A control method, device, vehicle, and storage medium for cross-axle operation.

Abstract

This application provides a control method, device, vehicle, and storage medium for cross-axle conditions. The method, applied in the field of vehicle driving, includes: acquiring driving parameters during vehicle operation, where the driving parameters represent the vehicle's driving state; determining, based on the driving parameters, whether the vehicle is in a cross-axle condition, where one wheel or any two diagonally opposite wheels of the vehicle slips; and, when the vehicle is in a cross-axle condition, controlling the vehicle's differential lock to engage, or adjusting the braking force applied to the slipping wheel to a target braking force to improve the vehicle's passability in cross-axle conditions. This method can automatically identify cross-axle conditions based on the vehicle's driving parameters. When the vehicle is in a cross-axle condition, automatically engaging the differential lock or applying a target braking force to the slipping wheel achieves intelligent control of cross-axle conditions, ensuring high passability for the vehicle in such conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle driving, and more specifically, to a control method, apparatus, vehicle, and storage medium for cross-axle driving conditions in the field of vehicle driving. Background Technology

[0002] Currently, if a vehicle reaches a shell crater, one or any two diagonal wheels may lose traction (driving force), preventing the vehicle from moving forward. This condition is known as a "cross-axle situation." In a cross-axle situation, the vehicle can resume normal driving using a differential lock or electronic braking torque control.

[0003] In conclusion, how to control the vehicle and improve its passability in cross-axle situations has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a control method, device, vehicle, and storage medium for cross-axle conditions. The method can automatically identify cross-axle conditions based on the vehicle's driving parameters. When the vehicle is in a cross-axle condition, the differential lock is automatically engaged or a target braking force is applied to the slipping wheels, achieving intelligent control of cross-axle conditions and ensuring high passability of the vehicle in such conditions.

[0005] Firstly, a control method for cross-axle conditions is provided. The method includes: acquiring driving parameters during vehicle operation, the driving parameters representing the driving state of the vehicle during operation; determining, based on the driving parameters, whether the vehicle is in a cross-axle condition, in which one wheel or any two diagonal wheels of the vehicle slips; and, when the vehicle is in the cross-axle condition, controlling the differential lock of the vehicle to open, or adjusting the braking force applied to the slipping wheel of the vehicle to a target braking force to improve the vehicle's passability in the cross-axle condition.

[0006] The above technical solution proposes a control method for cross-axle conditions during vehicle operation. Specifically, it first acquires the vehicle's driving parameters, which represent its driving state. Further, it determines whether the vehicle is in a cross-axle condition based on these parameters. This process enables automatic identification of cross-axle conditions during vehicle operation. A cross-axle condition refers to a situation where one wheel or any two diagonally opposite wheels of the vehicle slips. In other words, if a vehicle is in a cross-axle condition, it may be unable to move forward due to wheel slippage. Therefore, if the driving parameters determine that the vehicle is currently in a cross-axle condition, this application can also automatically control the vehicle's differential lock to open or apply a target braking force to the slipping wheel. These different methods achieve intelligent and flexible control of cross-axle conditions, improving vehicle passability and ensuring safety during vehicle operation.

[0007] In conjunction with the first aspect, in some possible implementations, the driving parameters include wheel speed, wheel acceleration, sensor status, wheel braking force, and vehicle speed. Determining whether the vehicle is in a cross-axle condition based on these driving parameters includes: determining a first summation of the wheel speed of the left front wheel and the wheel speed of the right rear wheel, and a second summation of the wheel acceleration of the left front wheel and the wheel acceleration of the right rear wheel; determining a third summation of the wheel speed of the right front wheel and the wheel speed of the left rear wheel, and a fourth summation of the wheel acceleration of the right front wheel and the wheel acceleration of the right rear wheel; determining the absolute value of a first difference between the first and third summation results; determining the absolute value of a second difference between the second and fourth summation results; and determining whether the vehicle is in the cross-axle condition based on the absolute value of the first difference, the absolute value of the second difference, the sensor status, the wheel braking force, and the vehicle speed.

[0008] The above technical solution proposes a step for identifying cross-axle conditions based on driving parameters. These driving parameters specifically include wheel speeds, wheel accelerations, sensor status, wheel braking forces, and vehicle speed. Wheel speeds include the speeds of all four wheels, and wheel accelerations include the accelerations of all four wheels.

[0009] First, calculate the summation of the wheel speeds of the left front wheel and the right rear wheel, the summation of the wheel accelerations of the left front wheel and the right rear wheel, the summation of the wheel speeds of the right front wheel and the left rear wheel, and the summation of the wheel accelerations of the right front wheel and the right rear wheel. Then, calculate the absolute value of the first difference between the first and third summations, and the absolute value of the second difference between the second and fourth summations. Finally, based on the absolute values ​​of the first and second differences, the sensor status, the braking force of the wheels, and the vehicle speed, determine whether the vehicle is in a cross-axle situation.

[0010] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the state of the sensor includes faulty and fault-free states. The sensor includes a wheel speed sensor and an acceleration sensor. Determining whether the vehicle is in the cross-axle condition based on the absolute value of the first difference, the absolute value of the second difference, the state of the sensor, the braking force of the wheel, and the vehicle speed includes: the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the braking force of the wheel is a preset braking force, and the vehicle speed is less than or equal to a preset vehicle speed, and the first difference... If the absolute value of the difference is greater than or equal to the preset wheel speed, and the absolute value of the second difference is greater than or equal to the preset wheel acceleration, the vehicle is determined to be in the cross-axle condition; if the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the braking force of the wheel is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration, the vehicle is determined not to be in the cross-axle condition.

[0011] In the above technical solution, the wheel speed and wheel acceleration are collected by a wheel speed sensor and an acceleration sensor, respectively. Therefore, in order to obtain accurate wheel speed and wheel acceleration, it is necessary to ensure that the wheel speed sensor and acceleration sensor are in good condition (or in good acquisition condition). The sensor condition can be represented as faulty or fault-free.

[0012] To ensure the accuracy of the braking force applied to the slipping wheel, it is also necessary to ensure that the vehicle's wheels currently have no braking force. Optionally, the preset braking force is 0 N·m.

[0013] When determining whether a vehicle is in a cross-axle condition based on the above driving parameters, the specific judgment conditions are as follows: if the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the braking force of the wheel is the preset braking force, the vehicle speed is less than or equal to the preset vehicle speed, the absolute value of the first difference is greater than or equal to the preset wheel speed, and the absolute value of the second difference is greater than or equal to the preset wheel acceleration, then the vehicle is determined to be in a cross-axle condition.

[0014] Conversely, if the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the wheel braking force is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration, it is determined that the vehicle is not in a cross-axle condition.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, controlling the differential lock of the vehicle to open, or adjusting the braking force applied to the slipping wheel of the vehicle to the target braking force, includes: controlling the differential lock to open when the vehicle is equipped with the differential lock; and adjusting the braking force applied to the slipping wheel to the target braking force when the vehicle is not equipped with the differential lock.

[0016] In the above technical solutions, if the vehicle is determined to be in a cross-axle situation based on driving parameters, the specific control strategy implemented—whether to engage the differential lock or apply braking force to the slipping wheel—depends on whether the vehicle is equipped with a differential lock. If the vehicle is equipped with a differential lock, it is preferred to engage the differential lock, locking the differential and ensuring that the wheel speeds of both drive wheels are the same. If the vehicle is not equipped with a differential lock, a target braking force is applied to the slipping wheel to increase the coefficient of friction between the slipping wheel and the ground, thus obtaining a certain driving force. Both of these control strategies for cross-axle situations provide measures to cope with cross-axle conditions, regardless of whether the vehicle is equipped with a differential lock, improving the vehicle's adaptability to cross-axle situations and enhancing its driving performance in adverse conditions.

[0017] In combination with the first aspect and the above implementation, in some possible implementations, after the differential lock is opened, the method further includes: if the absolute value of the first difference is less than the preset wheel speed, and the vehicle has been traveling for a preset time, controlling the differential lock to close.

[0018] In the above technical solution, the differential lock is engaged to help the vehicle better extricate itself from a cross-axle situation. After the vehicle has passed through the cross-axle situation, the differential lock needs to be disengaged to allow the vehicle to turn smoothly. Whether the vehicle has escaped the cross-axle situation can be determined by the absolute value of the first difference and the preset wheel speed. If the absolute value of the first difference is less than the preset wheel speed, and the vehicle has been traveling for a certain period of time under these conditions, it indicates that the vehicle has escaped the cross-axle situation, and the differential lock can be automatically disengaged to allow the differential to resume operation.

[0019] In combination with the first aspect and the above implementation, in some possible implementations, the driving parameter includes the wheel speed, and the step of determining the target braking force includes: determining the absolute value of a third difference between the wheel speeds of the left front wheel and the right front wheel, and the absolute value of a fourth difference between the wheel speeds of the right front wheel and the right rear wheel; and determining the target braking force based on the absolute values ​​of the third and fourth differences.

[0020] In the aforementioned technical solutions, when employing a control strategy that applies a target braking force to a slipping wheel, this application provides a method for determining the target braking force. In this application, the braking force and the wheel speed difference satisfy a preset ratio; therefore, the target braking force can be determined by calculating the wheel speed difference between the two wheels on the front axle and the wheel speed difference between the two wheels on the rear axle.

[0021] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the vehicle's drive wheels include front wheels and rear wheels, and the slipping wheels include a first slipping wheel among the front wheels and a second slipping wheel among the rear wheels. Determining the target braking force based on the absolute values ​​of the third and fourth differences includes: determining the braking force corresponding to the absolute value of the third difference; increasing the braking force corresponding to the absolute value of the third difference by a first preset ratio; determining the increased braking force corresponding to the absolute value of the third difference as the target braking force acting on the first slipping wheel; and determining the braking force corresponding to the absolute value of the fourth difference; increasing the braking force corresponding to the absolute value of the fourth difference by a second preset ratio; and determining the increased braking force corresponding to the absolute value of the fourth difference as the target braking force acting on the second slipping wheel.

[0022] In the above technical solution, since the typical driving scenario of the cross-axle condition in this application is a situation where the diagonal wheels of a four-wheel drive vehicle slip, and all four wheels of a four-wheel drive vehicle are drive wheels, when applying braking force to the slipping wheels, the slipping wheels are specifically divided into the first slipping wheel in the front wheels and the second slipping wheel in the rear wheels. Therefore, the target braking force of the first slipping wheel and the target braking force of the second slipping wheel can be calculated separately.

[0023] The target braking force for the first slipping wheel can be determined based on the absolute value of the third difference. The target braking force for the second slipping wheel is determined based on the absolute value of the fourth difference. Specifically, the braking force corresponding to the absolute value of the third difference can be determined based on the pre-stored correspondence between wheel speed differences and braking forces in the vehicle. Then, according to a first preset ratio, the braking force corresponding to the absolute value of the third difference is increased to obtain the final target braking force for the first slipping wheel. Similarly, the target braking force for the second slipping wheel is obtained in the same way.

[0024] The above-mentioned method, when a four-wheel drive vehicle is in a cross-axle situation, increases the braking force on different slipping wheels by a certain proportion based on monitoring different wheel speed differences between axles, thereby obtaining different target braking forces for the slipping wheels. On the one hand, it achieves accurate control of different slipping wheels; on the other hand, it increases the braking force intensity, improving the vehicle's passability in cross-axle situations.

[0025] In summary, a control method for cross-axle conditions is proposed during vehicle operation. Specifically, it first acquires the vehicle's driving parameters, which represent its driving state. Then, it uses these parameters to determine whether the vehicle is in a cross-axle condition. This process enables automatic identification of cross-axle conditions during vehicle operation. A cross-axle condition refers to a situation where one wheel or any two diagonally opposite wheels of the vehicle slips. In other words, if a vehicle is in a cross-axle condition, it may be unable to move forward due to wheel slippage. Therefore, if the driving parameters determine that the vehicle is currently in a cross-axle condition, this application can also automatically control the vehicle's differential lock to open or apply a target braking force to the slipping wheel. These different methods achieve intelligent and flexible control of cross-axle conditions, improving vehicle maneuverability and ensuring safety during vehicle operation.

[0026] Furthermore, a method for identifying cross-axle conditions based on driving parameters is proposed. These driving parameters specifically include wheel speeds, wheel accelerations, sensor status, wheel braking forces, and vehicle speed. Wheel speeds include the speeds of all four wheels, and wheel accelerations include the accelerations of all four wheels.

[0027] First, calculate the summation of the wheel speeds of the left front wheel and the right rear wheel, the summation of the wheel accelerations of the left front wheel and the right rear wheel, the summation of the wheel speeds of the right front wheel and the left rear wheel, and the summation of the wheel accelerations of the right front wheel and the right rear wheel. Then, calculate the absolute value of the first difference between the first and third summations, and the absolute value of the second difference between the second and fourth summations. Finally, based on the absolute values ​​of the first and second differences, the sensor status, the braking force of the wheels, and the vehicle speed, determine whether the vehicle is in a cross-axle situation.

[0028] Since wheel speed and wheel acceleration are collected by wheel speed sensors and acceleration sensors respectively, accurate wheel speed and wheel acceleration data require that the wheel speed sensors and acceleration sensors be in good working order (or in good acquisition status). The sensor status can be represented as faulty or fault-free.

[0029] To ensure the accuracy of the braking force applied to the slipping wheel, it is also necessary to ensure that the vehicle's wheels currently have no braking force. Optionally, the preset braking force is 0 N·m.

[0030] When determining whether a vehicle is in a cross-axle condition based on the above driving parameters, the specific judgment conditions are as follows: if the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the braking force of the wheel is the preset braking force, the vehicle speed is less than or equal to the preset vehicle speed, the absolute value of the first difference is greater than or equal to the preset wheel speed, and the absolute value of the second difference is greater than or equal to the preset wheel acceleration, then the vehicle is determined to be in a cross-axle condition.

[0031] Conversely, if the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the wheel braking force is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration, it is determined that the vehicle is not in a cross-axle condition.

[0032] If the vehicle is determined to be in a cross-axle situation based on driving parameters, the specific control strategy—whether to engage the differential lock or apply braking force to the slipping wheel—depends on whether the vehicle is equipped with a differential lock. If the vehicle is equipped with a differential lock, engaging it is the preferred method to lock the differential and ensure that both drive wheels travel at the same speed. If the vehicle is not equipped with a differential lock, applying targeted braking force to the slipping wheel increases its coefficient of friction with the ground, thus providing some traction. Both of these control strategies for cross-axle situations provide a means to cope with such conditions, regardless of whether a differential lock is equipped, improving the vehicle's adaptability to these situations and enhancing its driving performance in adverse conditions.

[0033] The differential lock is engaged to help the vehicle extricate itself from a cross-axle situation. After the vehicle has passed through the cross-axle situation, the differential lock needs to be disengaged to allow the vehicle to turn smoothly. To determine whether the vehicle has escaped the cross-axle situation, the absolute value of the first differential value and the preset wheel speed can be used. If the absolute value of the first differential value is less than the preset wheel speed, and the vehicle has been traveling for a certain period of time under these conditions, it indicates that the vehicle has escaped the cross-axle situation. At this point, the differential lock can be automatically disengaged, allowing the differential to resume operation.

[0034] When employing a control strategy that applies a target braking force to a slipping wheel, this application provides a method for determining the target braking force. In this application, the braking force and the wheel speed difference satisfy a preset ratio. Therefore, in this application, the corresponding target braking force can be determined by calculating the wheel speed difference between the two wheels on the front axle and the wheel speed difference between the two wheels on the rear axle.

[0035] Since the cross-axle driving scenario described in this application typically involves diagonal wheel slippage in a four-wheel drive vehicle, and all four wheels of a four-wheel drive vehicle are drive wheels, when applying braking force to the slipping wheels, the slipping wheels are specifically divided into the first slipping wheel in the front wheels and the second slipping wheel in the rear wheels. Therefore, the target braking force for the first slipping wheel and the target braking force for the second slipping wheel can be calculated separately.

[0036] The target braking force for the first slipping wheel can be determined based on the absolute value of the third difference. The target braking force for the second slipping wheel is determined based on the absolute value of the fourth difference. Specifically, the braking force corresponding to the absolute value of the third difference can be determined based on the pre-stored correspondence between wheel speed differences and braking forces in the vehicle. Then, according to a first preset ratio, the braking force corresponding to the absolute value of the third difference is increased to obtain the final target braking force for the first slipping wheel. Similarly, the target braking force for the second slipping wheel is obtained in the same way.

[0037] The above-mentioned method, when a four-wheel drive vehicle is in a cross-axle situation, increases the braking force on different slipping wheels by a certain proportion based on monitoring different wheel speed differences between axles, thereby obtaining different target braking forces for the slipping wheels. On the one hand, it achieves accurate control of different slipping wheels; on the other hand, it increases the braking force intensity, improving the vehicle's passability in cross-axle situations.

[0038] Secondly, a control device for cross-axle conditions is provided. The device includes: an acquisition module for acquiring driving parameters during vehicle operation, the driving parameters representing the driving state of the vehicle; a determination module for determining, based on the driving parameters, whether the vehicle is in a cross-axle condition, in which one wheel or any two diagonal wheels of the vehicle slips; and a first control module for controlling the differential lock of the vehicle to open or adjusting the braking force applied to the slipping wheel of the vehicle to a target braking force when the vehicle is in the cross-axle condition, so as to improve the vehicle's passability in the cross-axle condition.

[0039] In conjunction with the second aspect, in some possible implementations, the driving parameters include wheel speed, wheel acceleration, sensor status, wheel braking force, and vehicle speed. Specifically, the determining module is used to: determine a first summation of the wheel speed of the left front wheel and the wheel speed of the right rear wheel, and a second summation of the wheel acceleration of the left front wheel and the wheel acceleration of the right rear wheel; determine a third summation of the wheel speed of the right front wheel and the wheel speed of the left rear wheel, and a fourth summation of the wheel acceleration of the right front wheel and the wheel acceleration of the right rear wheel; determine the absolute value of a first difference between the first and third summation results; determine the absolute value of a second difference between the second and fourth summation results; and determine whether the vehicle is in the cross-axle condition based on the absolute value of the first difference, the absolute value of the second difference, the sensor status, the wheel braking force, and the vehicle speed.

[0040] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the state of the sensor includes faulty and fault-free states. The sensor includes a wheel speed sensor and an acceleration sensor. The determining module is further configured to: determine that the vehicle is in the cross-axle condition when the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the braking force of the wheel is a preset braking force, the vehicle speed is less than or equal to a preset vehicle speed, the absolute value of the first difference is greater than or equal to a preset wheel speed, and the absolute value of the second difference is greater than or equal to a preset wheel acceleration; and determine that the vehicle is not in the cross-axle condition when the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the braking force of the wheel is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration.

[0041] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the first control module is specifically used to: control the differential lock to open when the vehicle is equipped with the differential lock; and adjust the braking force applied to the slipping wheel to the target braking force when the vehicle is not equipped with the differential lock.

[0042] In combination with the second aspect and the above implementation methods, in some possible implementation methods, after the differential lock is opened, the device further includes: a second control module, used to control the differential lock to close if the vehicle has been traveling for a preset time when the absolute value of the first difference is less than the preset wheel speed.

[0043] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the driving parameter includes the wheel speed, and the determining module is further configured to: determine the absolute value of a third difference between the wheel speed of the left front wheel and the wheel speed of the right front wheel, and the absolute value of a fourth difference between the wheel speed of the right front wheel and the wheel speed of the right rear wheel; and determine the target braking force based on the absolute value of the third difference and the absolute value of the fourth difference.

[0044] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the drive wheels of the vehicle include front wheels and rear wheels, and the slipping wheels include a first slipping wheel among the front wheels and a second slipping wheel among the rear wheels. The determining module is further configured to: determine the braking force corresponding to the absolute value of the third difference based on the absolute value of the third difference; increase the braking force corresponding to the absolute value of the third difference according to a first preset ratio; determine the increased braking force corresponding to the absolute value of the third difference as the target braking force acting on the first slipping wheel; and determine the braking force corresponding to the absolute value of the fourth difference based on the absolute value of the fourth difference; increase the braking force corresponding to the absolute value of the fourth difference according to a second preset ratio; and determine the increased braking force corresponding to the absolute value of the fourth difference as the target braking force acting on the second slipping wheel.

[0045] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0046] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0047] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0048] Figure 1 This is a schematic diagram of a vehicle driving scenario provided in an embodiment of this application;

[0049] Figure 2 This is a schematic flowchart illustrating a control method for cross-axle operating conditions provided in an embodiment of this application;

[0050] Figure 3This is a schematic diagram of the structure of a control device for cross-axle working conditions provided in an embodiment of this application;

[0051] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0052] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0053] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0054] Figure 1 This is a schematic diagram of a vehicle driving scenario provided in an embodiment of this application.

[0055] For example, such as Figure 1 As shown, when vehicle 101 is traveling on road 102, if road 102 is bumpy, uneven, or rough, vehicle 101 may experience the following: Figure 1 The right rear wheel of the vehicle 101 shown slips, or in a more serious case, the diagonal wheels of the vehicle 101 (such as the left front wheel and the right rear wheel) slip simultaneously. This condition is called a "cross-axle condition".

[0056] Cross-axle condition is a term used in off-road performance testing for Vehicle 101, referring to conditions that Vehicle 101 frequently encounters during off-road driving. Specifically, it refers to situations where Vehicle 101 is driving over boulders, in shell craters, or when one or any two diagonal wheels of Vehicle 101 slip.

[0057] Because vehicle 101 is equipped with a differential, which is a device that allows the wheels on both sides of the same axle (such as the front or rear axle) to rotate at different angular velocities, the basic principle of the differential dictates that power will be lost from the slipping wheels. In other words, the slipping wheels will consume all the power of vehicle 101, and the wheels that are not slipping will also be unable to operate normally due to the loss of power. Therefore, vehicle 101 may be in danger of being unable to move forward under cross-axle conditions.

[0058] Therefore, based on the potential dangers that vehicle 101 may pose under the aforementioned cross-axle conditions, this embodiment of the application can determine in real time whether vehicle 101 is currently in a cross-axle condition according to the driving parameters of vehicle 101 during its operation.

[0059] Among them, driving parameters can represent the driving status of vehicle 101 during driving, such as wheel speed, wheel acceleration, vehicle speed, status of various sensors, and braking force of the wheels in vehicle 101.

[0060] Optionally, the sensors in vehicle 101 include temperature sensors, rain sensors, vehicle speed sensors, wheel speed sensors, acceleration sensors, door sensors, accelerator pedal position sensors, angular velocity sensors, pressure sensors, gas concentration sensors, liquid level sensors, etc.

[0061] Optionally, the sensor's status can be either faulty or fault-free.

[0062] It should be understood that the vehicle 101 is equipped with various electronic control units (ECUs, also known as controllers). Examples include the engine control module (ECM) or engine electronic control unit (ECU), hybrid control unit (HCU), battery management system (BMS), automatic transmission control unit (TCU), and anti-lock braking system (ABS) controller.

[0063] Multiple ECUs in vehicle 101 can communicate with each other to facilitate data transmission. Optionally, the ECU communication connections can include Controller Area Network (CAN) bus connection, Local Interconnect Network (LIN) bus connection, FlexRay bus connection, Media Oriented Systems Transport (MOST) bus connection, and Ethernet connection. Each connection method corresponds to a communication method, namely CAN bus communication, LIN bus communication, FlexRay bus communication, MOST bus communication, and Ethernet communication. This application embodiment does not limit this. In the following description of this application embodiment, CAN communication is used as an example of the internal communication method of vehicle 101.

[0064] The various sensors and ECUs in the aforementioned vehicle 101 can acquire driving parameters.

[0065] Specifically, the vehicle speed sensor can collect vehicle speed; the wheel speed sensor can collect wheel speed; and the acceleration sensor can collect wheel acceleration. The data collected by different sensors can be further sent to the corresponding ECU for data analysis and processing.

[0066] It should be understood that the data collected by different sensors is ultimately sent to the corresponding ECU. Therefore, the ECU can use the data reported by the sensors to obtain the sensor status and further determine whether the sensor has malfunctioned.

[0067] In one possible implementation, the ECU can determine whether the corresponding sensor is malfunctioning by checking whether it receives a Diagnostic Trouble Code (DTC) sent by the sensor.

[0068] A fault code is an identifier for a specific type of fault. It is a code presented to the tester when the ECU in vehicle 101 detects or causes a certain fault. As an identifier for the fault type, the tester can determine the fault information through the fault code, which facilitates the investigation and handling of the fault location and cause in vehicle 101.

[0069] The braking force on the wheels is obtained by the Electronic Stability Program (ESP, also known as the "electronic stability system") controller, or, in some vehicles, the Electronic Stability Controller (ESC).

[0070] Finally, based on the aforementioned driving parameters, the ECU can determine whether vehicle 101 is currently in a cross-axle situation. If it is determined that vehicle 101 is in a cross-axle situation, the ECU can also control vehicle 101 under these conditions to assist it in passing through the cross-axle situation more smoothly.

[0071] It should be understood that, generally, a cross-axle performance test is only required when vehicle 101 is driven by four-wheel drive. The specific test process involves causing two diagonal wheels of vehicle 101 to slip. In other words, the cross-axle condition addressed in this application embodiment is the cross-axle condition of a four-wheel drive vehicle. Specifically, in the cross-axle condition, any pair of diagonal wheels of vehicle 101 slips.

[0072] Based on the above scenario of vehicle 101 operating under cross-axle conditions, the control method for cross-axle conditions will be described in detail below according to the embodiments of this application.

[0073] Figure 2 This is a schematic flowchart illustrating a control method for cross-axle operating conditions provided in an embodiment of this application. It should be understood that this method can be applied to, for example... Figure 1 The described scenario applies specifically to any ECU in vehicle 101. This application embodiment uses the Vehicle Control Unit (VCU, also known as the vehicle controller) as an example to provide a detailed description of a control method for cross-axle operating conditions provided by this application embodiment.

[0074] For example, such as Figure 2 As shown, the method 200 includes:

[0075] 201. Obtain the driving parameters during the vehicle's operation. The driving parameters are used to represent the driving status of the vehicle during operation.

[0076] It should be understood that different driving conditions (hereinafter referred to as "driving conditions") correspond to different driving parameters during vehicle operation. Driving conditions refer to the operating conditions of a vehicle during transportation or driving. For example, under economic conditions, the engine fuel consumption rate is the lowest; under idling conditions, the engine operates without load.

[0077] Therefore, the VCU can acquire the vehicle's driving parameters and determine the vehicle's operating conditions in real time during vehicle operation. Among these parameters, driving parameters can represent various driving states during the vehicle's operation.

[0078] It should also be understood that, since the embodiments of this application are aimed at the judgment and control of cross-axle conditions, the driving parameters are mainly driving parameters related to cross-axle conditions.

[0079] Optionally, driving parameters include wheel speed, wheel acceleration, sensor status, wheel braking force, and vehicle speed.

[0080] In one possible implementation, the VCU, as a core component of the vehicle, can acquire driving parameters through different types of sensors and communication with other ECUs.

[0081] For example, vehicle speed can be acquired using a vehicle speed sensor, wheel speed can be acquired using a wheel speed sensor, and wheel acceleration can be acquired using an acceleration sensor. Typically, the vehicle speed, wheel speed, and wheel acceleration data are collected directly by the ABS controller. Therefore, the ABS controller can transmit the vehicle speed, wheel speed, and wheel acceleration to the VCU via the CAN bus in the form of CAN signals.

[0082] Another example is that vehicle speed can also be calculated using wheel speed conversion. Optionally, methods for calculating vehicle speed based on wheel speed include the average wheel speed method and the maximum wheel speed method. The average wheel speed method takes the average of the wheel speeds of the two rear wheels as the vehicle speed; the maximum wheel speed method uses the maximum value of the four wheel speeds as the vehicle speed. These two methods are more practical in non-slippery road conditions, but may have larger errors in slippery road conditions.

[0083] Another example is that vehicle speed can also be calculated using wheel rotation speed. The specific calculation process is: Vehicle speed = Wheel circumference * Wheel rotation speed. Here, wheel rotation speed can be obtained through wheel speed sensors, and wheel circumference can be considered an inherent parameter of the tire.

[0084] It should be understood that the above methods are merely illustrative examples, and the calculated vehicle speeds are not significantly different; all can be taken as the actual vehicle speed. Any method used to calculate vehicle speed falls within the scope of protection of this application.

[0085] Regarding the sensor status, it should be understood that wheel speed and wheel acceleration are acquired by wheel speed sensors and acceleration sensors, respectively, and there is a relationship between vehicle speed and wheel speed. Therefore, the sensors in this application embodiment mainly refer to wheel speed sensors and acceleration sensors.

[0086] Correspondingly, the status of the sensors is the status of the wheel speed sensor and the status of the acceleration sensor.

[0087] Optionally, the sensor's status can be either faulty or fault-free.

[0088] It should be understood that vehicle speed, wheel speed, and wheel acceleration are important parameters for determining cross-axle operating conditions, and the accuracy of data acquisition must be ensured. Therefore, the status of the wheel speed sensor and the acceleration sensor are also crucial.

[0089] In one possible implementation, the VCU can determine whether the wheel speed sensor is faulty by acquiring the DTC (Distributed Transcript) of the wheel speed sensor. Similarly, the VCU can also determine whether the acceleration sensor is faulty by acquiring the DTC of the acceleration sensor.

[0090] For example, typically, the wheel speed and wheel acceleration data collected by the wheel speed sensor and acceleration sensor are sent to the ABS controller. Therefore, when the wheel speed sensor malfunctions, the ABS controller can obtain the DTC (Distributed Trace Control) from the wheel speed sensor. When the acceleration sensor malfunctions, the ABS controller can obtain the DTC from the acceleration sensor. Both the wheel speed sensor DTC and acceleration sensor DTC are then sent to the VCU (Vehicle Control Unit) via CAN signals and the CAN bus.

[0091] In response to a DTC (Discharge Trace) from the wheel speed sensor sent by the ABS controller, the VCU can determine that the wheel speed sensor is faulty. If no DTC is received from the ABS controller, the VCU determines that the wheel speed sensor is not faulty.

[0092] Similarly, in response to a DTC from the accelerometer sent by the ABS controller, the VCU can determine that the accelerometer is faulty. If no DTC is received from the ABS controller, the VCU determines that the accelerometer is not faulty.

[0093] The braking force of the wheels is usually obtained from ESC. Based on the same method of obtaining vehicle speed and wheel speed, VCU can obtain the braking force of the wheels from ESC in the vehicle.

[0094] 202. Based on driving parameters, determine whether the vehicle is in a cross-axle condition. In a cross-axle condition, one wheel or any two diagonal wheels of the vehicle slips.

[0095] After obtaining the above driving parameters, the VCU can further determine whether the vehicle is in a cross-axle condition.

[0096] One possible implementation involves determining whether a vehicle is in a cross-axle situation based on driving parameters, including:

[0097] Determine the first summation result of the wheel speed of the left front wheel and the wheel speed of the right rear wheel, and the second summation result of the wheel acceleration of the left front wheel and the wheel acceleration of the right rear wheel;

[0098] Determine the third summation result of the wheel speed of the right front wheel and the wheel speed of the left rear wheel, and the fourth summation result of the wheel acceleration of the right front wheel and the wheel acceleration of the right rear wheel;

[0099] Determine the absolute value of the first difference between the first summation result and the third summation result;

[0100] Determine the absolute value of the second difference between the second and fourth summations;

[0101] Based on the absolute values ​​of the first and second differences, the sensor status, the braking force of the wheels, and the vehicle speed, it is determined whether the vehicle is in a cross-axle condition.

[0102] For example, the VCU can obtain the wheel speed of the left front wheel (denoted as "V") through the four wheel speed sensors corresponding to the wheels in the vehicle. lfw The speed of the right rear wheel (denoted as "V") rrw The wheel speed of the left rear wheel (denoted as "V") lrw The speed of the right front wheel (denoted as "V") and the wheel speed of the right front wheel (denoted as "V") rfw ”).

[0103] Summing the wheel speeds of the left front wheel and the right rear wheel, we get the first summation result (V). lfw +V rrw The wheel speeds of the right front wheel and the left rear wheel are summed to obtain the third summation result (V). lrw +V rfw The difference between the first summation result and the third summation result is taken as the first difference value {(V)}. lfw +V rrw )-(V lrw +V rfw )}.

[0104] For example, similar to the wheel speed processing, the VCU can obtain the wheel acceleration of the left front wheel (denoted as "a") through the acceleration sensors corresponding to the four wheels. lfw The wheel acceleration of the right rear wheel (denoted as "a") rrw The wheel acceleration of the left rear wheel (denoted as "a") lrw The wheel acceleration of the right front wheel (denoted as "a") and the wheel acceleration of the right front wheel (denoted as "a") rfw ”).

[0105] Summing the wheel accelerations of the left front wheel and the right rear wheel gives the second summation result (a). lfw +a rrw The sum of the wheel accelerations of the right front wheel and the left rear wheel is taken as the fourth summation result (a).lrw +a rfw The difference between the second and fourth summations is taken as the second difference value {(a)}. lfw +a rrw )-(a lrw +a rfw )}.

[0106] Furthermore, based on the absolute values ​​of the first and second differences, the sensor status, the braking force of the wheels, and the vehicle speed, the VCU can determine whether the vehicle is in a cross-axle condition.

[0107] The above technical solution proposes a step for identifying cross-axle conditions based on driving parameters. These driving parameters specifically include wheel speeds, wheel accelerations, sensor status, wheel braking forces, and vehicle speed. Wheel speeds include the speeds of all four wheels, and wheel accelerations include the accelerations of all four wheels.

[0108] First, calculate the summation of the wheel speeds of the left front wheel and the right rear wheel, the summation of the wheel accelerations of the left front wheel and the right rear wheel, the summation of the wheel speeds of the right front wheel and the left rear wheel, and the summation of the wheel accelerations of the right front wheel and the right rear wheel. Then, calculate the absolute value of the first difference between the first and third summations, and the absolute value of the second difference between the second and fourth summations. Finally, based on the absolute values ​​of the first and second differences, the sensor status, the braking force of the wheels, and the vehicle speed, determine whether the vehicle is in a cross-axle situation.

[0109] In one possible implementation, when determining whether a vehicle is in a cross-axle condition based on the absolute value of a first difference, the absolute value of a second difference, the sensor status, the braking force of the wheels, and the vehicle speed, the specific steps include:

[0110] If the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the wheel braking force is the preset braking force, the vehicle speed is less than or equal to the preset vehicle speed, the absolute value of the first difference is greater than or equal to the preset wheel speed, and the absolute value of the second difference is greater than or equal to the preset wheel acceleration, the vehicle is determined to be in a cross-axle condition.

[0111] If the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the wheel braking force is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration, it is determined that the vehicle is not in a cross-axle condition.

[0112] Optionally, the preset wheel speed is 1.5 m / s and the preset wheel acceleration is 4 m / s².2 The preset vehicle speed is 10km / h and the preset braking force is 0N·m.

[0113] For example, if the VCU does not acquire the DTC from the wheel speed sensor, does not acquire the DTC from the acceleration sensor, and the braking force of all four wheels is 0 N·m, and the vehicle speed is 5 km / h, and {(a lfw +a rrw )-(a lrw +a rfw )}=6m / s 2 , and {(V lfw +V rrw )-(V lrw +V rfw If )}=3m / s, then the VCU determines that the vehicle is currently in a cross-axle condition.

[0114] Another example is if the VCU obtains a DTC from the wheel speed sensor, and / or obtains a DTC from the acceleration sensor, and / or at least one of the four wheels has a braking force that is not 0 N·m, and / or the vehicle speed is 20 km / h, and / or, {(a lfw +a rrw )-(a lrw +a rfw )}=2m / s 2 , and / or, {(V lfw +V rrw )-(V lrw +V rfw If )}=0.5m / s, then the VCU determines whether the vehicle is currently in a cross-axle condition.

[0115] In the above technical solution, the wheel speed and wheel acceleration are collected by a wheel speed sensor and an acceleration sensor, respectively. Therefore, in order to obtain accurate wheel speed and wheel acceleration, it is necessary to ensure that the wheel speed sensor and acceleration sensor are in good condition (or in good acquisition condition). The sensor condition can be represented as faulty or fault-free.

[0116] To ensure the accuracy of the braking force applied to the slipping wheels, it is also necessary to ensure that the vehicle's wheels are currently not under braking force.

[0117] When determining whether a vehicle is in a cross-axle condition based on the above driving parameters, the specific judgment conditions are as follows: if the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the braking force of the wheel is the preset braking force, the vehicle speed is less than or equal to the preset vehicle speed, the absolute value of the first difference is greater than or equal to the preset wheel speed, and the absolute value of the second difference is greater than or equal to the preset wheel acceleration, then the vehicle is determined to be in a cross-axle condition.

[0118] Conversely, if the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the wheel braking force is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration, it is determined that the vehicle is not in a cross-axle condition.

[0119] 203. When the vehicle is in a cross-axle situation, control the differential lock of the vehicle to open, or adjust the braking force applied to the slipping wheels of the vehicle to the target braking force, so as to improve the vehicle's passability in cross-axle situations.

[0120] In this context, vehicle passability typically refers to a vehicle's ability, under a given load, to traverse various rough roads and off-road areas and overcome various obstacles at a sufficiently high average speed. Rough roads and off-road areas refer to soft soil, sand, snow, swamps, and other soft surfaces and uneven terrain; various obstacles refer to steep slopes, side slopes, steps, ditches, etc.

[0121] Vehicle passability can be divided into profile passability and traction support passability. The former describes a vehicle's ability to pass over uneven road sections and obstacles (such as steep slopes, side slopes, steps, ditches, etc.); the latter refers to a vehicle's ability to pass smoothly over soft soil, sand, snow, ice, swamps, and other ground surfaces.

[0122] In step 203, if the VCU determines that the vehicle is currently in a cross-axle condition, the VCU can further control the vehicle.

[0123] Specifically, in cross-axle conditions, the vehicle control process includes:

[0124] When the vehicle is equipped with a differential lock, control the differential lock to open;

[0125] When the vehicle is not equipped with a differential lock, the braking force applied to the slipping wheel will be adjusted to the target braking force.

[0126] As the name suggests, a differential lock is a component used to lock the differential, thereby restricting the distribution of power by the differential. When the differential lock is engaged, the left and right drive wheels are locked together, and the engine power is then evenly distributed to the left and right drive wheels in a 1:1 ratio.

[0127] Whether a vehicle is equipped with a differential lock is a pre-configured feature during the vehicle manufacturing process; it's part of the vehicle's basic configuration information and is pre-stored in the VCU. For example, if a vehicle is equipped with a differential lock, the VCU can pre-store the differential lock's status and the related ECU control program.

[0128] Depending on whether the vehicle is equipped with a differential lock, the cross-axle working condition control scenarios provided in this application embodiment are divided into two types.

[0129] Scenario 1: In a vehicle equipped with a differential lock, the control strategy is to activate the differential lock in the vehicle.

[0130] Optionally, differential lock control can be achieved through a separate differential lock controller, or the differential lock control program can be integrated into other ECUs of the vehicle (such as ABS controllers, ECMs, etc.). The following embodiment of this application uses a separate differential lock controller to control the differential lock as an example to describe the differential lock control process.

[0131] Optionally, for four-wheel drive vehicles, there can be one differential, such as a front differential or a rear differential, or there can be multiple differentials, such as a front differential, a rear differential, and a center differential. This application does not limit the number of differentials in a four-wheel drive vehicle.

[0132] The front differential is used to adjust the speed difference between the two front wheels and is mounted on the front axle. Correspondingly, the differential lock used to lock the front differential is called the "front differential lock".

[0133] The rear differential is used to adjust the speed difference between the two rear wheels and is installed on the rear axle. Correspondingly, the differential lock used to lock the rear differential is called a "rear differential lock".

[0134] The function of the center differential is to allow the vehicle's drive axles (also called axles, including the front and rear axles) to have different angular velocities, and it is installed between the front and rear axles. In other words, the center differential allows the four drive wheels of a vehicle to have different wheel speeds. Correspondingly, the differential lock used to lock the center differential is called a "center differential lock".

[0135] Optionally, for four-wheel drive vehicles, if there are multiple differential locks, each differential lock can be controlled by an independent differential lock controller, or a single differential lock controller can be selected. This application embodiment does not limit this. The following embodiment of this application uses multiple differential locks corresponding to the same differential lock controller as an example to describe the differential lock control process of a four-wheel drive vehicle.

[0136] For example, if there is only one differential lock, the VCU can send an opening command to the corresponding differential lock controller via the CAN bus in the form of a CAN signal. After receiving the opening command, the differential lock controller controls the differential lock to open.

[0137] In another example, if there are multiple differential locks, the VCU can send an opening command via the CAN bus to the differential lock controllers corresponding to each differential lock in the form of a CAN signal. After receiving the opening command, the differential lock controller controls the multiple differential locks in the vehicle to open.

[0138] Furthermore, after the differential lock is engaged, if the vehicle has already exited the cross-axle condition, the VCU can deactivate the vehicle's differential lock to allow the differential to resume operation.

[0139] In one possible implementation, disengaging the differential lock specifically includes:

[0140] If the absolute value of the first difference is less than the preset wheel speed, and the vehicle has been traveling for a preset time, the differential lock will be closed.

[0141] It should be understood that in a cross-axle situation, due to slipping wheels, the wheel speed of the slipping wheels is much higher than that of the non-slipping wheels, resulting in a large initial difference in wheel speed. However, after leaving the cross-axle situation and resuming normal driving, this initial difference decreases compared to the cross-axle condition. Therefore, when the VCU determines that the absolute value of the initial difference is less than the preset wheel speed, and the vehicle has been driving for a certain period and its driving state is stable, the VCU determines to deactivate the differential lock, allowing the differential to resume operation to assist the vehicle in completing cornering maneuvers more effectively.

[0142] For example, the process is similar to opening the differential lock. When the VCU determines that the differential lock needs to be closed, it can send a CAN signal to the differential lock controller, so that the differential lock controller can close the differential lock according to the CAN signal.

[0143] In another scenario, the differential lock can be deactivated by controlling the road surface type.

[0144] For example, generally speaking, vehicles traveling on bumpy roads may have larger wheel speed differences, while on smooth roads, the wheel speed differences are smaller. Therefore, this embodiment of the application can also utilize an onboard camera in the vehicle to acquire road surface images of the road where the vehicle is traveling. The VCU further extracts features from the road surface images and determines whether the current road surface type is smooth or bumpy based on the image features. If the current road surface is smooth, similar to the above-described closing process, the VCU can control the differential lock to close via the differential lock controller.

[0145] In the above technical solution, the differential lock is engaged to help the vehicle better extricate itself from a cross-axle situation. After the vehicle has passed through the cross-axle situation, the differential lock needs to be disengaged to allow the vehicle to turn smoothly. Whether the vehicle has escaped the cross-axle situation can be determined by the absolute value of the first difference and the preset wheel speed. If the absolute value of the first difference is less than the preset wheel speed, and the vehicle has been traveling for a certain period of time under these conditions, it indicates that the vehicle has escaped the cross-axle situation, and the differential lock can be automatically disengaged to allow the differential to resume operation.

[0146] Scenario 2: In vehicles without differential locks, the control strategy is to apply a target braking force to the slipping wheels.

[0147] One possible implementation includes determining the target braking force acting on the slipping wheel, including:

[0148] Determine the absolute value of the third difference between the wheel speeds of the left front wheel and the right front wheel, and the absolute value of the fourth difference between the wheel speeds of the right front wheel and the right rear wheel.

[0149] The target braking force is determined based on the absolute values ​​of the third and fourth differences.

[0150] It should be understood that, because there are two wheels on the same drive axle, when one wheel slips, the other wheel almost stops rotating due to loss of power. Therefore, the difference in wheel speed between the two drive wheels on the same drive axle determines the magnitude of the target braking force. The greater the difference in wheel speed, the higher the wheel speed of the slipping wheel, and in this case, more braking force is needed to restrain the rotational speed of the slipping wheel.

[0151] Therefore, in this embodiment, different preset ratios of wheel speed difference and target braking force can be pre-set and stored in the VCU. After the VCU determines the current wheel speed difference, it determines the target braking force according to the preset ratio.

[0152] For example, after obtaining the wheel speed V of the left front wheel lfw The wheel speed V of the right rear wheel rrw The wheel speed V of the left rear wheel lrw and the wheel speed V of the right front wheel rfw Afterwards, the VCU can calculate the wheel speed V of the left front wheel. lfw and the wheel speed V of the right front wheel rfw The third difference (V) between lfw -(V rfw ), and the wheel speed V of the left rear wheel. lrw and the wheel speed V of the right rear wheel rrw The fourth difference (V) between lrw -V rrw And obtain the absolute values ​​of the third and fourth differences.

[0153] In the aforementioned technical solutions, when employing a control strategy that applies a target braking force to a slipping wheel, this application provides a method for determining the target braking force. In this application, the braking force and the wheel speed difference satisfy a preset ratio; therefore, the target braking force can be determined by calculating the wheel speed difference between the two wheels on the front axle and the wheel speed difference between the two wheels on the rear axle.

[0154] Furthermore, based on the scenario of cross-axle operation in four-wheel drive vehicles, the slipping wheels are divided into the first slipping wheel in the front wheels and the second slipping wheel in the rear wheels. When determining the target braking force of the slipping wheels based on different wheel speed differences, it specifically includes:

[0155] Determine the braking force corresponding to the absolute value of the third difference based on the absolute value of the third difference;

[0156] According to the first preset ratio, increase the braking force corresponding to the absolute value of the third difference;

[0157] The braking force corresponding to the absolute value of the increased third difference is determined as the target braking force acting on the first slipping wheel; and...

[0158] Determine the braking force corresponding to the absolute value of the fourth difference based on the absolute value of the fourth difference;

[0159] According to the second preset ratio, increase the braking force corresponding to the absolute value of the fourth difference;

[0160] The braking force corresponding to the absolute value of the increased fourth difference is determined as the target braking force acting on the second slipping wheel.

[0161] It should be understood that the target braking force in the embodiments of this application is slightly increased compared to the braking force of existing slipping wheels.

[0162] In one possible implementation, the existing (before the increase) correspondence (ratio) between wheel speed difference and braking force can be stored in the VCU. Furthermore, since an increase in braking force is required, this embodiment can further pre-set the required increase ratio for different wheel speed differences in the VCU.

[0163] Optionally, the ratio between the absolute value of the third difference and the braking force can be the same as or different from the ratio between the absolute value of the fourth difference and the braking force. Furthermore, if the absolute values ​​of the third and fourth differences are the same, the first and second preset ratios can be the same or different.

[0164] It should be understood that the distribution of the target braking force is achieved by the ESP controller or ESC in the vehicle. Therefore, the VCU can apply the target braking force to the slipping wheels through the ESP controller or ESC.

[0165] For example, the VCU pre-stores the braking force before any increase. Assuming the first slipping wheel is the right front wheel, and the absolute value of the wheel speed difference (the third difference) between the right and left front wheels is 4 m / s, the corresponding braking force is 30 N·m. Then the VCU can determine that the first preset ratio for this wheel speed difference is 20%. That is, based on 30 N·m, an additional 20% is added, resulting in a target braking force of 36 N·m for the right front wheel. At this point, the VCU can send the target braking force of the right front wheel to the ESP controller via the CAN bus in the form of a CAN signal, so that the ESP controller can adjust the braking force of the right front wheel to the target braking force through the brake pressure regulator.

[0166] When the first slipping wheel is the right front wheel, the second slipping wheel is the left rear wheel. If the absolute value of the wheel speed difference (fourth difference) between the left and right rear wheels is 4 m / s, assuming the first and second preset ratios are the same, then the target braking force corresponding to this wheel speed difference is also 36 N·m. The VCU then sends this target braking force as a CAN signal to the ESP controller via the CAN bus, so that the ESP controller adjusts the braking force of the left rear wheel to the target braking force through the brake pressure regulator.

[0167] In another possible implementation, the VCU can also directly store the correspondence (ratio) between the increased target braking force and the wheel speed difference.

[0168] Optionally, the ratio between the absolute value of the third difference and the target braking force can be the same as or different from the ratio between the absolute value of the fourth difference and the target braking force. For example, when the absolute values ​​of the third and fourth differences are the same, the target braking force corresponding to the absolute value of the third difference is 50 N·m, and the target braking force corresponding to the absolute value of the fourth difference is 70 N·m. Alternatively, when the absolute values ​​of the third and fourth differences are the same, the target braking force corresponding to the absolute value of the third difference is 50 N·m, and the target braking force corresponding to the absolute value of the fourth difference is 50 N·m. The following embodiments of this application illustrate this with two identical ratios.

[0169] For example, assuming the first slipping wheel is the right front wheel, if the absolute value of the wheel speed difference (the third difference) between the right front wheel and the left front wheel is 4 m / s, the target braking force corresponding to this wheel speed difference is 50 N·m. Then the VCU will send this target braking force to the ESP controller via the CAN bus in the form of a CAN signal, so that the ESP controller can adjust the braking force of the right front wheel to the target braking force through the brake pressure regulator.

[0170] When the first slipping wheel is the right front wheel, the second slipping wheel is the left rear wheel. If the absolute value of the wheel speed difference (fourth difference) between the left and right rear wheels is 4 m / s, then the target braking force corresponding to this wheel speed difference is also 50 N·m. The VCU then sends this target braking force as a CAN signal to the ESP controller via the CAN bus, so that the ESP controller can adjust the braking force of the left rear wheel to the target braking force through the brake pressure regulator.

[0171] Finally, based on the same method of determining whether the vehicle has escaped the cross-axle condition, i.e., the absolute value of the first difference is less than the preset wheel speed, the VCU can again adjust the braking force of the first slipping wheel and the braking force of the second slipping wheel to 0 through the ESP controller, so that the vehicle can maintain normal driving.

[0172] In the above technical solution, since the typical driving scenario of the cross-axle condition in this application is a situation where the diagonal wheels of a four-wheel drive vehicle slip, and all four wheels of a four-wheel drive vehicle are drive wheels, when applying braking force to the slipping wheels, the slipping wheels are specifically divided into the first slipping wheel in the front wheels and the second slipping wheel in the rear wheels. Therefore, the target braking force of the first slipping wheel and the target braking force of the second slipping wheel can be calculated separately.

[0173] The target braking force for the first slipping wheel can be determined based on the absolute value of the third difference. The target braking force for the second slipping wheel is determined based on the absolute value of the fourth difference. Specifically, the braking force corresponding to the absolute value of the third difference can be determined based on the pre-stored correspondence between wheel speed differences and braking forces in the vehicle. Then, according to a first preset ratio, the braking force corresponding to the absolute value of the third difference is increased to obtain the final target braking force for the first slipping wheel. Similarly, the target braking force for the second slipping wheel is obtained in the same way.

[0174] The above-mentioned method, when a four-wheel drive vehicle is in a cross-axle situation, increases the braking force on different slipping wheels by a certain proportion based on monitoring different wheel speed differences between axles, thereby obtaining different target braking forces for the slipping wheels. On the one hand, it achieves accurate control of different slipping wheels; on the other hand, it increases the braking force intensity, improving the vehicle's passability in cross-axle situations.

[0175] In summary, a control method for cross-axle conditions is proposed during vehicle operation. Specifically, it first acquires the vehicle's driving parameters, which represent its driving state. Then, it uses these parameters to determine whether the vehicle is in a cross-axle condition. This process enables automatic identification of cross-axle conditions during vehicle operation. A cross-axle condition refers to a situation where one wheel or any two diagonally opposite wheels of the vehicle slips. In other words, if a vehicle is in a cross-axle condition, it may be unable to move forward due to wheel slippage. Therefore, if the driving parameters determine that the vehicle is currently in a cross-axle condition, this application can also automatically control the vehicle's differential lock to open or apply a target braking force to the slipping wheel. These different methods achieve intelligent and flexible control of cross-axle conditions, improving vehicle maneuverability and ensuring safety during vehicle operation.

[0176] Furthermore, a method for identifying cross-axle conditions based on driving parameters is proposed. These driving parameters specifically include wheel speeds, wheel accelerations, sensor status, wheel braking forces, and vehicle speed. Wheel speeds include the speeds of all four wheels, and wheel accelerations include the accelerations of all four wheels.

[0177] First, calculate the summation of the wheel speeds of the left front wheel and the right rear wheel, the summation of the wheel accelerations of the left front wheel and the right rear wheel, the summation of the wheel speeds of the right front wheel and the left rear wheel, and the summation of the wheel accelerations of the right front wheel and the right rear wheel. Then, calculate the absolute value of the first difference between the first and third summations, and the absolute value of the second difference between the second and fourth summations. Finally, based on the absolute values ​​of the first and second differences, the sensor status, the braking force of the wheels, and the vehicle speed, determine whether the vehicle is in a cross-axle situation.

[0178] Since wheel speed and wheel acceleration are collected by wheel speed sensors and acceleration sensors respectively, accurate wheel speed and wheel acceleration data require that the wheel speed sensors and acceleration sensors be in good working order (or in good acquisition status). The sensor status can be represented as faulty or fault-free.

[0179] To ensure the accuracy of the braking force applied to the slipping wheel, it is also necessary to ensure that the vehicle's wheels currently have no braking force. Optionally, the preset braking force is 0 N·m.

[0180] When determining whether a vehicle is in a cross-axle condition based on the above driving parameters, the specific judgment conditions are as follows: if the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the braking force of the wheel is the preset braking force, the vehicle speed is less than or equal to the preset vehicle speed, the absolute value of the first difference is greater than or equal to the preset wheel speed, and the absolute value of the second difference is greater than or equal to the preset wheel acceleration, then the vehicle is determined to be in a cross-axle condition.

[0181] Conversely, if the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the wheel braking force is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration, it is determined that the vehicle is not in a cross-axle condition.

[0182] If the vehicle is determined to be in a cross-axle situation based on driving parameters, the specific control strategy—whether to engage the differential lock or apply braking force to the slipping wheel—depends on whether the vehicle is equipped with a differential lock. If the vehicle is equipped with a differential lock, engaging it is the preferred method to lock the differential and ensure that both drive wheels travel at the same speed. If the vehicle is not equipped with a differential lock, applying targeted braking force to the slipping wheel increases its coefficient of friction with the ground, thus providing some traction. Both of these control strategies for cross-axle situations provide a means to cope with such conditions, regardless of whether a differential lock is equipped, improving the vehicle's adaptability to these situations and enhancing its driving performance in adverse conditions.

[0183] The differential lock is engaged to help the vehicle extricate itself from a cross-axle situation. After the vehicle has passed through the cross-axle situation, the differential lock needs to be disengaged to allow the vehicle to turn smoothly. To determine whether the vehicle has escaped the cross-axle situation, the absolute value of the first differential value and the preset wheel speed can be used. If the absolute value of the first differential value is less than the preset wheel speed, and the vehicle has been traveling for a certain period of time under these conditions, it indicates that the vehicle has escaped the cross-axle situation. At this point, the differential lock can be automatically disengaged, allowing the differential to resume operation.

[0184] When employing a control strategy that applies a target braking force to a slipping wheel, this application provides a method for determining the target braking force. In this application, the braking force and the wheel speed difference satisfy a preset ratio. Therefore, in this application, the corresponding target braking force can be determined by calculating the wheel speed difference between the two wheels on the front axle and the wheel speed difference between the two wheels on the rear axle.

[0185] Since the cross-axle driving scenario described in this application typically involves diagonal wheel slippage in a four-wheel drive vehicle, and all four wheels of a four-wheel drive vehicle are drive wheels, when applying braking force to the slipping wheels, the slipping wheels are specifically divided into the first slipping wheel in the front wheels and the second slipping wheel in the rear wheels. Therefore, the target braking force for the first slipping wheel and the target braking force for the second slipping wheel can be calculated separately.

[0186] The target braking force for the first slipping wheel can be determined based on the absolute value of the third difference. The target braking force for the second slipping wheel is determined based on the absolute value of the fourth difference. Specifically, the braking force corresponding to the absolute value of the third difference can be determined based on the pre-stored correspondence between wheel speed differences and braking forces in the vehicle. Then, according to a first preset ratio, the braking force corresponding to the absolute value of the third difference is increased to obtain the final target braking force for the first slipping wheel. Similarly, the target braking force for the second slipping wheel is obtained in the same way.

[0187] The above-mentioned method, when a four-wheel drive vehicle is in a cross-axle situation, increases the braking force on different slipping wheels by a certain proportion based on monitoring different wheel speed differences between axles, thereby obtaining different target braking forces for the slipping wheels. On the one hand, it achieves accurate control of different slipping wheels; on the other hand, it increases the braking force intensity, improving the vehicle's passability in cross-axle situations.

[0188] Figure 3 This is a schematic diagram of the structure of a control device for cross-axis working conditions provided in an embodiment of this application.

[0189] For example, such as Figure 3 As shown, the device 300 includes:

[0190] The acquisition module 301 is used to acquire driving parameters during the vehicle's driving process, which are used to represent the driving status of the vehicle during the driving process.

[0191] The determination module 302 is used to determine, based on the driving parameters, whether the vehicle is in a cross-axle condition, in which one wheel or any two diagonal wheels of the vehicle slips.

[0192] The first control module 303 is used to control the differential lock of the vehicle to open when the vehicle is in the cross-axle condition, or to adjust the braking force applied to the slipping wheel of the vehicle to the target braking force, so as to improve the vehicle's passability in the cross-axle condition.

[0193] In one possible implementation, the driving parameters include wheel speed, wheel acceleration, sensor status, wheel braking force, and vehicle speed. The determining module 302 is specifically used to: determine a first summation of the wheel speed of the left front wheel and the wheel speed of the right rear wheel, and a second summation of the wheel acceleration of the left front wheel and the wheel acceleration of the right rear wheel; determine a third summation of the wheel speed of the right front wheel and the wheel speed of the left rear wheel, and a fourth summation of the wheel acceleration of the right front wheel and the wheel acceleration of the right rear wheel; determine the absolute value of a first difference between the first and third summation results; determine the absolute value of a second difference between the second and fourth summation results; and determine whether the vehicle is in the cross-axle condition based on the absolute value of the first difference, the absolute value of the second difference, the sensor status, the wheel braking force, and the vehicle speed.

[0194] In one possible implementation, the sensor's state includes faulty and fault-free states. The sensor includes a wheel speed sensor and an acceleration sensor. The determining module 302 is further configured to: determine that the vehicle is in the cross-axle condition when the wheel speed sensor is fault-free, the acceleration sensor is fault-free, the braking force of the wheel is a preset braking force, the vehicle speed is less than or equal to a preset vehicle speed, the absolute value of the first difference is greater than or equal to a preset wheel speed, and the absolute value of the second difference is greater than or equal to a preset wheel acceleration; and determine that the vehicle is not in the cross-axle condition when the wheel speed sensor is faulty, and / or the acceleration sensor is faulty, and / or the braking force of the wheel is not the preset braking force, and / or the vehicle speed is greater than the preset vehicle speed, and / or the absolute value of the first difference is less than the preset wheel speed, and / or the absolute value of the second difference is less than the preset wheel acceleration.

[0195] In one possible implementation, the first control module 303 is specifically used to: control the differential lock to open when the vehicle is equipped with the differential lock; and adjust the braking force applied to the slipping wheel to the target braking force when the vehicle is not equipped with the differential lock.

[0196] Optionally, after the differential lock is opened, the device further includes a second control module, used to control the differential lock to close if the vehicle has been traveling for a preset time when the absolute value of the first difference is less than the preset wheel speed.

[0197] In one possible implementation, the driving parameters include the wheel speeds, and the determining module 302 is further configured to: determine the absolute value of a third difference between the wheel speeds of the left front wheel and the right front wheel, and the absolute value of a fourth difference between the wheel speeds of the right front wheel and the right rear wheel; and determine the target braking force based on the absolute values ​​of the third and fourth differences.

[0198] In one possible implementation, the vehicle's drive wheels include front wheels and rear wheels, and the slipping wheels include a first slipping wheel in the front wheels and a second slipping wheel in the rear wheels. The determining module 302 is further configured to: determine the braking force corresponding to the absolute value of the third difference based on the absolute value of the third difference; increase the braking force corresponding to the absolute value of the third difference according to a first preset ratio; determine the increased braking force corresponding to the absolute value of the third difference as the target braking force acting on the first slipping wheel; and determine the braking force corresponding to the absolute value of the fourth difference based on the absolute value of the fourth difference; increase the braking force corresponding to the absolute value of the fourth difference according to a second preset ratio; and determine the increased braking force corresponding to the absolute value of the fourth difference as the target braking force acting on the second slipping wheel.

[0199] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0200] For example, such as Figure 4 As shown, the vehicle 101 includes a memory 401 and a processor 402. The memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a control method for cross-axle working conditions.

[0201] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a control method for cross-axis operating conditions provided in embodiments of this application.

[0202] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0203] When the functional modules are divided according to their respective functions, the device may further include an acquisition module, a determination module, and a first control module. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0204] It should be understood that the device provided in this embodiment is used to execute the control method for a cross-axle working condition described above, and therefore can achieve the same effect as the above implementation method.

[0205] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0206] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0207] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a control method for cross-axis working conditions provided in the above embodiments.

[0208] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the control method for cross-axis working conditions provided in the above embodiment.

[0209] This embodiment also provides a computer program product. When the computer program product is run on a computer, it causes the computer to perform the above-mentioned related steps to realize the control method for cross-axis working conditions provided in the above embodiment.

[0210] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0211] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0212] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or 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 device, 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 devices or units may be electrical, mechanical, or other forms.

[0213] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for a cross-axis operating condition, characterized by, The method comprises: obtaining a driving parameter in a driving process of a vehicle, the driving parameter being used to represent a driving state in the driving process of the vehicle; determining whether the vehicle is in a crossed axle condition based on the driving parameter, in the crossed axle condition, one wheel or any two diagonal wheels of the vehicle are slipping; controlling a differential lock of the vehicle to be opened or adjusting a braking force acting on the slipping wheel of the vehicle to a target braking force to improve the passability of the vehicle in the crossed axle condition when the vehicle is in the crossed axle condition; wherein the driving parameter comprises a wheel speed of a wheel, a wheel acceleration of the wheel, a state of a sensor, a braking force of the wheel and a vehicle speed, and the determination of whether the vehicle is in the crossed axle condition based on the driving parameter comprises: determining a first sum result of the wheel speed of a left front wheel and the wheel speed of a right rear wheel, and a second sum result of the wheel acceleration of the left front wheel and the wheel acceleration of the right rear wheel; determining a third sum result of the wheel speed of a right front wheel and the wheel speed of a left rear wheel, and a fourth sum result of the wheel acceleration of the right front wheel and the wheel acceleration of the right rear wheel; determining an absolute value of a first difference value of the first sum result and the third sum result; determining an absolute value of a second difference value of the second sum result and the fourth sum result; determining whether the vehicle is in the crossed axle condition according to the absolute value of the first difference value, the absolute value of the second difference value, the state of the sensor, the braking force of the wheel and the vehicle speed.

2. The method of claim 1, wherein, The state of the sensor comprises a fault and no fault, the sensor comprises a wheel speed sensor and an acceleration sensor, and the determination of whether the vehicle is in the crossed axle condition according to the absolute value of the first difference value, the absolute value of the second difference value, the state of the sensor, the braking force of the wheel and the vehicle speed comprises: determining that the vehicle is in the crossed axle condition when the state of the wheel speed sensor is no fault, the state of the acceleration sensor is no fault, the braking force of the wheel is a preset braking force, the vehicle speed is less than or equal to a preset vehicle speed, the absolute value of the first difference value is greater than or equal to a preset wheel speed, and the absolute value of the second difference value is greater than or equal to a preset wheel acceleration; determining that the vehicle is not in the crossed axle condition when the state of the wheel speed sensor is a fault, and / or, the state of the acceleration sensor is a fault, and / or, the braking force of the wheel is not the preset braking force, and / or, the vehicle speed is greater than the preset vehicle speed, and / or, the absolute value of the first difference value is less than the preset wheel speed, and / or, the absolute value of the second difference value is less than the preset wheel acceleration.

3. The method of claim 1, wherein, The control of the differential lock of the vehicle to be opened or the adjustment of the braking force acting on the slipping wheel of the vehicle to the target braking force comprises: controlling the differential lock to be opened when the vehicle is configured with the differential lock; adjusting the braking force acting on the slipping wheel to the target braking force when the vehicle is not configured with the differential lock.

4. The method of claim 2, wherein, The method further comprises: In a case where the absolute value of the first difference value is less than the preset wheel speed, if the vehicle travels for a preset time length, the differential lock is controlled to be closed.

5. The method of claim 1, wherein, The driving parameter comprises a wheel speed of a wheel, and the determination of the target braking force comprises: determining an absolute value of a third difference value of the wheel speed of the left front wheel and the wheel speed of the right front wheel, and an absolute value of a fourth difference value of the wheel speed of the right front wheel and the wheel speed of the rear right wheel; determining the target braking force according to the absolute value of the third difference value and the absolute value of the fourth difference value.

6. The method of claim 5, wherein, The driving wheel of the vehicle comprises front wheels and rear wheels, the slipping wheel comprises a first slipping wheel in the front wheels and a second slipping wheel in the rear wheels, and the determination of the target braking force according to the absolute value of the third difference value and the absolute value of the fourth difference value comprises: determining a braking force corresponding to the absolute value of the third difference value according to the absolute value of the third difference value; increasing the braking force corresponding to the absolute value of the third difference value according to a first preset proportion; determining the increased braking force corresponding to the absolute value of the third difference value as the target braking force acting on the first slipping wheel; and determining a braking force corresponding to the absolute value of the fourth difference value according to the absolute value of the fourth difference value; increasing the braking force corresponding to the absolute value of the fourth difference value according to a second preset proportion; determining the increased braking force corresponding to the absolute value of the fourth difference value as the target braking force acting on the second slipping wheel.

7. A control device for a cross axle operating mode, characterized by The device comprises: an acquisition module, configured to acquire a driving parameter in a driving process of a vehicle, the driving parameter being used to represent a driving state in the driving process of the vehicle; a determination module, configured to determine, based on the driving parameter, whether the vehicle is in a cross-axis working condition in which one wheel or any two diagonal wheels of the vehicle slips; a first control module, configured to control, in a case where the vehicle is in the cross-axis working condition, a differential lock of the vehicle to be opened or a braking force acting on a slipping wheel of the vehicle to be adjusted to a target braking force, so as to improve the passability of the vehicle in the cross-axis working condition. The driving parameter comprises a wheel speed of a wheel, a wheel acceleration of the wheel, a state of a sensor, a braking force of the wheel, and a vehicle speed, and the determination module is specifically configured to: determine a first summation result of the wheel speed of a left front wheel and the wheel speed of a rear right wheel, and a second summation result of a wheel acceleration of the left front wheel and a wheel acceleration of the rear right wheel; determine a third summation result of the wheel speed of a right front wheel and the wheel speed of a rear left wheel, and a fourth summation result of the wheel acceleration of the right front wheel and the wheel acceleration of the rear right wheel; determine an absolute value of a first difference value of the first summation result and the third summation result; determine an absolute value of a second difference value of the second summation result and the fourth summation result; determine, according to the absolute value of the first difference value, the absolute value of the second difference value, the state of the sensor, the braking force of the wheel, and the vehicle speed, whether the vehicle is in the cross-axis working condition.

8. A vehicle characterized by comprising: The vehicle comprises: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the vehicle performs the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, when the computer program is executed, the method according to any one of claims 1 to 6 is realized.

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