Vehicle control method and device, vehicle, electronic equipment and readable storage medium

Abstract

The application provides a vehicle control method and device, a vehicle, an electronic device and a readable storage medium. The method comprises: acquiring a vehicle speed and a wheel speed of a vehicle, and determining a slip rate of a wheel in the vehicle according to the vehicle speed and the wheel speed; identifying an anti-slip state of the vehicle according to the slip rate and the vehicle speed to determine an anti-slip state flag value; generating an anti-slip torque instruction according to the vehicle speed, the wheel speed, the anti-slip state flag value and a preset anti-slip control algorithm; and controlling a driving device of the vehicle to correct torque output to the wheel in the vehicle according to the anti-slip torque instruction, so as to control the anti-slip of the vehicle. Since the torque output to the wheel is directly corrected, the response speed of the wheel in the vehicle to the anti-slip control can be improved, the anti-slip control efficiency of the vehicle is improved, and better anti-slip control effect can be obtained.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle, electronic device, and readable storage medium. Background Technology

[0002] During the starting, acceleration, or braking process, under conditions of low adhesion such as ice, snow, wet, or muddy surfaces, the drive wheels are prone to slipping, causing the vehicle to drift to one side or even lose control of the vehicle, affecting the safety of the vehicle and the driver.

[0003] Currently, pure electric vehicles can control vehicle slippage by redistributing power through the vehicle's sensors and actuators, based on the Vehicle Control Unit (VCU).

[0004] However, since the VCU relies on other sensors and actuators to distribute power, the method of controlling vehicle slippage based on the VCU suffers from slow functional response and poor control effect. Summary of the Invention

[0005] In view of this, the present invention aims to provide a vehicle control method, device, vehicle, electronic device and readable storage medium to solve the technical problems of slow functional response and poor control effect in vehicle slip control based on VCU.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] A vehicle control method, the method comprising:

[0008] The vehicle speed and wheel speed are obtained, and the slip ratio of the wheels in the vehicle is determined based on the vehicle speed and wheel speed.

[0009] The anti-skid status of the vehicle is identified based on the slip ratio and the vehicle speed to determine the anti-skid status flag value.

[0010] An anti-skid torque command is generated based on the vehicle speed, the wheel speed, the anti-skid status flag value, and a preset anti-skid control algorithm.

[0011] According to the anti-slip torque command, the driving devices of the vehicle are controlled to correct the torque output to the wheels of the vehicle in order to perform anti-slip control on the vehicle.

[0012] Optionally, the method further includes:

[0013] Obtain the anti-skid control command from the vehicle's overall controller;

[0014] After generating the anti-skid torque command based on the vehicle speed, the wheel speed, the anti-skid status flag value, and the preset anti-skid control algorithm, the method further includes:

[0015] The anti-slip torque command is verified according to the anti-slip control command, and the verification result is obtained;

[0016] The step of controlling the vehicle's drive components to correct the torque output to the wheels of the vehicle according to the anti-slip torque command includes:

[0017] When the verification result indicates that both the anti-skid control command and the anti-skid torque command simultaneously indicate anti-skid control for the vehicle, the driving devices of the vehicle are controlled to correct the torque output to the wheels of the vehicle according to the anti-skid torque command.

[0018] Optionally, determining the wheel slip ratio of the vehicle based on the vehicle speed and the wheel speed includes:

[0019] Based on the vehicle speed, wheel speed, and motor speed information of the vehicle, a reference slip ratio of the target wheel in the vehicle is determined;

[0020] The slip ratio limit parameter of the vehicle is determined based on the current state information of the vehicle;

[0021] The final slip ratio of the target wheel is determined based on the reference slip ratio and the slip ratio limit parameter.

[0022] Optionally, the status information is the vehicle's climbing status indicator information, and before determining the vehicle's slip ratio limit parameter based on the vehicle's current status information, the method further includes:

[0023] The accelerator pedal opening and steering wheel angle are obtained from the vehicle's overall controller;

[0024] Determining the slip ratio limit parameter of the vehicle based on the vehicle's current state information includes:

[0025] The vehicle's operating condition information is determined based on the hill-climbing status indicator information, the accelerator pedal opening, and the steering wheel angle.

[0026] The slip ratio limit parameter for the vehicle under the current operating condition is determined based on the operating condition information.

[0027] Optionally, the step of identifying the anti-skid state of the vehicle based on the slip ratio and the vehicle speed to determine the anti-skid state indicator value includes:

[0028] The target speed range corresponding to the vehicle speed is determined based on the vehicle speed and the preset vehicle speed range matrix;

[0029] Based on the target vehicle speed range, the preset slip ratio enable matrix, and the preset slip ratio prohibition matrix, the target slip ratio enable threshold and the target slip ratio prohibition threshold corresponding to the target vehicle speed range are determined; the slip ratio enable matrix includes the slip ratio enable threshold corresponding to each vehicle speed range in the vehicle speed range matrix, and the slip ratio prohibition matrix includes the slip ratio prohibition threshold corresponding to each vehicle speed range in the vehicle speed range matrix;

[0030] The anti-slip status flag value is determined based on the slip ratio, the target slip ratio enable threshold, and the target slip ratio disable threshold.

[0031] Optionally, generating the anti-skid torque command based on the vehicle speed, the wheel speed, the anti-skid status flag value, and a preset anti-skid control algorithm includes:

[0032] The vehicle speed error is calculated based on the vehicle speed and the wheel speed.

[0033] The vehicle speed error is used as the input to a preset anti-skid control algorithm to obtain the reference anti-skid torque output by the anti-skid control algorithm.

[0034] The final anti-slip torque of the vehicle is determined based on the reference anti-slip torque and the preset anti-slip torque threshold.

[0035] The anti-slip torque command is generated based on the anti-slip status flag value and the final anti-slip torque.

[0036] Compared with existing technologies, the vehicle control method of the present invention has the following advantages:

[0037] By acquiring the vehicle's speed and wheel speed, the wheel slip ratio is determined, and the vehicle's anti-skid state is identified. Based on the flag value corresponding to the vehicle's anti-skid state, vehicle speed, wheel speed, and a preset anti-skid control algorithm, an anti-skid torque command corresponding to the vehicle's current speed and state can be generated. This anti-skid torque command is then used to control the drive devices to correct the torque output to the wheels, thereby achieving anti-skid control. Because the torque output to the wheels is directly corrected, the response speed of the wheels to anti-skid control can be improved, thus increasing the efficiency of anti-skid control and achieving better anti-skid control results.

[0038] Another objective of this invention is to provide a vehicle control device to solve the problems of slow functional response and poor control effect in vehicle slip control based on VCU.

[0039] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0040] A vehicle control device, the device comprising:

[0041] A determination module is used to acquire the vehicle speed and wheel speed, and determine the slip ratio of the wheels in the vehicle based on the vehicle speed and wheel speed;

[0042] The identification module is used to identify the anti-skid state of the vehicle based on the slip ratio and the vehicle speed, so as to determine the anti-skid state flag value;

[0043] The generation module is used to generate anti-skid torque commands based on the vehicle speed, the wheel speed, the anti-skid status flag value, and a preset anti-skid control algorithm.

[0044] The correction module is used to control the vehicle's drive components to correct the torque output to the wheels of the vehicle according to the anti-skid torque command, so as to perform anti-skid control on the vehicle.

[0045] The advantages of the vehicle control device and the vehicle control method described above compared to the prior art are the same, and will not be repeated here.

[0046] Another objective of this invention is to provide a vehicle that solves the problems of slow functional response and poor control effect in vehicle slip control based on VCU.

[0047] The vehicle is equipped with any of the vehicle control devices described above, for executing any of the vehicle control methods described above.

[0048] The vehicle described above has the same advantages over the prior art as the vehicle control method described above, and will not be repeated here.

[0049] Another objective of this invention is to provide an electronic device to solve the problems of slow functional response and poor control effect in vehicle slip control based on VCU.

[0050] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0051] An electronic device includes a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of any of the vehicle control methods described above.

[0052] The electronic device and the vehicle control method described above have the same advantages over the prior art, and will not be repeated here.

[0053] Another objective of this invention is to provide a readable storage medium to solve the problems of slow functional response and poor control effect in vehicle slip control based on VCU.

[0054] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0055] A readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of any of the vehicle control methods described above.

[0056] The readable storage medium has the same advantages as the above-described vehicle control method over the prior art, and will not be repeated here. Attached Figure Description

[0057] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0058] Figure 1 This is a flowchart illustrating the steps of a vehicle control method according to an embodiment of the present invention;

[0059] Figure 2 This is a waveform diagram of the dual verification of anti-slip control described in an embodiment of the present invention;

[0060] Figure 3 This is a functional diagram of the slip ratio calculation module according to an embodiment of the present invention;

[0061] Figure 4 This is a functional diagram of the slope-start anti-slip identification module according to an embodiment of the present invention;

[0062] Figure 5 This is a schematic diagram of the judgment logic of the slope-start anti-slip identification module according to an embodiment of the present invention;

[0063] Figure 6 This is a functional diagram of the anti-slip function status recognition module according to an embodiment of the present invention;

[0064] Figure 7 This is a schematic diagram of the judgment logic of the anti-slip function status recognition module according to an embodiment of the present invention;

[0065] Figure 8 This is a functional schematic diagram of the anti-slip controller described in an embodiment of the present invention;

[0066] Figure 9 This is a block diagram of the MCU-controlled anti-slip driving strategy described in an embodiment of the present invention;

[0067] Figure 10 This is a flowchart illustrating the active driving anti-slip strategy described in an embodiment of the present invention.

[0068] Figure 11 This is a block diagram of a vehicle control device according to an embodiment of the present invention;

[0069] Figure 12Schematic structural diagram of an electronic device according to an embodiment of the present invention. Detailed implementation manners

[0070] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments may be combined with each other.

[0071] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0072] An embodiment of the present invention provides a vehicle control method, as Figure 1 shown, the vehicle control method provided by the embodiment of the present invention may include the following steps:

[0073] Step 101, obtain the vehicle speed and wheel speed of the vehicle, and determine the slip ratio of the wheels in the vehicle according to the vehicle speed and the wheel speed.

[0074] The vehicle control method provided by the embodiment of the present invention can be applied to a microcontroller unit (MCU) in the vehicle. Based on the MCU, the vehicle speed and wheel speed are obtained through a controller area network (CAN) in the vehicle. Among them, the wheel speed of the wheels in the vehicle can be obtained through the wheel speed sensor of the vehicle. The vehicle speed of the vehicle can usually be calculated according to the wheel speed, or the acceleration of the vehicle can be obtained through the acceleration sensor of the vehicle, and the vehicle speed can be calculated by the slope method according to the acceleration of the vehicle. Of course, the vehicle speed can also be obtained by other means, and the embodiment of the present invention does not limit this.

[0075] In the embodiment of the present invention, it can be understood that the braking process of the wheel from pure rolling to locked dragging is a gradual process. The slip ratio is used to characterize the proportion of the sliding component of the wheel in the movement process. The slip ratio can be calculated by the following formula (1):

[0076]

[0077] where, u represents the vehicle speed, u w represents the wheel speed. When the wheel is in pure rolling, u w = u, s = 0. When the wheel is locked and dragged, u w = 0, s = 100%. When the wheel is rolling and sliding, u > u w , 0 < s < 100%. The larger the slip ratio of the wheel, the larger the proportion of the sliding component in the movement of the wheel.

[0078] Step 102, identify the anti-skid state of the vehicle according to the slip ratio and the vehicle speed to determine the anti-skid state flag value.

[0079] In this embodiment of the invention, different slip ratio ranges corresponding to different vehicle speeds that require anti-skid control can be preset. The preset slip ratio range corresponding to the current vehicle speed is determined based on the vehicle speed, and the slip ratio of the current wheels in the vehicle is compared with these ranges. If the slip ratio falls within the preset slip ratio range, anti-skid control is required; otherwise, it is not required. A preset anti-skid status flag can be assigned a value based on whether the slip ratio falls within the preset slip ratio range, resulting in an anti-skid status flag value. This flag value indicates whether anti-skid control needs to be activated. For example, a flag value of 1 indicates that anti-skid control needs to be activated, while a flag value of 0 indicates that anti-skid control is not required.

[0080] Step 103: Generate anti-skid torque command based on the vehicle speed, wheel speed, anti-skid status flag value, and preset anti-skid control algorithm.

[0081] In this embodiment of the invention, the anti-slip control algorithm is used to obtain the anti-slip torque corresponding to the wheels of the vehicle based on the vehicle's speed information. Specifically, the speed information can be input into a proportional controller to obtain a compensation coefficient, and the speed information can be integrated using an integrator. Then, the integral result and the compensation coefficient are added together to obtain the anti-slip torque.

[0082] In this embodiment of the invention, anti-skid torque can be calculated based on vehicle speed, wheel speed, and a preset anti-skid control algorithm. The anti-skid status flag value determines whether anti-skid control needs to be activated. If it is determined that anti-skid control needs to be activated, an anti-skid torque command can be generated based on the calculated anti-skid torque. This anti-skid torque command includes the actual data of the calculated anti-skid torque.

[0083] Step 104: According to the anti-skid torque command, control the vehicle's drive devices to correct the torque output to the wheels of the vehicle in order to perform anti-skid control on the vehicle.

[0084] In this embodiment of the invention, an anti-slip torque command can be sent to the torque management module in the vehicle's MCU. The torque management module controls the output torque of the drive device, thereby correcting the torque output to the wheels of the vehicle to prevent wheel slippage and achieve anti-slip control of the vehicle. Specifically, the MCU's torque management module controls the torque output by the vehicle's electric motor, thereby distributing or limiting the vehicle's power. The drive device in this embodiment can be an electric motor. The MCU can directly control the power of the drive wheels by controlling the electric motor, achieving a faster response speed compared to a VCU that relies on other sensors and actuators for power distribution.

[0085] In this embodiment of the invention, the wheel slip ratio is determined by acquiring the vehicle speed and wheel speed, and the vehicle's anti-skid state is identified. Based on the flag value corresponding to the vehicle's anti-skid state, the vehicle speed, wheel speed, and a preset anti-skid control algorithm, an anti-skid torque command corresponding to the vehicle's current speed and state is generated. The drive mechanism is then controlled to correct the torque output to the wheels according to the anti-skid torque command, thereby achieving anti-skid control of the vehicle. Because the torque output to the wheels is directly corrected, the response speed of the wheels to anti-skid control can be improved, thus improving the efficiency of anti-skid control and achieving a better anti-skid control effect.

[0086] Optionally, the method further includes:

[0087] Step 201: Obtain the anti-skid control command from the vehicle controller.

[0088] In this embodiment of the invention, anti-skid control commands from the VCU can be obtained through external communication channels between the MCU and other components in the vehicle, such as the vehicle's CAN communication network. These anti-skid control commands can be anti-skid command requests generated in the VCU, which are used by the VCU to request the vehicle's powertrain to distribute power, thereby implementing anti-skid control on the vehicle.

[0089] It should be noted that in the vehicle system, the VCU needs to coordinate the work of all power systems of the vehicle. During driving, there may be situations where two power systems cannot output at the same time. Therefore, while the MCU performs anti-slip control, it also needs to confirm with the VCU whether there are other power demand conflicts. This is to prevent the MCU from directly performing anti-slip control on the vehicle, which could cause a sudden drop in vehicle power and affect power smoothness and driving experience.

[0090] Optionally, after step 103, the method further includes:

[0091] Step 202: Verify the anti-slip torque command according to the anti-slip control command, and obtain the verification result.

[0092] In this embodiment of the invention, the anti-slip torque command generated by the MCU and the anti-slip control command of the vehicle control unit (VCU) need to be cross-validated to determine whether the MCU and VCU simultaneously determine that anti-slip control is required for the vehicle, and the result of the determination is used as the verification result. Specifically, if the MCU and VCU simultaneously determine that anti-slip control is required for the vehicle, the verification result is that anti-slip control is required; if either the MCU or the VCU determines that anti-slip control is not required, the verification result is that anti-slip control is not required.

[0093] In one feasible implementation, after obtaining the verification result, the verification result and the anti-slip torque command can be fed back to the vehicle controller, so that the vehicle controller can use the verification result and the anti-slip torque command as one of the criteria for determining the power output of the vehicle system.

[0094] Optionally, step 104 may include the following steps:

[0095] Step 1041: When the verification result indicates that both the anti-skid control command and the anti-skid torque command indicate that the vehicle should be subjected to anti-skid control, the driving device of the vehicle is controlled to correct the torque output to the wheels of the vehicle according to the anti-skid torque command.

[0096] In this embodiment of the invention, the anti-slip control command and the anti-slip torque command simultaneously instruct the vehicle to perform anti-slip control. That is, when both the MCU and VCU determine that anti-slip control is needed, the vehicle's drive devices are controlled to correct the torque output to the wheels of the vehicle according to the anti-slip torque command. Specific modification methods can be found in the implementation of step 104, and will not be repeated here.

[0097] Figure 2 This is a waveform diagram of the dual verification of anti-slip control provided in an embodiment of the present invention, such as... Figure 2 As shown, waveform 1 indicates whether the VCU requests the anti-slip function, where 1 indicates a request and 0 indicates no request. Waveform 2 indicates whether the MCU recognizes the need for anti-slip function intervention, where 1 indicates intervention is required and 0 indicates no intervention is required. Waveform 3 indicates whether the anti-slip function requested by the VCU on the vehicle is executed, where 1 indicates execution and 0 indicates no execution. The horizontal axis of the waveform graph represents time in seconds, and the vertical axis represents the indicator value.

[0098] Figure 2 During the 0-2 second interval, neither the VCU nor the MCU requests intervention for the anti-slip function, therefore the VCU anti-slip function shows no execution. During the 2-4 second interval, the VCU requests the anti-slip function, and the MCU determines that intervention is needed, so the VCU anti-slip function execution flag shows the anti-slip function is currently in progress. During the 4-5 second interval, the VCU requests the anti-slip function, but the MCU does not determine that intervention is needed, so the VCU's request is not executed. During the 5-6 second interval, with no requests from either the VCU or MCU, the vehicle's anti-slip function is not activated. During the 6-7 second interval, the VCU does not request the anti-slip function, and the MCU does not determine that intervention is needed, so the anti-slip function is not activated in the vehicle.

[0099] In this embodiment of the invention, the anti-slip torque command is verified according to the anti-slip control command of the vehicle's overall controller to obtain a verification result. When the verification result indicates that both the anti-slip control command and the anti-slip torque command indicate that anti-slip control should be applied to the vehicle, the vehicle's drive components are controlled to correct the torque output to the wheels of the vehicle according to the anti-slip torque command. This improves the rationality of the vehicle's anti-slip control.

[0100] Optionally, step 101 may include the following steps:

[0101] Step 1011: Determine the reference slip ratio of the target wheel in the vehicle based on the vehicle speed, the wheel speed, and the motor speed information of the vehicle.

[0102] In this embodiment of the invention, the motor speed information of the vehicle may include the motor speed and a speed calculation flag, and the wheel speed may include the wheel speeds of the front and rear wheels of the vehicle. The reference wheel speed of the target wheel can be calculated based on the motor speed and the speed calculation flag information. Then, the reference vehicle speed is calculated based on the vehicle speed and wheel speed. Finally, the reference slip ratio of the target wheel in the vehicle is calculated based on the reference wheel speed and the reference vehicle speed. The specific calculation method can be found in formula (1), which will not be elaborated here.

[0103] In this embodiment of the invention, a slip ratio calculation module can be set in the vehicle's MCU. The MCU obtains the wheel speed signals of the front and rear wheels and the overall vehicle speed signal through the vehicle's CAN communication network. Furthermore, it obtains the motor speed and speed calculation flag information from the MCU application layer by calling underlying signals, and inputs the obtained signals into the slip ratio calculation module. (See [link to relevant documentation]). Figure 3 The reference vehicle speed is calculated using the wheel speeds of the front and rear wheels and the vehicle's overall speed. Simultaneously, the reference wheel speed can be calculated using the motor speed of the drive axle and the wheel radius. In the front or rear drive structure of a pure electric vehicle, the driving wheel and driven wheel represent the reference wheel speed and vehicle speed, respectively. Therefore, depending on the drive structure, the driving and driven wheels in the front and rear wheels can be determined based on the torque calculation flag. The wheel speed of the driving wheel is used as the reference wheel speed, and the wheel speed of the driven wheel is used as the reference vehicle speed. The slip ratio is then calculated using these reference wheel speeds and the reference vehicle speed. Calculating the slip ratio not only allows for the identification of slippage conditions but also provides a reference for the power required for the MCU's anti-slip control at different slip ratios.

[0104] Step 1012: Determine the slip ratio limit parameter of the vehicle based on the current state information of the vehicle.

[0105] In this embodiment of the invention, the slip ratio limit parameter is used to characterize the upper limit of the slip ratio between the vehicle's wheels and the road surface. The vehicle's current state information may include whether the vehicle is currently in a driving state such as starting, accelerating, braking, or turning, or it may include whether the vehicle is currently in different road surface conditions such as ice, snow, wetness, or mud. It is understood that the slip ratio corresponds to different upper limits depending on the vehicle's driving state. By controlling the slip ratio between the wheels and the road surface, the adhesion between the wheels and the ground is prevented from decreasing, thereby preventing uncontrollable vehicle maneuvers.

[0106] In this embodiment of the invention, slip ratio limit parameters for different vehicle states can be obtained in advance through calibration. During vehicle operation, the current state of the vehicle is determined based on the current state information, and then the slip ratio limit parameter corresponding to the current state is determined from the preset slip ratio limit parameters based on the vehicle state.

[0107] Step 1013: Determine the final slip ratio of the target wheel based on the reference slip ratio and the slip ratio limit parameter.

[0108] In this embodiment of the invention, a reference slip ratio can be compared with a slip ratio limit parameter. If the reference slip ratio is not greater than the slip ratio limit parameter, the reference slip ratio is determined as the final slip ratio of the target wheel. If the reference slip ratio is greater than the slip ratio limit parameter, the upper limit value of the slip ratio represented by the slip ratio limit parameter is determined as the final slip ratio of the target wheel.

[0109] In this embodiment of the invention, a reference slip ratio is determined based on vehicle speed, wheel speed, and motor rotation speed information, and a slip ratio limiting parameter is determined based on the vehicle's current state information. Then, the final slip ratio of the target wheel is determined based on the reference slip ratio and the slip ratio limiting parameter. Since the slip ratio limiting parameter is determined based on the vehicle's current state information, the final slip ratio determined based on the reference slip ratio and the slip ratio limiting parameter better matches the vehicle's current state, thus improving the accuracy of the final slip ratio.

[0110] Optionally, the status information is the vehicle's hill-climbing status indicator information. Before step 1012, the method further includes:

[0111] Step 301: Obtain the accelerator pedal opening and steering wheel angle from the vehicle's overall controller.

[0112] In this embodiment of the invention, the status information can be the vehicle's hill-climbing status flag information. Specifically, the value of the hill-climbing signal flag bit can be obtained from the hill-holding module of the MCU as the vehicle's hill-climbing status flag information. The MCU can obtain the vehicle's current accelerator pedal opening and the steering wheel angle of the electric power steering (EPS) signal from the vehicle's vehicle control unit (VCU) through the vehicle's CAN communication network.

[0113] Optionally, step 1012 may include the following steps:

[0114] Step 1012a: Determine the vehicle's operating condition information based on the hill climbing status indicator information, the accelerator pedal opening, and the steering wheel angle.

[0115] In this embodiment of the invention, the accelerator pedal opening can be compared with a preset pedal opening threshold to determine whether the accelerator pedal opening is greater than or equal to the pedal opening threshold, thus obtaining a first determination result. Furthermore, the steering wheel angle can be compared with a preset steering angle threshold to determine whether the steering wheel angle is less than or equal to the steering angle threshold, or, based on the hill-climbing status indicator information, it can be determined whether the vehicle is currently in a hill-start state, thus obtaining a second determination result. The vehicle's operating condition information is determined based on the first and second determination results. This operating condition information characterizes the vehicle's current driving state, such as different road conditions like ice, snow, slippery surfaces, and mud, or driving states like starting, accelerating, braking, and turning. This is merely an illustrative example, and this embodiment of the invention does not impose any limitations.

[0116] Step 1012b: Determine the slip ratio limit parameter of the vehicle under the current operating condition based on the operating condition information.

[0117] In this embodiment of the invention, slip ratio limit parameters for different operating conditions of the vehicle can be obtained in advance through calibration. During vehicle operation, the slip ratio limit parameters corresponding to the current operating condition are determined from the preset slip ratio limit parameters based on the current operating condition information.

[0118] In this embodiment of the invention, a hill start anti-skid recognition module can be set in the vehicle's MCU. The MCU obtains the accelerator pedal opening and the steering wheel angle from the EPS signal from the VCU via the vehicle's CAN communication network, and obtains the hill climb signal flag information from the MCU's hill-holding module via the MCU's internal communication channel, and obtains the slip ratio from the slip ratio calculation module. Then, the obtained signals are input into the hill start anti-skid recognition module, see [link to relevant documentation]. Figure 4 The anti-slip recognition module judges the vehicle's operating conditions, determines whether the vehicle is currently in a hill start state, and outputs the final slip ratio.

[0119] The judgment logic of the slope-start anti-slip recognition module is as follows: Figure 5 As shown, if the accelerator pedal opening is greater than or equal to a preset pedal opening threshold, and the steering wheel angle is less than or equal to a preset steering angle threshold, or if the vehicle is determined to be in a climbing state based on the climbing status indicator information and whether the reference slip ratio is greater than or equal to a preset value, then a flag value is output. This flag value is used to indicate that the vehicle steering angle is too large or that the vehicle is currently in a climbing state. Furthermore, a slip ratio limit coefficient for different vehicle states can be obtained in advance through calibration. This slip ratio limit coefficient is a proportional value, for example, 0.2%. In the hill start anti-slip recognition module, this slip ratio limit coefficient is multiplied by 100 to obtain a slip ratio limit parameter, for example, 20%. Then, the reference slip ratio is compared with the slip ratio limit parameter. If the reference slip ratio, for example, 15%, is not greater than the slip ratio limit parameter 20%, then the reference slip ratio is determined as the final slip ratio of the target wheel. If the reference slip ratio, 35%, is greater than the slip ratio limit parameter 20%, then the upper limit value of the slip ratio represented by the slip ratio limit parameter is determined as the final slip ratio of the target wheel, and the hill start anti-slip recognition module outputs the final slip ratio.

[0120] In this embodiment of the invention, the accelerator pedal opening and steering wheel angle are obtained from the vehicle controller, and the vehicle's operating condition information is determined based on the hill-climbing status indicator information, accelerator pedal opening, and steering wheel angle. Then, the slip ratio limit parameter under the current operating condition of the vehicle is determined based on the operating condition information. In this way, the slip ratio limit parameter can be matched with the current operating condition of the vehicle, thereby improving the accuracy of the slip ratio limit parameter.

[0121] Optionally, step 102 may include the following steps:

[0122] Step 1021: Determine the target speed range corresponding to the vehicle speed based on the vehicle speed and the preset vehicle speed range matrix.

[0123] In this embodiment of the invention, the vehicle speed interval matrix may include multiple vehicle speed intervals, such as [10,20) and [20,30), which respectively represent speed intervals from 10 km / h to less than 20 km / h and speed intervals from 20 km / h to less than 30 km / h. This is merely an example, and this embodiment of the invention does not impose any limitations. The vehicle speed interval to which the current vehicle speed belongs can be found from the vehicle speed interval matrix, and this speed interval can be determined as the target vehicle speed interval.

[0124] Step 1022: Based on the target vehicle speed range, the preset slip ratio enable matrix, and the preset slip ratio prohibition matrix, determine the target slip ratio enable threshold and the target slip ratio prohibition threshold corresponding to the target vehicle speed range; the slip ratio enable matrix includes the slip ratio enable threshold corresponding to each vehicle speed range in the vehicle speed range matrix, and the slip ratio prohibition matrix includes the slip ratio prohibition threshold corresponding to each vehicle speed range in the vehicle speed range matrix.

[0125] In this embodiment of the invention, the slip ratio enable threshold corresponding to any vehicle speed range is used to characterize the slip ratio threshold at which anti-slip control needs to be activated when the vehicle is traveling at a speed within that range. That is, if the current slip ratio is greater than or equal to the slip ratio enable threshold, it is determined that anti-slip control needs to be activated. The slip ratio prohibition threshold corresponding to any vehicle speed range is used to characterize the slip ratio threshold at which anti-slip control needs to be deactivated when the vehicle is traveling at a speed within that range. That is, if the current slip ratio decreases to less than or equal to the slip ratio prohibition threshold, anti-slip control can be deactivated. Since different vehicle speeds correspond to different slip ratios, the slip ratio enable threshold and slip ratio prohibition threshold corresponding to different vehicle speed ranges can be determined in advance through simulation or calibration.

[0126] In this embodiment of the invention, based on the target vehicle speed range, the slip ratio enable threshold and slip ratio prohibition threshold corresponding to the target vehicle speed range can be found from the preset slip ratio enable matrix and the preset slip ratio prohibition matrix, respectively. These thresholds are then used as the target slip ratio enable threshold and target slip ratio prohibition threshold. For example, if the target vehicle speed range is [10, 20), and the preset slip ratio enable matrix shows a slip ratio enable threshold of 10% and a slip ratio prohibition threshold of 8% for the speed range [10, 20), then 10% is used as the target slip ratio enable threshold, and 8% is used as the target slip ratio prohibition threshold.

[0127] Step 1023: Determine the anti-slip status flag value based on the slip ratio, the target slip ratio enable threshold, and the target slip ratio disable threshold.

[0128] In this embodiment of the invention, the anti-skid status flag value is used to characterize whether the vehicle is in a state requiring the activation of anti-skid control. Specifically, an anti-skid status flag value of 1 indicates that the vehicle is in a state requiring the activation of anti-skid control, and an anti-skid status flag value of 0 indicates that the vehicle is in a state where the activation of anti-skid control is not required. The current slip ratio can be compared with the target slip ratio enable threshold and the target slip ratio disable threshold. Based on the comparison result, it is determined whether the vehicle is currently in a state requiring the activation of anti-skid control, and a corresponding anti-skid status flag value is generated.

[0129] Specifically, if the comparison result indicates that the slip ratio is greater than or equal to the target slip ratio enable threshold, and the slip ratio does not meet the exit condition (i.e., the slip ratio is not less than or equal to the target slip ratio prohibition threshold), the vehicle is determined to be in a state where anti-slip control needs to be activated, and the anti-slip status flag value is assigned a value of 1. If the comparison result indicates that the slip ratio is less than the target slip ratio enable threshold, and the slip ratio meets the exit condition (i.e., the slip ratio is less than or equal to the target slip ratio prohibition threshold), the vehicle is determined to be in a state where anti-slip control does not need to be activated, and the anti-slip status flag value is assigned a value of 0. For example, if the current slip ratio is greater than or equal to 10%, anti-slip control needs to be activated; if the current slip ratio is less than or equal to 8%, anti-slip control can be deactivated. Here, "slip ratio less than or equal to 8%" can mean that the anti-slip control can be deactivated once the slip ratio decreases to less than or equal to 8%.

[0130] In this embodiment of the invention, an anti-slip function status recognition module can be set in the vehicle's MCU. The MCU obtains the vehicle speed signal through the vehicle's CAN communication network and obtains the final slip ratio, as well as preset speed range matrices, slip ratio enable matrices, and slip ratio disable matrices from the hill start anti-slip recognition module. Then, the obtained signals are input into the anti-slip function status recognition module, see [link to relevant documentation]. Figure 6 The anti-slip function status recognition module determines the start or stop status of the anti-slip control function based on the final slip ratio, the vehicle speed range, and the relationship between the slip ratio, slip ratio enable matrix, and slip ratio disable matrix, and outputs an anti-slip status flag value. It should be noted that the anti-slip status flag value output by the anti-slip function status recognition module can be fed back to the VCU via the CAN communication network, allowing the VCU to use it as a basis for controlling the vehicle's powertrain system.

[0131] The judgment logic of the anti-slip function status recognition module is as follows: Figure 7 As shown, the recognition conditions are divided into three groups: vehicle speed range recognition, function activation recognition based on slip ratio, and function deactivation recognition based on slip ratio. For example, if the vehicle speed is within a certain speed range, and the slip ratio is greater than or equal to the slip ratio enable threshold, and not less than or equal to the exit preset value under all conditions, such as the upper limit of the speed range and the slip ratio prohibition threshold, then the anti-slip control function is identified as needing to be activated. Otherwise, if any of the above conditions are not met, the anti-slip control function is identified as prohibited.

[0132] In this embodiment of the invention, by using vehicle speed, slip ratio, vehicle speed interval matrix, slip ratio enable matrix, and slip ratio prohibition matrix, the slip ratio enable threshold and slip ratio prohibition threshold corresponding to the vehicle speed interval can be easily determined. Then, based on the slip ratio, the anti-skid status flag value of the vehicle at that vehicle speed and slip ratio can be easily determined.

[0133] Optionally, step 103 may include the following steps:

[0134] Step 1031: Calculate the vehicle speed error based on the vehicle speed and the wheel speed.

[0135] In this embodiment of the invention, the reference vehicle speed can be calculated based on wheel speeds. For example, the maximum wheel speed method can be used, where the maximum wheel speed among the wheels of the vehicle is taken as the reference vehicle speed. Vehicle speed can be obtained by using the vehicle's acceleration sensor to measure the vehicle's acceleration, and then calculating the vehicle speed using the slope method based on the acceleration. This is merely an example, and the embodiments of this application do not impose limitations. The difference between the actual vehicle speed and the reference vehicle speed calculated from the wheel speeds is taken as the vehicle speed error.

[0136] Step 1032: Use the vehicle speed error as the input to the preset anti-skid control algorithm to obtain the reference anti-skid torque output by the anti-skid control algorithm.

[0137] In this embodiment of the invention, the anti-skid control algorithm can refer to the relevant description in step 103, which will not be repeated here. Specifically, the vehicle speed error can be input into the proportional controller to obtain the compensation coefficient, and the vehicle speed error can be integrated by the integrator. Then, the integral result and the compensation coefficient are input into the adder and added to obtain the anti-skid torque output by the adder, which is used as the reference anti-skid torque.

[0138] Step 1033: Determine the final anti-slip torque of the vehicle based on the reference anti-slip torque and the preset anti-slip torque threshold.

[0139] In this embodiment of the invention, the anti-slip torque threshold is used to characterize the maximum anti-slip torque that the vehicle's electric motor can output. The anti-slip torque threshold can be predetermined based on the external characteristics of the vehicle's electric motor. Specifically, the maximum anti-slip torque that the electric motor can output can be calculated based on the maximum torque that the motor can output and the limiting coefficient of the motor's output anti-slip torque, and this maximum anti-slip torque is used as the anti-slip torque threshold. A reference anti-slip torque can be compared with the anti-slip torque threshold. If the reference anti-slip torque is not greater than the anti-slip torque threshold, the reference anti-slip torque is determined as the vehicle's final anti-slip torque. If the reference anti-slip torque is greater than the anti-slip torque threshold, the preset anti-slip torque threshold is determined as the vehicle's final anti-slip torque.

[0140] Step 1034: Generate the anti-slip torque command based on the anti-slip status flag value and the final anti-slip torque.

[0141] In this embodiment of the invention, when the anti-slip status flag indicates that anti-slip control of the vehicle has been activated, an anti-slip torque command is generated based on the final anti-slip torque. When the anti-slip status flag indicates that anti-slip control of the vehicle has not been activated, the final anti-slip torque is set to zero, and an anti-slip torque command is generated based on the zeroed final anti-slip torque. The generated anti-slip torque command includes the final anti-slip torque. Then, the anti-slip torque command can be output to the torque management module of the MCU, so that the MCU's torque management module can use the anti-slip torque command as a basis for determining the power distribution of the vehicle's power system.

[0142] In one feasible implementation, when the anti-slip torque command indicates that the final anti-slip torque is not zero, the MCU's torque management module can control the vehicle's drive devices to correct the torque output to the wheels of the vehicle based on the final anti-slip torque in the anti-slip torque command, thereby performing anti-slip control on the vehicle. When the anti-slip torque command indicates that the final anti-slip torque is zero, the MCU's torque management module recognizes that anti-slip control is not required for the vehicle, and therefore does not issue control commands to the drive devices.

[0143] In this embodiment of the invention, an anti-slip controller can be set in the vehicle's MCU. The anti-slip controller can obtain the anti-slip status flag value from the anti-slip function status recognition module. The MCU obtains the vehicle's wheel speed signal and overall vehicle speed signal through the vehicle's CAN communication network, calculates the reference speed based on the wheel speed, and then calculates the speed error between the vehicle speed and the reference speed. Then, see... Figure 8 The vehicle speed error can be input into the anti-slip controller. The anti-slip controller can calculate a reference anti-slip torque based on the anti-slip control algorithm and compare the reference anti-slip torque with the anti-slip torque threshold to determine the vehicle's final anti-slip torque. It also judges the situation represented by the anti-slip status flag value. If the anti-slip status flag value indicates that anti-slip control of the vehicle is activated, the final anti-slip torque is output to the MCU application layer. If the anti-slip status flag value indicates that anti-slip control of the vehicle is not activated, the final anti-slip torque is set to zero and output to the MCU application layer, so that the MCU can generate anti-slip torque commands based on the final anti-slip torque.

[0144] In this embodiment of the invention, a reference anti-slip torque can be easily obtained using vehicle speed, wheel speed, and a preset anti-slip control algorithm. Then, based on the reference anti-slip torque and a preset anti-slip torque threshold, the final anti-slip torque of the vehicle is determined, making the final anti-slip torque more accurate. Furthermore, since the anti-slip torque command is generated based on the anti-slip status flag value and the final anti-slip torque, the anti-slip torque command matches the anti-slip status flag value, improving the accuracy of the anti-slip torque command.

[0145] Figure 9This is a block diagram of a drive anti-slip strategy based on MCU control provided in an embodiment of the present invention, such as... Figure 9 As shown, the anti-slip drive module acquires relevant signals from the VCU via an external communication channel and relevant signals from the MCU application layer control logic via an internal MCU communication channel. The anti-slip drive module comprises five sub-modules: a slip ratio calculation module, a hill start anti-slip status recognition module, an MCU anti-slip function status recognition module, an anti-slip controller, and a dual verification module for MCU and VCU anti-slip requirements. The slip ratio output by the slip ratio calculation module is sent to both the hill start anti-slip status recognition module and the MCU anti-slip function status recognition module. The final slip ratio output by the hill start anti-slip status recognition module is also sent to the MCU anti-slip function status recognition module for status recognition of vehicle anti-slip control. The anti-slip status flag value output by the MCU anti-slip function status recognition module is sent to both the anti-slip controller and the dual verification module for MCU and VCU anti-slip requirements, allowing the anti-slip controller to calculate the final anti-slip torque and providing the dual verification module with one of the bases for dual verification. The anti-slip module generates an anti-slip torque command based on the final anti-slip torque, and outputs the anti-slip torque command and the anti-slip status flag value output by the MCU anti-slip function status recognition module to the MCU torque management module, so that the torque management module can use it as a basis for controlling the vehicle's drive devices to correct the torque output to the wheels of the vehicle.

[0146] Figure 10 This is a flowchart of the active driving anti-slip strategy provided in an embodiment of the present invention, as follows: Figure 10 As shown, the MCU obtains the front and rear wheel speeds and vehicle speed input via CAN communication into module 1, which is used to calculate the slip ratio. Module 1 determines the vehicle speed based on the front and rear wheel speeds and the vehicle speed, and calculates the slip ratio according to the vehicle's drive power configuration, such as front-wheel drive, rear-wheel drive, or four-wheel drive. The MCU obtains the accelerator pedal opening and steering wheel angle input from the VCU via CAN communication and sends them to module 2, the hill start anti-slip status recognition module, for hill start anti-slip status detection. The hill start anti-slip status recognition module outputs the final slip ratio to module 3, the MCU anti-slip function status recognition module, for wheel anti-slip strategy status recognition, and feeds back the output anti-slip status flag value, i.e., the MCU's active drive anti-slip status, to the VCU. Module 4, the anti-slip controller, obtains the anti-slip status flag value output by Module 3 and calculates the final anti-slip torque based on the calculated speed error. This final anti-slip torque serves as the basis for active anti-slip torque correction and is output to Module 5, the dual verification module for anti-slip requirements of the MCU and VCU. The dual verification module also obtains an anti-slip command request from the VCU, performs anti-slip requirement verification, and determines that the drive motor torque command, i.e., the anti-slip torque command, can be output to the torque management module of the MCU.

[0147] Figure 11This is a block diagram of a vehicle control device according to an embodiment of the present invention, such as... Figure 11 As shown, the vehicle control device 30 includes:

[0148] The determining module 301 is used to acquire the vehicle speed and wheel speed, and determine the slip ratio of the wheels in the vehicle based on the vehicle speed and wheel speed;

[0149] The identification module 302 is used to identify the anti-skid state of the vehicle based on the slip ratio and the vehicle speed, so as to determine the anti-skid state flag value;

[0150] The generation module 303 is used to generate an anti-skid torque command based on the vehicle speed, the wheel speed, the anti-skid status flag value, and a preset anti-skid control algorithm.

[0151] The correction module 304 is used to control the drive device of the vehicle to correct the torque output to the wheels of the vehicle according to the anti-skid torque command, so as to perform anti-skid control on the vehicle.

[0152] The vehicle control device 30 has the same advantages as the vehicle control method described above compared to the prior art, and will not be repeated here.

[0153] Optionally, the device 30 further includes:

[0154] The first acquisition module is used to acquire the anti-skid control command from the vehicle controller of the vehicle.

[0155] The verification module is used to verify the anti-skid torque command according to the anti-skid control command after the generation module 303 generates the anti-skid torque command based on the vehicle speed, the wheel speed, the anti-skid status flag value and the preset anti-skid control algorithm, and obtain the verification result.

[0156] The correction module 304 is specifically used for:

[0157] When the verification result indicates that both the anti-skid control command and the anti-skid torque command simultaneously indicate anti-skid control for the vehicle, the driving devices of the vehicle are controlled to correct the torque output to the wheels of the vehicle according to the anti-skid torque command.

[0158] Optionally, the determining module 301 is specifically used for:

[0159] Based on the vehicle speed, wheel speed, and motor speed information of the vehicle, a reference slip ratio of the target wheel in the vehicle is determined;

[0160] The slip ratio limit parameter of the vehicle is determined based on the current state information of the vehicle;

[0161] The final slip ratio of the target wheel is determined based on the reference slip ratio and the slip ratio limit parameter.

[0162] Optionally, the status information is the vehicle's hill-climbing status indicator information, and the device 30 further includes:

[0163] The second acquisition module is used to acquire the accelerator pedal opening and steering wheel angle from the vehicle controller before the determining module 301 determines the slip ratio limit parameter of the vehicle based on the current state information of the vehicle.

[0164] The determining module 301 is further configured to:

[0165] The vehicle's operating condition information is determined based on the hill-climbing status indicator information, the accelerator pedal opening, and the steering wheel angle.

[0166] The slip ratio limit parameter for the vehicle under the current operating condition is determined based on the operating condition information.

[0167] Optionally, the identification module 302 is specifically used for:

[0168] The target speed range corresponding to the vehicle speed is determined based on the vehicle speed and the preset vehicle speed range matrix;

[0169] Based on the target speed range, the preset slip ratio enable matrix, and the preset slip ratio prohibition matrix, the target slip ratio lower limit and target slip ratio upper limit corresponding to the target speed range are determined; the slip ratio enable matrix includes the slip ratio lower limit corresponding to each speed range in the speed range matrix, and the slip ratio prohibition matrix includes the slip ratio upper limit corresponding to each speed range in the speed range matrix;

[0170] The anti-slip status flag value is determined based on the slip ratio, the upper limit of the target slip ratio, and the lower limit of the target slip ratio.

[0171] Optionally, the generation module 303 is specifically used for:

[0172] The vehicle speed error is calculated based on the vehicle speed and the wheel speed.

[0173] The vehicle speed error is used as the input to a preset anti-skid control algorithm to obtain the reference anti-skid torque output by the anti-skid control algorithm.

[0174] The final anti-slip torque of the vehicle is determined based on the reference anti-slip torque and the preset anti-slip torque threshold.

[0175] The anti-slip torque command is generated based on the anti-slip status flag value and the final anti-slip torque.

[0176] The vehicle control device 30 has the same advantages as the vehicle control method described above compared to the prior art, and will not be repeated here.

[0177] This invention provides a vehicle equipped with any of the vehicle control devices described above, for executing any of the vehicle control methods described above.

[0178] The vehicle described above has the same advantages over the prior art as the vehicle control method described above, and will not be repeated here.

[0179] The present invention also provides an electronic device, see [link to relevant documentation]. Figure 12 It includes: a processor 401, a memory 402, and a computer program 4021 stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method of the foregoing embodiments.

[0180] The present invention also provides a readable storage medium, wherein when the instructions in the storage medium are executed by a processor of an electronic device, the electronic device is able to perform the vehicle control method of the foregoing embodiments.

[0181] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. The structure required to construct such a system is readily apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention.

[0182] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0183] Similarly, it should be understood that, in order to simplify the invention and aid in understanding one or more of the various inventive aspects, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be construed as reflecting an intention that the claimed invention requires more features than expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0184] Those skilled in the art will understand that modules in the device of the embodiments can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiments can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0185] The various component embodiments of the present invention can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some or all of the components in the sorting device according to the present invention. The present invention can also be implemented as a device or apparatus program for performing part or all of the methods described herein. Such a program implementing the present invention can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0186] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0187] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0188] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0189] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0190] It should be noted that the various data-related processes in the embodiments of the present invention are carried out in compliance with the relevant data protection laws and policies of the country where the location is located, and with the authorization granted by the owner of the corresponding device.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle speed and wheel speed are obtained, and the slip ratio of the wheels in the vehicle is determined based on the vehicle speed and wheel speed. The anti-skid status of the vehicle is identified based on the slip ratio and the vehicle speed to determine the anti-skid status flag value. An anti-skid torque command is generated based on the vehicle speed, the wheel speed, the anti-skid status flag value, and a preset anti-skid control algorithm. According to the anti-slip torque command, the drive devices of the vehicle are controlled to correct the torque output to the wheels of the vehicle in order to perform anti-slip control on the vehicle. Obtain the anti-skid control command from the vehicle's overall controller; After generating the anti-skid torque command based on the vehicle speed, the wheel speed, the anti-skid status flag value, and the preset anti-skid control algorithm, the method further includes: The anti-slip torque command is verified according to the anti-slip control command, and the verification result is obtained; The step of controlling the vehicle's drive components to correct the torque output to the wheels of the vehicle according to the anti-slip torque command includes: When the verification result indicates that both the anti-skid control command and the anti-skid torque command simultaneously indicate anti-skid control for the vehicle, the driving devices of the vehicle are controlled to correct the torque output to the wheels of the vehicle according to the anti-skid torque command.

2. The method according to claim 1, characterized in that, Determining the wheel slip ratio of the vehicle based on the vehicle speed and the wheel speed includes: Based on the vehicle speed, wheel speed, and motor speed information of the vehicle, a reference slip ratio of the target wheel in the vehicle is determined; The slip ratio limit parameter of the vehicle is determined based on the current state information of the vehicle; The final slip ratio of the target wheel is determined based on the reference slip ratio and the slip ratio limit parameter.

3. The method according to claim 2, characterized in that, The status information is the vehicle's climbing status indicator information. Before determining the vehicle's slip ratio limit parameter based on the vehicle's current status information, the method further includes: The accelerator pedal opening and steering wheel angle are obtained from the vehicle's overall controller; Determining the slip ratio limit parameter of the vehicle based on the vehicle's current state information includes: The vehicle's operating condition information is determined based on the hill-climbing status indicator information, the accelerator pedal opening, and the steering wheel angle. The slip ratio limit parameter for the vehicle under the current operating condition is determined based on the operating condition information.

4. The method according to claim 1, characterized in that, The step of identifying the anti-skid state of the vehicle based on the slip ratio and the vehicle speed to determine the anti-skid state indicator value includes: The target speed range corresponding to the vehicle speed is determined based on the vehicle speed and the preset vehicle speed range matrix; Based on the target vehicle speed range, the preset slip ratio enable matrix, and the preset slip ratio prohibition matrix, the target slip ratio enable threshold and the target slip ratio prohibition threshold corresponding to the target vehicle speed range are determined; the slip ratio enable matrix includes the slip ratio enable threshold corresponding to each vehicle speed range in the vehicle speed range matrix, and the slip ratio prohibition matrix includes the slip ratio prohibition threshold corresponding to each vehicle speed range in the vehicle speed range matrix; The anti-slip status flag value is determined based on the slip ratio, the target slip ratio enable threshold, and the target slip ratio disable threshold.

5. The method according to claim 1, characterized in that, The step of generating anti-skid torque commands based on the vehicle speed, wheel speed, anti-skid status flag value, and a preset anti-skid control algorithm includes: The vehicle speed error is calculated based on the vehicle speed and the wheel speed. The vehicle speed error is used as the input to a preset anti-skid control algorithm to obtain the reference anti-skid torque output by the anti-skid control algorithm. The final anti-slip torque of the vehicle is determined based on the reference anti-slip torque and the preset anti-slip torque threshold. The anti-slip torque command is generated based on the anti-slip status flag value and the final anti-slip torque.

6. A vehicle control device, characterized in that, The device includes: A determination module is used to acquire the vehicle speed and wheel speed, and determine the slip ratio of the wheels in the vehicle based on the vehicle speed and wheel speed; The identification module is used to identify the anti-skid state of the vehicle based on the slip ratio and the vehicle speed, so as to determine the anti-skid state flag value; The generation module is used to generate anti-skid torque commands based on the vehicle speed, the wheel speed, the anti-skid status flag value, and a preset anti-skid control algorithm. The correction module is used to control the drive devices of the vehicle to correct the torque output to the wheels of the vehicle according to the anti-slip torque command, so as to perform anti-slip control on the vehicle. The first acquisition module is used to acquire the anti-skid control command from the vehicle controller of the vehicle. The verification module is used to verify the anti-skid torque command based on the anti-skid control command after the generation module generates the anti-skid torque command according to the vehicle speed, the wheel speed, the anti-skid status flag value and the preset anti-skid control algorithm, and obtain the verification result. Specifically, the correction module is used for: When the verification result indicates that both the anti-skid control command and the anti-skid torque command simultaneously indicate anti-skid control for the vehicle, the driving devices of the vehicle are controlled to correct the torque output to the wheels of the vehicle according to the anti-skid torque command.

7. A vehicle, characterized in that, The vehicle is equipped with a vehicle control device as described in claim 6, for executing the vehicle control method as described in any one of claims 1-5.

8. An electronic device, characterized in that, It includes a processor and a memory, the memory storing programs or instructions that can run on the processor, the programs or instructions being executed by the processor to implement the steps of the vehicle control method as described in any one of claims 1-5.

9. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle control method as described in any one of claims 1-5.

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