Method, device and intelligent vehicle for controlling travel of a vehicle

Abstract

Embodiments of the present application provide a method and device for controlling vehicle driving and an intelligent vehicle, and relate to the technical field of new energy vehicles. The method can automatically control the vehicle to avoid tire slip or automatically control the vehicle to slow down and escape from the tire slip predicament. The method comprises: obtaining a first slip rate of the vehicle when driving at a historical speed at a current time point; the historical speed is a driving speed corresponding to a time point separated from the current time by a preset time length; identifying an actual driving condition of the vehicle at the current time according to the first slip rate; in response to triggering of the actual driving condition, adjusting a driving parameter of the vehicle to control a second slip rate of the vehicle during driving to continuously be located within a slip rate reference interval matched with the actual driving condition; the slip rate reference interval is a slip rate range pre-calibrated for a specific driving condition to ensure normal driving of the vehicle under the specific driving condition.

Description

[Technical Field]

[0001] This application relates to the field of new energy vehicle technology, and in particular to a method, device, and intelligent vehicle for controlling vehicle movement. [Background Technology]

[0002] With the development of new energy technologies, electric vehicles have brought customers a brand-new driving experience due to their fast response and high starting torque. Electric vehicles or hybrid models have gradually become the mainstream trend in the automotive consumer market. In order to increase the driving range of electric vehicles, OEMs are optimizing the rolling resistance and giving priority to low rolling resistance tires to jointly optimize and balance the vehicle's economy and power.

[0003] However, while low rolling resistance tires extend a vehicle's range, they also bring significant drawbacks, such as poor grip and a tendency to slip. Furthermore, electric vehicles or hybrid vehicles primarily rely on electric drive at low speeds. The high starting torque of the electric motor results in rapid initial acceleration and response, making them prone to slipping and difficulty getting out of trouble on wet, snowy, or soft gravel surfaces.

[0004] Considering the above factors, new energy vehicles are prone to tire slippage. [Summary of the Invention]

[0005] This application provides a method, device, and intelligent vehicle for controlling vehicle movement, which can automatically control the vehicle to avoid tire slippage or automatically control the vehicle to slowly escape a tire slippage predicament.

[0006] In a first aspect, embodiments of this application provide a method for controlling vehicle movement, the method comprising:

[0007] The system acquires a first slip ratio when the vehicle is traveling at a historical speed at the current time point; the historical speed is the vehicle's speed at a time point prior to the current time with a preset time interval; it identifies the vehicle's actual driving condition at the current time based on the first slip ratio; in response to the triggering of the actual driving condition, it adjusts the vehicle's driving parameters to control the second slip ratio of the vehicle to remain within a slip ratio reference range that matches the actual driving condition; the slip ratio reference range is a slip ratio range pre-calibrated for a specific driving condition to ensure the vehicle can drive normally under that specific driving condition.

[0008] The method for controlling vehicle driving proposed in this application periodically detects the slip ratio and determines whether the vehicle is stuck in a tire slippage predicament. When the vehicle is stuck in a tire slippage predicament, the slip ratio of the vehicle is controlled within a range that will not cause the tire to slip, thereby achieving the purpose of automatically controlling the vehicle to slowly get out of the tire slippage predicament.

[0009] One possible implementation involves adjusting the vehicle's driving parameters to control the second slip ratio during vehicle operation to remain within a slip ratio reference range that matches the actual driving conditions, including:

[0010] Obtain the safe speed of the vehicle under the actual driving conditions;

[0011] The safe speed and the second slip ratio are calculated using a pre-set control model, and a reference torque is output.

[0012] By controlling the drive motor to adjust its output according to the reference torque, the second slip ratio during vehicle operation is kept within the slip ratio reference range that matches the actual driving conditions.

[0013] In one possible implementation, the safe speed and the second slip ratio are calculated using a pre-set control model, including:

[0014] The control model calculates the safe speed and the second slip ratio using the following formula;

[0015] Where δ represents the slip ratio, v t T represents velocity. e The torque is represented by K, which is a physical structural constant of the vehicle's transmission system, and t is a preset time length.

[0016] One possible implementation involves identifying the vehicle's actual driving condition at the current time based on the first slip ratio, including:

[0017] When the first slip ratio is within a pre-calibrated first value range, the current driving condition of the vehicle is identified as a low-adhesion traction escape condition; the first value range is the range corresponding to the actual slip ratio when the vehicle slides in place based on the low-adhesion road surface;

[0018] When the first slip ratio is within a pre-defined second value range, the current driving condition of the vehicle is identified as a medium-adhesion traction condition; the second value range includes the range of the actual slip ratio when the vehicle slides on the medium-adhesion road surface.

[0019] When the first slip ratio is within a pre-calibrated third value range, the current driving condition of the vehicle is identified as a normal driving condition; the third value range includes the range of the actual slip ratio when the vehicle is driving normally on a medium- or high-adhesion road surface.

[0020] One possible implementation involves adjusting the vehicle's driving parameters to control the second slip ratio during vehicle operation to remain within a slip ratio reference range that matches the actual driving conditions, including:

[0021] When the second slip ratio is greater than the maximum threshold of the slip ratio reference range, the output torque of the drive motor is reduced;

[0022] When the second slip ratio is less than the maximum threshold of the slip ratio reference range, the output torque of the drive motor is maintained.

[0023] In one possible implementation, in response to the triggering of the actual driving condition, the vehicle's driving parameters are adjusted to control the second slip ratio of the vehicle to remain within a slip ratio reference range that matches the actual driving condition, including:

[0024] When the actual driving condition is a low-adhesion or medium-adhesion traction condition, a prompt message is output;

[0025] When a user confirms the input of the prompt information, the vehicle's driving parameters are adjusted to ensure that the second slip ratio during vehicle operation remains within a slip ratio reference range that matches the actual driving conditions.

[0026] In one possible implementation, before adjusting the vehicle's driving parameters to ensure that the second slip ratio during vehicle operation remains within a slip ratio reference range matching the actual driving conditions, the method further includes:

[0027] When the actual driving condition is a low-adhesion traction escape condition, in response to the triggering of the actual driving condition, the vehicle speed is reduced to 5 km / h, or the vehicle speed is reduced to less than 5 km / h.

[0028] When the actual driving condition is a medium-duty escape condition, in response to the triggering of the actual driving condition, the vehicle speed is reduced to 30 km / h, or the vehicle speed is reduced to less than 30 km / h.

[0029] One possible implementation

[0030] Secondly, embodiments of this application provide a device for controlling vehicle movement, the device comprising:

[0031] The acquisition module is used to acquire the first slip ratio of the vehicle at the current time point when it travels at the historical speed; the historical speed is the driving speed of the vehicle at a time point before the current time that is separated by a preset time length.

[0032] The identification module is used to identify the actual driving conditions of the vehicle at the current time based on the first slip ratio;

[0033] The adjustment module is used to respond to the triggering of the actual driving condition and adjust the vehicle's driving parameters to control the second slip ratio of the vehicle to remain within the slip ratio reference range that matches the actual driving condition; the slip ratio reference range is a slip ratio range that is pre-calibrated for a specific driving condition to ensure that the vehicle can drive normally under the specific driving condition.

[0034] In one possible implementation, the adjustment module includes:

[0035] The speed acquisition submodule is used to obtain the safe speed of the vehicle under the actual driving conditions.

[0036] The torque calculation submodule is used to calculate the safe speed and the second slip ratio using a pre-set control model and output a reference torque.

[0037] The torque control submodule is used to control the drive motor to adjust its output according to the reference torque, so as to keep the second slip ratio of the vehicle continuously within the slip ratio reference range that matches the actual driving conditions.

[0038] In one possible implementation, the torque calculation submodule is specifically used to calculate the safe speed and the second slip ratio using the control model through the following formula;

[0039] Where δ represents the slip ratio, v t T represents velocity. e The torque is represented by K, which is a physical structural constant of the vehicle's transmission system, and t is a preset time length.

[0040] In one possible implementation, the identification module includes:

[0041] The first identification submodule is used to identify the current driving condition of the vehicle as a low-adhesion traction escape condition when the first slip ratio is within a pre-calibrated first value range; the first value range is the range corresponding to the actual slip ratio when the vehicle slides on the low-adhesion road surface.

[0042] The second identification submodule is used to identify the current driving condition of the vehicle as a medium-level traction escape condition when the first slip ratio is within a pre-calibrated second value range; the second value range includes the range of the actual slip ratio when the vehicle slides on the medium-level road surface.

[0043] The third identification submodule is used to identify the current driving condition of the vehicle as normal driving condition when the first slip ratio is within a pre-calibrated third value range; the third value range includes the range of the actual slip ratio when the vehicle is driving normally on a medium- or high-adhesion road surface.

[0044] In one possible implementation, the adjustment module is specifically used to reduce the output torque of the drive motor when the second slip ratio is greater than the maximum threshold of the slip ratio reference range; and to maintain the output torque of the drive motor when the second slip ratio is less than the maximum threshold of the slip ratio reference range.

[0045] In one possible implementation, the adjustment module further includes;

[0046] The prompt submodule is used to output prompt information when the actual driving condition is a low-adhesion or medium-adhesion traction traction condition;

[0047] The message receiving submodule is used to adjust the vehicle's driving parameters when it receives a confirmation message from the user in response to the prompt information, so as to keep the second slip ratio of the vehicle continuously within the slip ratio reference range that matches the actual driving conditions.

[0048] In one possible implementation, the device further includes a speed control module, which is specifically used to reduce the vehicle speed to 5 km / h or less than 5 km / h in response to the triggering of the actual driving condition when the actual driving condition is a low-adhesion traction traction condition; and to reduce the vehicle speed to 30 km / h or less than 30 km / h in response to the triggering of the actual driving condition when the actual driving condition is a medium-adhesion traction traction condition.

[0049] Thirdly, embodiments of this application provide an intelligent vehicle, including a controller, characterized in that the controller includes: at least one processor; and at least one memory communicatively connected to the processor, wherein: the memory stores program instructions executable by the processor, and the processor can execute the method provided in the first aspect by invoking the program instructions.

[0050] It should be understood that the second and third aspects of the embodiments of this application are consistent with the technical solutions of the first aspect of the embodiments of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be described again. [Attached Image Description]

[0051] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a flowchart of the method steps for controlling vehicle movement proposed in the embodiments of this application;

[0053] Figure 2 This is a flowchart of another method for controlling vehicle movement according to an embodiment of this application;

[0054] Figure 3 This is a functional block diagram of the device for controlling vehicle movement proposed in the embodiments of this application;

[0055] Figure 4 This is a schematic diagram of the structure of a controller provided in an embodiment of this application.

Detailed Implementation Methods

[0056] To better understand the technical solutions in this specification, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0057] It should be understood that the described embodiments are merely some, not all, of the embodiments in this specification. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without inventive effort are within the scope of protection of this specification.

[0058] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0059] When a vehicle travels on a high-friction surface with a high coefficient of friction, even at high speeds, the tires maintain strong grip due to the resistance generated by ground friction, preventing tire slippage. Conversely, when traveling on a medium-friction surface with a high coefficient of friction or a low-friction surface with an extremely low coefficient of friction, the resistance is lower, and higher speeds can lead to tire slippage. In light of these phenomena, this application addresses the relationship between vehicle speed, road surface friction coefficient, and tire slippage. Using the slip ratio, which represents the degree of tire slippage, as a basis, it periodically detects whether the vehicle encounters conditions with low resistance during travel. When such conditions are encountered, the driving parameters are adjusted to reduce the slip ratio, preventing further tire slippage and allowing the vehicle to slowly escape the slippage predicament at low speed.

[0060] To realize the above-mentioned technical concept, this application proposes a method for controlling vehicle driving, which can be applied to vehicle controllers, such as vehicle control units (VCU), motor control units (MCU), and / or battery management systems (BMS).

[0061] Figure 1 This is a flowchart of the method steps for controlling vehicle movement proposed in the embodiments of this application, as follows: Figure 1 As shown, the steps include:

[0062] Step S11: Obtain the first slip ratio of the vehicle at the current time point when it travels at the historical speed; the historical speed is the driving speed of the vehicle at a time point before the current time that is separated by a preset time length.

[0063] Since historical speed is the vehicle's speed before the current time, if the vehicle was traveling normally at a speed within the normal range (e.g., greater than 5 km / h) before the current time, obtaining the slip ratio of the vehicle traveling at the historical speed on the current road surface can indicate whether the vehicle can continue to travel normally at the road surface at the current time point at a speed within the normal range. In other words, it indicates whether the current road surface is suitable for the vehicle's driving state. When the current road surface is no longer suitable for the vehicle's driving state, for example, when the vehicle travels from a high-friction surface to a low-friction surface at a higher speed, its driving parameters on the high-friction surface are no longer applicable to driving on the low-friction surface.

[0064] If a vehicle became stuck in a tire slippage situation before the current time, obtaining the vehicle's slip ratio at its historical speed on the current road surface can detect whether the vehicle has escaped the tire slippage situation. Therefore, periodically detecting the vehicle's first slip ratio can detect in a timely manner whether the vehicle has fallen into a tire slippage situation from a normal driving state, or continuously monitor whether the vehicle's low-speed driving state changes when in a tire slippage situation.

[0065] The preset time length can be set in advance according to the accuracy of the detection. The shorter the preset time length, the more timely the vehicle can react to the vehicle getting stuck in a skid situation, or the more accurately the vehicle can detect the situation of the vehicle getting out of the skid situation.

[0066] The braking process of a car from pure rolling to locked-out skidding is a gradual process, going through three stages: pure rolling, rolling and sliding, and pure sliding. Obtaining the vehicle's first slip ratio can represent the ratio of sliding to rolling when the vehicle is traveling at a historical speed on the current road surface, thereby determining whether the vehicle is in trouble.

[0067] For example, the speed sensor uploads the wheel speed of the wheel at the current moment, and calculates the current reference vehicle speed based on the current wheel speed; based on the current wheel speed and the current reference vehicle speed of each wheel, the current slip ratio of each wheel at the current moment is determined. The controller can calculate the first slip ratio using formula (1).

[0068] Where δ represents the slip ratio, v t w represents the vehicle's historical speed. rR represents the wheel speed of the vehicle and R represents the rolling radius of the wheel. Substitute the vehicle's historical speed, the vehicle's wheel speed, and the rolling radius of the wheel into formula (1) to output the first slip ratio of the vehicle at the current time point when it is traveling at the historical speed.

[0069] Step S12: Identify the actual driving conditions of the vehicle at the current time based on the first slip ratio.

[0070] The driving conditions include: low-adhesion traction control, medium-adhesion traction control, and normal driving conditions.

[0071] For example, a low-adhesion traction escaping condition could be a tire slipping on an icy or snowy road, a medium-adhesion traction escaping condition could be a wheel slipping on a wet or slippery road, and a normal driving condition could be a vehicle driving normally on an asphalt road.

[0072] In one example of this application, the first slip ratio of the vehicle is obtained every time interval t = 0.01s. The current time point is T1. The vehicle is traveling at a speed V at time T1-t. Since t is sufficiently small, it can be assumed that the vehicle is still traveling at a speed V at T1. The first slip ratio of the vehicle is obtained at time T1 as δ. 01 According to δ 01 The system identifies the vehicle's current operating condition as a low-adhesion traction recovery condition, determining that the vehicle can no longer continue driving at speed V. It is necessary to adjust the driving parameters to drive slowly in the low-adhesion traction recovery condition until the vehicle is freed from the traction.

[0073] This application provides an example of an implementation method for identifying driving conditions based on a first slip ratio;

[0074] The driving conditions corresponding to different slip ratios are calibrated in advance to explore the relationship between slip ratio and specific driving conditions, and the road adhesion coefficient corresponding to specific driving conditions, so as to provide a basis for judging the vehicle to drive to a certain condition based on slip ratio.

[0075] For example, the range of slip ratio values ​​corresponding to different road surfaces at normal driving speeds can be determined as follows: where normal driving speed refers to the speed at which the wheels are purely rolling, or the speed at which the vehicle's slip ratio is low enough to ensure that the vehicle does not slip.

[0076] A snowy road surface with a coefficient of adhesion of 0.3 was obtained. The vehicle was controlled to simulate various driving states on this surface, including wheel lock-up and slippage, wheel spin, and rolling while slipping. The slip ratio values ​​under these various driving states were calibrated to obtain the first value range corresponding to the actual slip ratio when the vehicle is sliding in place on a low-adhesion surface: N. 11 <δ 11 <N 12 .

[0077] A wet, slippery road surface with a coefficient of adhesion of 0.5 was obtained. The vehicle was controlled to simulate various driving states on this surface, including wheel lock-up and skidding, wheel spin, and rolling while skidding. The slip ratio values ​​under these various driving states were calibrated, and the second value range corresponding to the actual slip ratio when the vehicle slides in place on the low-adhesion surface was obtained: N 21 <δ 12 <N 22 .

[0078] A paved road surface with a coefficient of adhesion of 0.8 was obtained. The vehicle's slip ratio was simulated under normal driving conditions on this surface, yielding the third value range corresponding to the actual slip ratio when the vehicle slides in place on the low-adhesion surface: N. 31 <δ 13 <N 32 .

[0079] Based on the above calibration results, the correspondence between the value range and the driving conditions is established as follows: the slip ratio value range for low-adhesion traction control is N. 11 <δ 11 <N 12 The slip ratio range for the intermediate-duty escape condition is N. 21 <δ 12 <N 22 The slip ratio under normal driving conditions ranges from N. 31 <δ 13 <N 32 .

[0080] Based on the above calibration results, the vehicle controller can identify the driving condition according to the first slip ratio by comparing the first slip ratio with the slip ratio range corresponding to different driving conditions.

[0081] The vehicle controller may perform the following steps to identify the driving condition based on the first slip ratio:

[0082] Step S121: Compare the slip ratio ranges corresponding to low-adhesion traction control, medium-adhesion traction control, and normal driving conditions with the first slip ratio.

[0083] Step S122: When the first slip ratio is within a pre-calibrated first value range, the current driving condition of the vehicle is identified as a low-adhesion traction escape condition; the first value range is the range corresponding to the actual slip ratio when the vehicle slides on the low-adhesion road surface.

[0084] Step S123: When the first slip ratio is within a pre-calibrated second value range, the current driving condition of the vehicle is identified as a mid-level road surface traction condition; the second value range includes the range of the actual slip ratio when the vehicle slides on the mid-level road surface.

[0085] Step S124: When the first slip ratio is within a pre-calibrated third value range, the current driving condition of the vehicle is identified as a normal driving condition; the third value range includes the range of the actual slip ratio when the vehicle is driving normally on a medium- or high-adhesion road surface.

[0086] Step S13: In response to the triggering of the actual driving condition, adjust the vehicle's driving parameters to control the second slip ratio of the vehicle to remain within the slip ratio reference range that matches the actual driving condition; the slip ratio reference range is a slip ratio range that is pre-calibrated for a specific driving condition to ensure that the vehicle drives normally under the specific driving condition.

[0087] When the actual driving conditions are low-adhesion or medium-adhesion traction conditions, a mechanism to protect the vehicle will be triggered to prevent the vehicle tires from slipping or to control the vehicle to slowly escape the current driving conditions.

[0088] For low-adhesion and medium-adhesion traction conditions, the slip ratio range is pre-calibrated so that the vehicle can move slowly at low speed under specific driving conditions (low-adhesion or medium-adhesion traction conditions) after wheel slippage has occurred.

[0089] For example, for low-adhesion traction control on roads, such as icy or snowy surfaces with an adhesion coefficient of 0.3, all slip rates of vehicles simulating slow movement at low speeds on these roads are detected, resulting in a slip rate reference range of [α1, 0] for low-adhesion traction control. For medium-adhesion traction control on roads, such as wet or slippery surfaces with an adhesion coefficient of 0.5, all slip rates of vehicles simulating slow movement at low speeds on these roads are detected, resulting in a slip rate reference range of [β1, 0] for medium-adhesion traction control.

[0090] The embodiments of this application pre-calibrate the slip ratio reference range that can support the vehicle to move slowly at low speed after it gets stuck in low-adhesion and medium-adhesion traction conditions. Thus, by controlling the vehicle's slip ratio to the corresponding reference range, the vehicle can be automatically controlled to move slowly at low speed in low-adhesion or medium-adhesion traction conditions.

[0091] Since the embodiments of this application further explore the relationship between driving parameters and slip ratio, the slip ratio can be controlled by adjusting the torque.

[0092] Adjusting the vehicle's driving parameters to control the second slip ratio during vehicle operation to remain within a slip ratio reference range that matches the actual driving conditions includes:

[0093] When the second slip ratio is greater than the maximum threshold of the slip ratio reference range, the output torque of the drive motor is reduced; when the second slip ratio is less than the maximum threshold of the slip ratio reference range, the output torque of the drive motor is maintained.

[0094] In addition to controlling the torque to keep the vehicle's slip ratio within the slip ratio reference range, thereby preventing the vehicle tires from locking up and slipping, this application embodiment also proposes that before controlling the torque, the vehicle speed can be reduced to avoid more serious consequences such as wheel spin-off.

[0095] The actual driving condition is a low-adhesion traction escape condition. In response to the triggering of the actual driving condition, the vehicle speed is reduced to 5 km / h, or the vehicle speed is reduced to less than 5 km / h.

[0096] When the actual driving condition is a medium-duty escape condition, in response to the triggering of the actual driving condition, the vehicle speed is reduced to 30 km / h, or the vehicle speed is reduced to less than 30 km / h.

[0097] Another embodiment of this application proposes that after the vehicle controller identifies the actual driving conditions of the vehicle at the current time based on the first slip ratio, it can output a prompt message. When the user replies to the prompt message to confirm entering the protection mode, it triggers the execution operation of adjusting the vehicle's driving parameters to control the second slip ratio of the vehicle to remain within the slip ratio reference range that matches the actual driving conditions, thereby enhancing the user's interactive experience and reminding the user.

[0098] In response to the triggering of the actual driving condition, the vehicle's driving parameters are adjusted to control the second slip ratio during vehicle operation to remain within a slip ratio reference range that matches the actual driving condition, including:

[0099] When the actual driving condition is a low-adhesion or medium-adhesion traction condition, a prompt message is output;

[0100] When a user confirms the input of the prompt information, the vehicle's driving parameters are adjusted to ensure that the second slip ratio during vehicle operation remains within a slip ratio reference range that matches the actual driving conditions.

[0101] The prompts can be voice messages, signal messages output by the central control display, etc. Users can confirm the prompts via voice or by tapping the central control screen. Upon receiving the user's confirmation, the controller enters the vehicle protection mode and adjusts the vehicle's driving parameters to keep the second slip ratio within a slip ratio reference range that matches the actual driving conditions, assisting or automatically enabling the vehicle to slowly move at low speed to escape the predicament.

[0102] This application also proposes another method for controlling vehicle movement. Figure 2 This is a flowchart of another method for controlling vehicle movement according to an embodiment of this application, as follows: Figure 2 As shown, the steps include:

[0103] S21: Every preset time length t, obtain the first slip ratio of the vehicle when it travels at the historical speed at the current time point.

[0104] S22: Determine the range of values ​​for the first slip ratio;

[0105] S23: When the first slip ratio is at the slip ratio corresponding to the vehicle's low-adhesion traction control condition, or when the first slip ratio is at the slip ratio corresponding to the vehicle's medium-adhesion traction control condition, the vehicle is triggered to enter the protection mode; when the vehicle enters the protection mode, the controller begins to execute relevant procedures such as adjusting torque to control the vehicle to get out of trouble.

[0106] S24: If the controller starts executing the protection mode related program, outputs prompt information, and responds to the user's input confirmation message, reduces the vehicle speed and torque to control the vehicle's slip ratio to be lower than the preset threshold; the preset threshold includes the maximum value α1 of the slip ratio reference range corresponding to the low-adhesion traction condition, or the maximum value β1 of the slip ratio reference range corresponding to the medium-adhesion traction condition.

[0107] S25: If the controller does not start executing the protection mode related procedures, maintain the original vehicle speed and torque.

[0108] In one example of this application, the first slip ratio of the vehicle is detected every time interval t, and the slip ratio of the vehicle is detected at time T1 as δ. 13 Under normal driving conditions, the corresponding slip ratio range is [N]. 31 N 32 Within the range of ], according to the first slip ratio δ 13 The vehicle's current driving condition is identified as normal, and the controller's protection operation to adjust driving parameters is not triggered: "Adjust the vehicle's driving parameters to ensure that the second slip ratio during vehicle operation remains within a slip ratio reference range that matches the actual driving condition"; at time T1+t, the vehicle's slip ratio is detected to be δ. 11 In the low-adhesion traction control condition, the corresponding slip ratio ranges from [N] to [N]. 11 N 12 Within, according to the first slip ratio δ 11Upon identifying the vehicle's current driving condition as a low-adhesion escape condition, the controller outputs the message "Vehicle has entered a severely slippery road section" and receives a confirmation message from the user regarding the message. This triggers the vehicle to enter protection mode, and the controller performs the operation of "adjusting the vehicle's driving parameters to keep the second slip ratio within a slip ratio reference range that matches the actual driving condition." The steps for the controller to perform this operation include: K11: reducing vehicle speed; for example, when the vehicle speed is greater than 5 km / h, automatically controlling the vehicle's output torque to reduce the vehicle speed to below 5 km / h; K12: reducing torque to keep the slip ratio always less than α1. For example, if the slip ratio δ > α1, then control the reduction of torque until the second slip ratio δ obtained after adjusting the first slip ratio is less than α1. If the slip ratio δ > α1, the torque remains unchanged to ensure the vehicle escapes the obstacle slowly.

[0109] The method for controlling vehicle driving proposed in this application periodically detects the slip ratio and determines whether the vehicle is stuck in a tire slippage predicament. When the vehicle is stuck in a tire slippage predicament, the slip ratio of the vehicle is controlled within a range that will not cause the tire to slip, thereby achieving the purpose of automatically controlling the vehicle to slowly get out of the tire slippage predicament.

[0110] To accurately implement the step of maintaining slip ratio by adjusting torque, embodiments of this application also propose a specific method for obtaining details of torque adjustment reference values ​​based on vehicle driving conditions;

[0111] Obtain the safe speed of the vehicle under the stated actual driving conditions.

[0112] For example, when the actual driving condition is a low-adhesion traction recovery condition, the safe speed of the vehicle under the actual driving condition can be 5 km / h; when the actual driving condition is a medium-adhesion traction recovery condition, the safe speed of the vehicle under the actual driving condition can be 30 km / h.

[0113] The safe speed and the second slip ratio are calculated using a pre-set control model, and a reference torque is output.

[0114] The control model calculates the safe speed and the second slip ratio using the following formula;

[0115] Where δ represents the threshold of the slip ratio required for the vehicle to operate under its current conditions, v t T represents velocity. e The torque is represented by K, which is a physical structural constant of the vehicle's transmission system, and t is a preset time length.

[0116] For example, the actual driving condition is a low-adhesion escape condition. The slip ratio threshold α1 is substituted into the calculation formula (2) of the control model. After the protection mode is triggered, the speed obtained by the controller reducing the vehicle speed is substituted into the calculation formula (2) of the control model to obtain the reference value of the torque that should be adjusted.

[0117] This application embodiment detects the current slip ratio and vehicle speed, and calculates the torque adjustment value based on the slip ratio and vehicle speed. This reduces the number of torque adjustments and quickly adjusts the torque to a suitable range within an effective time, thereby quickly and efficiently adjusting the slip ratio to a reasonable range.

[0118] By controlling the drive motor to adjust its output according to the reference torque, the second slip ratio during vehicle operation is kept within the slip ratio reference range that matches the actual driving conditions.

[0119] In one example of this application, a... Where M is the equivalent mass of the motor, reduction mechanism, and the entire rotating system up to the wheel, which is a constant; r is the equivalent radius of rotation of the rotating system, which is a constant; and h is the thickness of the rotor of the rotating system, which is a constant. η i The angular transmission ratio from the motor to the wheel. (Given...) Among them, L m It is a magnetizing inductor, I f It is the motor current, I s γ is the root-mean-square current of each phase of the stator, γ is the angle between the polar coordinate reference axes, and P is the rated output power of the motor. The equivalent moment of inertia of the entire passive transmission system, including the motor rotor and reduction gear mechanism, is given as: Where M is the equivalent mass of the motor, reduction mechanism, and the entire rotating system to the wheel; r is the equivalent radius of rotation of the rotating system; and h is the thickness of the rotor of the rotating system. The wheel speed w is given. r and motor speed w i Angular transmission relationship: w r =w i *η i (6), where η i Let be the angular transmission ratio, an inherent characteristic of the reduction mechanism from the drive motor to the wheels; the relationship between motor speed and motor angular acceleration is given: ω a Let ω be the angular acceleration of the motor. Formulas (1), (3), (4), (5), (6), and (7) are calculated to obtain formula (2) for calculating the reference value of the output torque in the control model.

[0120] Figure 3This is a functional block diagram of a vehicle control device proposed in an embodiment of this application. The vehicle control device is disposed in a controller, as shown below. Figure 3 As shown, the device includes:

[0121] The acquisition module 31 is used to acquire the first slip ratio of the vehicle at the current time point when it travels at the historical speed; the historical speed is the driving speed of the vehicle at a time point before the current time that is separated by a preset time length.

[0122] The identification module 32 is used to identify the actual driving conditions of the vehicle at the current time based on the first slip ratio;

[0123] The adjustment module 33 is used to respond to the triggering of the actual driving condition and adjust the vehicle's driving parameters to control the second slip ratio of the vehicle to remain within the slip ratio reference range that matches the actual driving condition; the slip ratio reference range is a slip ratio range that is pre-calibrated for a specific driving condition to ensure that the vehicle can drive normally under the specific driving condition.

[0124] Figure 3 The device for controlling vehicle movement provided in the illustrated embodiment can be used to execute this specification. Figure 1 or Figure 2 The implementation principle and technical effects of the method embodiment shown can be further referred to the relevant description in the method embodiment.

[0125] Optionally, the adjustment module includes:

[0126] The speed acquisition submodule is used to obtain the safe speed of the vehicle under the actual driving conditions.

[0127] The torque calculation submodule is used to calculate the safe speed and the second slip ratio using a pre-set control model and output a reference torque.

[0128] The torque control submodule is used to control the drive motor to adjust its output according to the reference torque, so as to keep the second slip ratio of the vehicle continuously within the slip ratio reference range that matches the actual driving conditions.

[0129] Optionally, the torque calculation submodule is specifically used to calculate the safe speed and the second slip ratio using the control model through the following formula;

[0130] Where δ represents the slip ratio, v t T represents velocity. e The torque is represented by K, which is a physical structural constant of the vehicle's transmission system, and t is a preset time length.

[0131] Optionally, the identification module includes:

[0132] The first identification submodule is used to identify the current driving condition of the vehicle as a low-adhesion traction escape condition when the first slip ratio is within a pre-calibrated first value range; the first value range is the range corresponding to the actual slip ratio when the vehicle slides on the low-adhesion road surface.

[0133] The second identification submodule is used to identify the current driving condition of the vehicle as a medium-level traction escape condition when the first slip ratio is within a pre-calibrated second value range; the second value range includes the range of the actual slip ratio when the vehicle slides on the medium-level road surface.

[0134] The third identification submodule is used to identify the current driving condition of the vehicle as normal driving condition when the first slip ratio is within a pre-calibrated third value range; the third value range includes the range of the actual slip ratio when the vehicle is driving normally on a medium- or high-adhesion road surface.

[0135] Optionally, the adjustment module is specifically used to reduce the output torque of the drive motor when the second slip ratio is greater than the maximum threshold of the slip ratio reference range; and to maintain the output torque of the drive motor when the second slip ratio is less than the maximum threshold of the slip ratio reference range.

[0136] Optionally, the adjustment module further includes;

[0137] The prompt submodule is used to output prompt information when the actual driving condition is a low-adhesion or medium-adhesion traction traction condition;

[0138] The message receiving submodule is used to adjust the vehicle's driving parameters when it receives a confirmation message from the user in response to the prompt information, so as to keep the second slip ratio of the vehicle continuously within the slip ratio reference range that matches the actual driving conditions.

[0139] Optionally, the device further includes a speed control module, which is specifically used to reduce the vehicle speed to 5 km / h or less than 5 km / h in response to the triggering of the actual driving condition when the actual driving condition is a low-adhesion traction traction condition; and to reduce the vehicle speed to 30 km / h or less than 30 km / h in response to the triggering of the actual driving condition when the actual driving condition is a medium-adhesion traction traction condition.

[0140] The apparatus provided in the above embodiments is used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effects can be further referred to the relevant descriptions in the method embodiments, and will not be repeated here.

[0141] The apparatus provided in the above embodiments may be, for example, a chip or a chip module. The apparatus provided in the above embodiments is used to execute the technical solutions of the above-described method embodiments. Its implementation principles and technical effects can be further referred to the relevant descriptions in the method embodiments, and will not be repeated here.

[0142] Regarding the modules / units included in the various devices described in the above embodiments, they can be software modules / units, hardware modules / units, or a combination of both. For example, for devices applied to or integrated into a chip, all modules / units can be implemented using hardware methods such as circuits, or at least some modules / units can be implemented using software programs running on a processor integrated within the chip, while the remaining modules / units can be implemented using hardware methods such as circuits. For devices applied to or integrated into a chip module, all modules / units can be implemented using hardware methods such as circuits. Different modules / units can be located in the same component (e.g., chip, circuit module, etc.) or different components of the chip module, or at least some modules / units can be implemented using software programs. The software program runs on the processor integrated inside the chip module, and the remaining modules / units can be implemented using hardware methods such as circuits. For each device applied to or integrated into an electronic terminal device, each of its modules / units can be implemented using hardware methods such as circuits. Different modules / units can be located in the same component (e.g., chip, circuit module, etc.) or different components within the electronic terminal device. Alternatively, at least some modules / units can be implemented using software programs that run on the processor integrated inside the electronic terminal device, and the remaining (if any) modules / units can be implemented using hardware methods such as circuits.

[0143] Figure 4 This is a schematic diagram of the structure of a controller provided in an embodiment of this application. The electronic terminal device 400 includes a processor 410, a memory 411, and a computer program stored in the memory 411 and executable on the processor 410. When the processor 410 executes the program, it implements the steps in the aforementioned method embodiment. The controller provided in this embodiment can be used to execute the technical solution of the method embodiment shown above. Its implementation principle and technical effects can be further referred to the relevant descriptions in the method embodiment, which will not be repeated here.

[0144] This application provides a computer-readable storage medium that stores computer instructions that cause the computer to execute this specification. Figure 1 or Figure 2The illustrated embodiment provides a method for controlling vehicle movement. A computer-readable storage medium may refer to a non-volatile computer storage medium.

[0145] The aforementioned computer-readable storage medium may be any combination of one or more computer-readable media. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM) or flash memory, optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used by or in connection with an instruction execution system, apparatus, or device.

[0146] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0147] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, radio frequency (RF), etc., or any suitable combination thereof.

[0148] Computer program code for performing the operations described herein can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as "C" or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0149] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0150] In the description of the embodiments in this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this specification. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0151] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this specification, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0152] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this specification includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which the embodiments of this specification pertain.

[0153] Depending on the context, the word "if" as used here can be interpreted as "when," "when," "in response to determination," or "in response to detection." Similarly, depending on the context, the phrase "if determination" or "if detection (of the stated condition or event)" can be interpreted as "when determination," "in response to determination," "when detection (of the stated condition or event)," or "in response to detection (of the stated condition or event)."

[0154] It should be noted that the terminals involved in the embodiments of this application may include, but are not limited to, personal computers (PCs), personal digital assistants (PDAs), wireless handheld devices, tablet computers, mobile phones, MP3 players, MP4 players, etc.

[0155] In the several embodiments provided in this specification, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0156] Furthermore, the functional units in the various embodiments of this specification can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units.

[0157] The integrated units implemented as software functional units described above can be stored in a computer-readable storage medium. These software functional units, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of this specification. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0158] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A method of controlling travel of a vehicle, characterized by, The method comprises: obtaining a first slip rate of the vehicle when traveling at a historical speed at a current time point; the historical speed is a corresponding traveling speed of the vehicle at a time point separated from the current time by a preset time length; identifying an actual traveling condition of the vehicle at the current time according to the first slip rate, wherein when the first slip rate is located in a first value interval pre-marked, the corresponding actual traveling condition is a low-attachment escape condition; the first value interval is an actual slip rate interval corresponding to the vehicle based on original sliding on a low-attachment road surface; when the first slip rate is located in a second value interval pre-marked, the corresponding actual traveling condition is a medium-attachment escape condition; the second value interval includes an actual slip rate interval of the vehicle based on original sliding on a medium-attachment road surface; when the first slip rate is located in a third value interval pre-marked, the corresponding actual traveling condition is a normal traveling condition; the third value interval includes an actual slip rate interval of the vehicle based on normal traveling on a medium-attachment road surface or a high-attachment road surface; in response to triggering of the actual traveling condition, adjusting a traveling parameter of the vehicle to control a second slip rate of the vehicle when traveling to continuously be located in a slip rate reference interval matched with the actual traveling condition; the slip rate reference interval is a slip rate range pre-marked for a specific traveling condition to ensure normal traveling of the vehicle under the specific traveling condition.

2. The method of claim 1, wherein, The method comprises: obtaining a safe speed of the vehicle under the actual traveling condition; calculating the safe speed and the second slip rate by using a pre-set control model to output a reference torque; adjusting output of a driving motor according to the reference torque by control to control the second slip rate of the vehicle when traveling to continuously be located in the slip rate reference interval matched with the actual traveling condition.

3. The method of claim 2, wherein, The method comprises: the control model calculates the safe speed and the second slip rate by the following formula: wherein, represents the slip rate, represents the speed, represents the torque, K is a vehicle driveline physical structure constant, and t is a preset time length.

4. The method of claim 1, wherein, The method comprises: when the first slip rate is located in the first value interval pre-marked, identifying the current traveling condition of the vehicle as the low-attachment escape condition; the first value interval is an actual slip rate interval corresponding to the vehicle based on original sliding on a low-attachment road surface; when the first slip rate is located in the second value interval pre-marked, identifying the current traveling condition of the vehicle as the medium-attachment escape condition; the second value interval includes an actual slip rate interval of the vehicle based on original sliding on a medium-attachment road surface; when the first slip rate is located in the third value interval pre-marked, identifying the current traveling condition of the vehicle as the normal traveling condition; the third value interval includes an actual slip rate interval of the vehicle based on normal traveling on a medium-attachment road surface or a high-attachment road surface.

5. The method of claim 1, wherein, The method comprises: decrease the output torque of the drive motor when the second slip ratio is greater than a maximum threshold of the slip ratio reference interval; maintain the output torque of the drive motor when the second slip ratio is less than the maximum threshold of the slip ratio reference interval.

6. The method of claim 4, wherein, in response to triggering of the actual driving condition, adjusting a driving parameter of the vehicle to control the second slip ratio of the vehicle to continuously locate within a slip ratio reference interval matching the actual driving condition, comprising: outputting prompt information when the actual driving condition is the low adhesion escape condition or the medium adhesion escape condition; adjusting the driving parameter of the vehicle to control the second slip ratio of the vehicle to continuously locate within the slip ratio reference interval matching the actual driving condition when a determination message input by a user in response to the prompt information is received.

7. The method of claim 4, wherein, before the driving parameter of the vehicle is adjusted to control the second slip ratio of the vehicle to continuously locate within the slip ratio reference interval matching the actual driving condition, the method further comprises: decreasing the speed of the vehicle to 5 KM / H or less than 5 KM / H in response to triggering of the actual driving condition when the actual driving condition is the low adhesion escape condition; decreasing the speed of the vehicle to 30 KM / H or less than 30 KM / H in response to triggering of the actual driving condition when the actual driving condition is the medium adhesion escape condition.

8. A device for controlling the movement of a vehicle, characterized in that, The device comprises: an acquisition module configured to acquire a first slip ratio of the vehicle when the vehicle is driven at a historical speed at a current time point; the historical speed is a driving speed of the vehicle at a time point separated from the current time by a preset time length; an identification module configured to identify an actual driving condition of the vehicle at the current time according to the first slip ratio, wherein the actual driving condition corresponding to the first slip ratio located in a first preset value interval is a low adhesion escape condition; the first value interval is an actual slip ratio interval of the vehicle based on low adhesion road surface original sliding; the actual driving condition corresponding to the first slip ratio located in a second preset value interval is a medium adhesion escape condition; the second value interval includes an actual slip ratio interval of the vehicle based on medium adhesion road surface original sliding; the actual driving condition corresponding to the first slip ratio located in a third preset value interval is a normal driving condition; the third value interval includes an actual slip ratio interval of the vehicle based on medium adhesion road surface or high adhesion road surface normal driving; an adjustment module configured to adjust a driving parameter of the vehicle to control a second slip ratio of the vehicle to continuously locate within a slip ratio reference interval matching the actual driving condition in response to triggering of the actual driving condition; the slip ratio reference interval is a slip ratio range pre-set for a specific driving condition to ensure normal driving of the vehicle in the specific driving condition.

9. The apparatus of claim 8, wherein, The adjustment module comprises: a speed obtaining sub-module configured to obtain a safe speed of the vehicle in the actual driving condition; a torque calculation sub-module configured to calculate the safe speed and the second slip ratio by using a pre-set control model, and output a reference torque. a torque control submodule configured to control the second slip ratio to be within the slip ratio reference interval matching the actual driving condition by controlling the driving motor to adjust the output according to the reference torque when the vehicle is driving.

10. An intelligent vehicle comprising a controller, characterized in that The controller comprises: at least one processor; and at least one memory connected with the processor, characterized in that the memory stores program instructions executable by the processor, and the processor invoking the program instructions can execute the method according to any one of claims 1 to 7.

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