each wheel and the first vehicle is controlled to recover from a slipping state to a stable driving state.

[0148] In response to the torque distribution result not belonging to the first torque distribution range, the first vehicle is controlled based on a second driving mode, the second driving mode being different from the first driving mode.

[0149] The torque distribution result is [400, 250, 450, 200]. The torque size 250 allocated to the right front wheel exceeds the torque size 200 indicated by the first torque distribution range, and the first vehicle is controlled based on the second driving mode.

[0150] Exemplarily, the driving modes of the first vehicle include but are not limited to the following: (1) ECO energy-saving mode / economic mode; (2) Normal default driving mode / balanced driving mode; (3) Sport sports mode; (4) Off-Road cross-country mode.

[0151] The first driving mode is any one of the ECO energy-saving mode, the Normal default driving mode and the Sport sports mode, and the second driving mode is the Off-Road cross-country mode.

[0152] The second torque distribution range corresponding to the second driving mode is the largest among the torque distribution ranges corresponding to all driving modes, that is, the upper limit of the torque size provided by the second torque distribution range can meet the demand of allocating torque to each vehicle when the first vehicle copes with a slip event.

[0153] For example, the second torque distribution range is [500, 300, 500, 400], which can meet the torque distribution requirement indicated by the torque distribution result [400, 250, 450, 200].

[0154] In summary, the vehicle control method provided by the present application can analyze whether a vehicle skids and the corresponding skid type through the wheel speed and steering wheel angle information collected during the operation of the vehicle, and automatically select the most appropriate vehicle control strategy according to the skid type. That is, the specific distribution method for adjusting the torque of each wheel of the vehicle is determined according to the skid type, thereby achieving precise control of the vehicle, effectively improving the handling effect of the vehicle when dealing with a skid event, helping the vehicle to restore stability as soon as possible, and reducing the probability of safety accidents.

[0155] Figure 3 is a structural block diagram of a vehicle control device provided by an exemplary embodiment of the present application, such as Figure 3 As shown, the device includes the following parts.

[0156] A parameter acquisition module 310, configured to acquire vehicle operation parameters, wherein the vehicle operation parameters are used to indicate the state of the first vehicle during operation, and the vehicle operation parameters include the wheel speed and steering wheel angle of each wheel in the first vehicle;

[0157] a skidding type determination module 320, configured to determine, when a skidding event occurs in the first vehicle, a skidding type corresponding to the skidding event based on the wheel speed and the steering wheel angle;

[0158] a torque distribution determination module 330, configured to obtain a torque distribution result based on the slip type, wherein the torque distribution result is used to indicate adjustment of the torque of each wheel in the first vehicle;

[0159] The control module 340 is used to control the first vehicle to recover from the slipping state to the stable driving state based on the torque distribution result.

[0160] In an optional embodiment, the slip type determination module 320 is further used to determine a steering threshold based on the steering wheel angle, and the steering threshold is used to eliminate the influence of a steering event on the judgment of the slip type when the first vehicle occurs; obtain a preset threshold set, and the threshold set includes a first threshold and a second threshold, and the first threshold and the second threshold are used to divide the wheel speed interval to determine the slip type, and the wheel speed interval refers to the interval to which the wheel speed belongs; determine a third threshold based on the sum of the steering threshold and the first threshold; determine the slip type corresponding to the slip event based on the size relationship between the wheel speed and the second threshold and the third threshold.

[0161] In an optional embodiment, the vehicle operating parameters include a driving mode of the first vehicle;

[0162] The slip type determination module 320 is further used to obtain a steering wheel mapping threshold table, wherein the steering wheel mapping threshold table corresponds to the correspondence between the steering wheel angle, the driving mode and the steering threshold; and determine the steering threshold from the steering wheel mapping threshold table based on the driving mode and the steering wheel angle.

[0163] In an optional embodiment, the wheel speed includes an average front wheel speed and an average rear wheel speed;

[0164] The slip type determination module 320 is further used to determine that the slip type is a first type in response to the difference between the average speed of the front wheels and the average speed of the rear wheels reaching the third threshold, and the first type means that the front wheels of the first vehicle slip; or, in response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching the second threshold, determine that the slip type is a second type, and the second type means that the rear wheels of the first vehicle slip; or, in response to the difference between the average speed of the front wheels and the average speed of the rear wheels not reaching the third threshold, and the difference between the average speed of the rear wheels and the average speed of the front wheels not reaching the second threshold, determine that the slip type is a third type, and the third type means that both the front and rear wheels of the first vehicle slip at the same time.

[0165] In an optional embodiment, the vehicle operating parameters include a driving mode of the first vehicle;

[0166] The torque distribution determination module 330 is also used to obtain a torque change rate in response to the slip type corresponding to the slip event being the first type or the second type, and the duration of the slip event reaching a preset duration threshold, and the torque change rate is used to indicate the amplitude of the torque adjustment of each wheel in the first vehicle; wherein the first type refers to the slip of the front wheels of the first vehicle, and the second type refers to the slip of the rear wheels of the first vehicle; obtain a preset torque distribution mapping table, and the torque distribution mapping table contains a corresponding relationship between the slip type, the driving mode and the torque distribution ratio; determine the corresponding first torque distribution ratio from the torque distribution mapping table based on the driving mode and the slip type; determine the torque distribution result based on the first torque distribution ratio, and the torque distribution result includes the torque size allocated to each wheel in the first vehicle.

[0167] In an optional embodiment, the torque distribution determination module 330 is further used to collect the slip rate of the first vehicle when the slip type corresponding to the slip event is the first type or the second type, and the slip rate is used to determine the total torque when distributing torque to each wheel in the first vehicle; the torque distribution result is determined based on the total torque corresponding to the slip rate and the first torque distribution ratio.

[0168] In an optional embodiment, the torque distribution determination module 330 is further used to obtain a second torque distribution ratio based on the third type in response to the slip type corresponding to the slip event being the third type; wherein the third type refers to the front wheels and rear wheels of the first vehicle slipping at the same time; collect the slip rate of the first vehicle, and the slip rate is used to determine the total torque when distributing torque to each wheel in the first vehicle; and determine the torque distribution result based on the total torque corresponding to the slip rate and the second torque distribution ratio.

[0169] In an optional embodiment, the torque distribution determination module 330 is also used to determine the proportional adjustment weight corresponding to each wheel based on the wheel speed of each wheel in the first vehicle; adjust the second torque distribution ratio based on the proportional adjustment weight to obtain a third torque distribution ratio; and determine the torque distribution result based on the total torque corresponding to the slip rate and the third torque distribution ratio.

[0170] In an optional embodiment, the vehicle operating parameter indicates that the driving mode of the first vehicle is a first driving mode;

[0171] The control module 340 is also used to obtain a first torque distribution range based on the first driving mode, and the first torque distribution range is used to indicate the range of adjustment of the torque of each wheel of the first vehicle under the first driving mode; in response to the torque distribution result belonging to the first torque distribution range, the first vehicle is controlled based on the torque distribution result; in response to the torque distribution result not belonging to the first torque distribution range, the first vehicle is controlled based on a second driving mode, and the second driving mode is different from the first driving mode.

[0172] In summary, the vehicle control device provided by the present application can analyze whether a vehicle skids and the corresponding skid type through the wheel speed and steering wheel angle information collected during the operation of the vehicle, and automatically select the most appropriate vehicle control strategy according to the skid type. That is, the specific distribution method for adjusting the torque of each wheel of the vehicle is determined according to the skid type, thereby achieving precise control of the vehicle, effectively improving the handling effect of the vehicle when dealing with a skid event, helping the vehicle to restore stability as soon as possible, and reducing the probability of safety accidents.

[0173] It should be noted that the vehicle control device provided in the above embodiment is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiment and the vehicle control method embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0174] Figure 4 The block diagram of the structure of a computer device 400 provided by an exemplary embodiment of the present application is shown. The computer device 400 may be: a smart phone, a tablet computer, an MP3 player (Moving Picture Experts Group Audio Layer III, Moving Picture Experts Compression Standard Audio Layer 3), an MP4 (Moving Picture Experts Group Audio Layer IV, Moving Picture Experts Compression Standard Audio Layer 4) player, a laptop computer or a desktop computer. The computer device 400 may also be called a user device, a portable terminal, a laptop terminal, a desktop terminal or other names.

[0175] Typically, the computer device 400 includes a processor 401 and a memory 402 .

[0176] The processor 401 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 401 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 401 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 401 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 401 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0177] The memory 402 may include one or more computer-readable storage media, which may be non-transitory. The memory 402 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 402 is used to store at least one instruction, which is used to be executed by the processor 401 to implement the vehicle control method provided in the method embodiment of the present application.

[0178] In some embodiments, the computer device 400 further includes some other components 403, and the type and quantity of the other components 403 can be selected based on the functional requirements of the computer device 400. Those skilled in the art will appreciate that Figure 4 The structure shown in the figure does not constitute a limitation on the computer device 400, and the computer device 400 may include more or less components than those shown in the figure, or combine some components, or adopt a different arrangement of components.

[0179] Optionally, the computer readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), a solid state drive (SSD), or an optical disk. Among them, the random access memory may include a resistance random access memory (ReRAM) and a dynamic random access memory (DRAM). The serial numbers of the above embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0180] An embodiment of the present application also provides a computer device, which includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement a vehicle control method as described in any of the above embodiments of the present application.

[0181] An embodiment of the present application also provides a computer-readable storage medium, in which at least one instruction, at least one program, a code set or an instruction set is stored. The at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to implement a vehicle control method as described in any of the above embodiments of the present application.

[0182] The embodiment of the present application also provides a computer program product or a computer program, which includes a computer instruction stored in a computer-readable storage medium. The processor of the computer device reads the computer instruction from the computer-readable storage medium, and the processor executes the computer instruction, so that the computer device executes the vehicle control method described in any of the above embodiments.

[0183] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0184] The above description is only an optional embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: Acquire vehicle operation parameters, where the vehicle operation parameters are used to indicate the state of the first vehicle during operation, and the vehicle operation parameters include a wheel speed and a steering wheel angle of each wheel in the first vehicle; In the case where a skidding event occurs in the first vehicle, determining a skidding type corresponding to the skidding event based on the wheel speed and the steering wheel angle; acquiring a torque distribution result based on the slip type, wherein the torque distribution result is used to indicate adjustment of torque of each wheel in the first vehicle; The first vehicle is controlled to recover from a slipping state to a stable driving state based on the torque distribution result.

2. The method according to claim 1, characterized in that The determining the slip type corresponding to the slip event based on the wheel speed and the steering wheel angle includes: Determining a steering threshold based on the steering wheel angle, wherein the steering threshold is used to eliminate the influence of a steering event on the judgment of the slip type when the first vehicle has a steering event; Acquire a preset threshold set, wherein the threshold set includes a first threshold and a second threshold, wherein the first threshold and the second threshold are used to divide a wheel speed interval to determine the slip type, and the wheel speed interval refers to an interval to which the wheel speed belongs; determining a third threshold based on the sum of the turning threshold and the first threshold; The slip type corresponding to the slip event is determined based on a magnitude relationship between the wheel speed and the second threshold and the third threshold.

3. The method according to claim 2, characterized in that The vehicle operating parameters include a driving mode of the first vehicle; The determining of the steering threshold based on the steering wheel angle comprises: Obtaining a steering wheel mapping threshold table, wherein the steering wheel mapping threshold table contains corresponding relationships between the steering wheel angle, the driving mode, and the steering threshold; The steering threshold is determined from the steering wheel mapping threshold table based on the driving mode and the steering wheel angle.

4. The method according to claim 2, characterized in that: The wheel speed includes the average speed of the front wheels and the average speed of the rear wheels; The determining the slip type corresponding to the slip event based on the magnitude relationship between the wheel speed and the second threshold and the third threshold includes: In response to the difference between the average speed of the front wheels and the average speed of the rear wheels reaching the third threshold, determining that the slip type is a first type, wherein the first type refers to the slip of the front wheels of the first vehicle; or, In response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching the second threshold, determining that the slip type is a second type, wherein the second type refers to the slip of the rear wheels of the first vehicle; or, In response to the difference between the average speed of the front wheels and the average speed of the rear wheels not reaching the third threshold, and the difference between the average speed of the rear wheels and the average speed of the front wheels not reaching the second threshold, the slip type is determined to be the third type, and the third type means that the front wheels and rear wheels of the first vehicle slip at the same time.

5. The method according to any one of claims 1 to 4, characterized in that: The vehicle operating parameters include a driving mode of the first vehicle; The obtaining of the torque distribution result based on the slip type includes: In response to the slip type corresponding to the slip event being the first type or the second type, and the duration of the slip event reaching a preset duration threshold, acquiring a torque change rate, the torque change rate being used to indicate a magnitude of adjustment of the torque of each wheel in the first vehicle; wherein the first type refers to the slip of the front wheels of the first vehicle, and the second type refers to the slip of the rear wheels of the first vehicle; Obtaining a preset torque distribution mapping table, wherein the torque distribution mapping table corresponds to a correspondence between the slip type, the driving mode and the torque distribution ratio; determining a corresponding first torque distribution ratio from the torque distribution mapping table based on the driving mode and the slip type; The torque distribution result is determined based on the first torque distribution ratio, and the torque distribution result includes the torque size distributed to each wheel in the first vehicle.

6. The method according to claim 5, characterized in that The determining the torque distribution result based on the first torque distribution ratio includes: When the slip type corresponding to the slip event is the first type or the second type, collecting a slip ratio of the first vehicle, the slip ratio being used to determine a total torque when distributing torque to each wheel of the first vehicle; The torque distribution result is determined based on the total torque amount corresponding to the slip ratio and the first torque distribution ratio.

7. The method according to claim 5, characterized in that The method further comprises: In response to the slip type corresponding to the slip event being a third type, obtaining a second torque distribution ratio based on the third type; wherein the third type refers to the front wheels and rear wheels of the first vehicle slipping at the same time; collecting a slip ratio of the first vehicle, where the slip ratio is used to determine a total torque when distributing torque to each wheel of the first vehicle; The torque distribution result is determined based on the total torque amount corresponding to the slip ratio and the second torque distribution ratio.

8. The method according to claim 7, characterized in that The determining the torque distribution result based on the total torque corresponding to the slip ratio and the second torque distribution ratio includes: Determining a proportional adjustment weight corresponding to each wheel based on the wheel speed of each wheel in the first vehicle; adjusting the second torque distribution ratio based on the ratio adjustment weight to obtain a third torque distribution ratio; The torque distribution result is determined based on the total torque amount corresponding to the slip ratio and the third torque distribution ratio.

9. The method according to any one of claims 1 to 4, characterized in that: The vehicle operating parameter indicates that the driving mode of the first vehicle is a first driving mode; The controlling the first vehicle to recover from a slipping state to a stable driving state based on the torque distribution result includes: acquiring a first torque distribution range based on the first driving mode, the first torque distribution range being used to indicate a range for adjusting the torque of each wheel of the first vehicle in the first driving mode; In response to the torque distribution result belonging to the first torque distribution range, controlling the first vehicle based on the torque distribution result; The method further comprises: In response to the torque distribution result not belonging to the first torque distribution range, the first vehicle is controlled based on a second driving mode, the second driving mode being different from the first driving mode.

10. A vehicle control device, characterized in that: The device comprises: a parameter acquisition module, used for acquiring vehicle operation parameters, wherein the vehicle operation parameters are used for indicating the state of the first vehicle during operation, and the vehicle operation parameters include the wheel speed and steering wheel angle of each wheel in the first vehicle; a skidding type determination module, configured to determine, when a skidding event occurs in the first vehicle, a skidding type corresponding to the skidding event based on the wheel speed and the steering wheel angle; a torque distribution determination module, configured to obtain a torque distribution result based on the slip type, wherein the torque distribution result is used to indicate adjustment of torque of each wheel in the first vehicle; A control module is used to control the first vehicle to recover from a slipping state to a stable driving state based on the torque distribution result.

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