Vehicle control method based on road surface recognition and vehicle

Abstract

The present invention discloses a vehicle control method and vehicle based on road surface recognition. The vehicle control method based on road surface recognition includes: obtaining the vehicle's driving speed, a first wheel speed value of a first driving wheel, and a second wheel speed value of a second driving wheel; calculating a first wheel speed difference based on the driving speed and the first wheel speed value, calculating a second wheel speed difference based on the driving speed and the second wheel speed value, and calculating a third wheel speed difference based on the first wheel speed value and the second wheel speed value; determining a road surface type based on the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference; and controlling the driving wheels based on the road surface type. This method can determine the road surface type of each driving wheel of the vehicle by using the wheel speed difference, making the identification of the road surface type of the vehicle more accurate and cost-effective.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method and a vehicle based on road surface recognition. Background Art

[0002] With the rapid development of society, the requirements for vehicle safety are getting higher and higher. Therefore, when a vehicle is equipped with a traction control system TCS (Traction Control System), the driver can arbitrarily control the throttle acceleration during the vehicle acceleration process, and the wheels will not slip when the vehicle accelerates. TCS obtains good driving force by controlling the driving force near the optimal slip rate, but the optimal slip rate is greatly affected by the road surface, which affects the TCS's control of the driving force. Therefore, in the related art, a camera is installed on the vehicle to identify the type of road surface that the vehicle is about to pass through, so as to control the driving force according to the road surface type. However, the camera cannot accurately identify the road surface type and cannot distinguish the road surface type of a single wheel, and the cost is relatively high. Summary of the Invention

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide a vehicle control method based on road surface identification. This method can determine the road surface type of each drive wheel of the vehicle based on wheel speed differences, making road surface identification more accurate and cost-effective.

[0004] A second object of the present invention is to provide a vehicle.

[0005] In order to solve the above problems, an embodiment of the first aspect of the present invention provides a vehicle control method based on road surface recognition, wherein the vehicle is provided with drive wheels, and the drive wheels include a first drive wheel and a second drive wheel coaxially connected. The vehicle control method includes: obtaining the driving speed of the vehicle, a first wheel speed value of the first drive wheel and a second wheel speed value of the second drive wheel; calculating a first wheel speed difference according to the driving speed and the first wheel speed value, calculating a second wheel speed difference according to the driving speed and the second wheel speed value, and calculating a third wheel speed difference according to the first wheel speed value and the second wheel speed value; determining a road surface type according to the first wheel speed difference, the second wheel speed difference and the third wheel speed difference; and controlling the drive wheels according to the road surface type.

[0006] According to an embodiment of the present invention, a vehicle control method based on road surface recognition uses the first wheel speed value of the first driving wheel, the second wheel speed value of the second driving wheel, and the vehicle's driving speed to calculate in real time the first, second, and third wheel speed differences based on the wheel speed values ​​and driving speed. Because the wheel speed differences vary under different road surface types, the road surface type of the driving wheels can be determined by determining the wheel speed difference range for the road surface type in which the first, second, and third wheel speed differences lie. A target slip ratio, i.e., an optimal slip ratio, is then set based on the road surface type to control the driving force of the driving wheels near the target slip ratio, thereby reducing the driving force of the driving wheels and preventing wheel slip. Therefore, the present application determines the road surface type of the driving wheels based on the wheel speed difference, making the identification of the road surface type on which the vehicle is traveling more accurate. This eliminates the need for additional cameras to identify the actual road surface on which the vehicle is traveling, thereby reducing costs, and the algorithm for determining the road surface type is simple.

[0007] In some embodiments, before determining the road surface type based on the first wheel speed difference, the second wheel speed difference and the third wheel speed difference, the vehicle control method also includes: determining that the vehicle meets the activation conditions of the traction control system; if the third wheel speed difference meets the preset uniform road surface prediction condition, determining that the vehicle executes the uniform road surface judgment mode; if the third wheel speed difference meets the preset open road surface prediction condition, determining that the vehicle executes the open road surface judgment mode.

[0008] In some embodiments, the road surface type includes a uniform high-adhesion road surface, and the road surface type is determined based on the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference, including: entering the uniform road surface judgment mode, calculating the vehicle's driving acceleration based on the driving speed; when it is determined that the first wheel speed difference is less than a first preset high-adhesion threshold value and the second wheel speed difference is less than the first preset high-adhesion threshold value, then accumulating a preset high-adhesion count by 1; if the high-adhesion count reaches a preset high-adhesion count threshold and the driving acceleration is greater than a first preset high-adhesion speed threshold, then determining that the road surface type is the uniform high-adhesion road surface.

[0009] In some embodiments, the road surface type includes a uniform low-adhesion road surface, and determining the road surface type based on the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference includes: entering the uniform road surface judgment mode, determining that the first wheel speed difference is greater than a first preset low-adhesion threshold value and the second wheel speed difference is greater than the first preset low-adhesion threshold value, and then determining that the road surface type is the uniform low-adhesion road surface.

[0010] In some embodiments, determining the road surface type based on the first wheel speed difference, the second wheel speed difference and the third wheel speed difference also includes: determining that the first wheel speed difference is less than or equal to the first preset low-adhesion threshold value and greater than the second preset low-adhesion threshold value, and, when determining that the second wheel speed difference is less than or equal to the first preset low-adhesion threshold value and the second wheel speed difference is greater than the second preset low-adhesion threshold value, then accumulating a preset low-adhesion count by 1; if the low-adhesion count reaches a preset low-adhesion count threshold, then determining that the road surface type is the uniform low-adhesion road surface.

[0011] In some embodiments, the road surface type includes a split road surface, and the road surface type is determined based on the first wheel speed difference, the second wheel speed difference and the third wheel speed difference, including: entering the split road surface judgment mode, determining that the third wheel speed difference is greater than a first preset split road threshold value, and then determining that the road surface type is the split road surface.

[0012] In some embodiments, determining the road surface type based on the first wheel speed difference, the second wheel speed difference and the third wheel speed difference also includes: calculating the driving acceleration of the vehicle based on the driving speed; when it is determined that the third wheel speed difference is less than the first preset opposite threshold value and greater than the second preset opposite road surface threshold value, the preset opposite count is accumulated by 1; if the opposite count reaches the preset opposite number threshold and the driving acceleration is greater than the preset opposite acceleration threshold, the road surface type is determined to be the opposite road surface.

[0013] In some embodiments, the vehicle control method further includes: determining that the vehicle does not meet the activation conditions of the traction control system; calculating a first acceleration of the first drive wheel based on the first wheel speed value, calculating a second acceleration of the second drive wheel based on the second wheel speed value, and calculating a driving acceleration of the vehicle based on the driving speed; and determining the road surface type based on the first acceleration, the second acceleration and the driving acceleration.

[0014] In some embodiments, the determining of the road surface type based on the first acceleration, the second acceleration and the driving acceleration includes: if the driving acceleration is greater than a second preset high-addition acceleration threshold, determining that the road surface type is a uniform high-adhesion road surface; if the driving acceleration is less than or equal to the second preset high-adhesion threshold, and the first acceleration is greater than a preset low-adhesion threshold, and the second acceleration is greater than the preset low-adhesion threshold, determining that the road surface type is a uniform low-adhesion road surface.

[0015] A second aspect of the present invention provides a vehicle comprising: at least one processor; a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, and when the at least one processor executes the computer program, the vehicle control method based on road surface recognition described in the above embodiment is implemented.

[0016] According to the vehicle of the embodiment of the present invention, the road type of each driving wheel of the vehicle can be determined by the wheel speed difference, so that the identification of the road type of the vehicle is more accurate and the cost is low.

[0017] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0019] Figure 1 is a flow chart of a vehicle control method based on road surface recognition according to an embodiment of the present invention;

[0020] Figure 2 is a schematic diagram of data changes when a vehicle travels on a road type according to one embodiment of the present invention;

[0021] Figure 3 is a flow chart of a vehicle control method based on road surface recognition according to an embodiment of the present invention;

[0022] Figure 4 is a flow chart of a road surface determination mode before activation of a traction control system according to one embodiment of the present invention;

[0023] Figure 5 is a flow chart of a uniform road surface determination mode according to one embodiment of the present invention;

[0024] Figure 6 is a flow chart of a split road surface determination mode according to one embodiment of the present invention;

[0025] Figure 7 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0026] Reference numerals:

[0027] Vehicle 10;

[0028] Processor 1; Memory 2. DETAILED DESCRIPTION

[0029] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0030] In order to solve the above problems, an embodiment of the first aspect of the present invention provides a vehicle control method based on road surface recognition. The vehicle is provided with drive wheels, and the drive wheels include a first drive wheel and a second drive wheel coaxially connected. This method can be used to determine the road surface type of each drive wheel of the vehicle by the wheel speed difference, so that the identification of the road surface type of the vehicle is more accurate and the cost is lower.

[0031] Reference below Figure 1 The vehicle control method based on road surface recognition according to an embodiment of the present invention is described as follows. Figure 1 As shown, the vehicle control method includes: steps S1 to S4.

[0032] Step S1 , obtaining a vehicle's travel speed, a first wheel speed value of a first driving wheel, and a second wheel speed value of a second driving wheel.

[0033] Specifically, the vehicle's driving speed is collected in real time by a speed sensor installed on the vehicle body, and the collected vehicle's driving speed is transmitted to the vehicle to obtain the vehicle's driving speed; and the first wheel speed value of the first driving wheel is collected in real time by a wheel speed sensor installed on the first driving wheel, and the collected first wheel speed value of the first driving wheel is transmitted to the vehicle to obtain the first wheel speed value of the first driving wheel; and the second wheel speed value of the second driving wheel is collected in real time by a wheel speed sensor installed on the second driving wheel, and the collected second wheel speed value of the second driving wheel is transmitted to the vehicle to obtain the second wheel speed value of the second driving wheel.

[0034] Step S2, calculating a first wheel speed difference according to the driving speed and the first wheel speed value, calculating a second wheel speed difference according to the driving speed and the second wheel speed value, and calculating a third wheel speed difference according to the first wheel speed value and the second wheel speed value.

[0035] Specifically, the driving speed Vs and the first wheel speed value WsFl are subtracted to calculate the first wheel speed difference ΔFl, which can be expressed as ΔFl=WsFl-Vs; the driving speed Vs and the second wheel speed value WsFr are subtracted to calculate the second wheel speed difference ΔFr, which can be expressed as ΔFr=WsFr-Vs; the first wheel speed value WsFl and the second wheel speed value WsFr are subtracted to calculate the third wheel speed difference ΔWsLR, which can be expressed as ΔWsLR=WsFl-WsFr.

[0036] Step S3: determining the road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference.

[0037] Specifically, in the related art, a camera is installed on the vehicle to identify the type of road surface the vehicle is about to travel on. However, the road surface type of each driving wheel cannot be identified. To solve this problem, the present application proposes a vehicle control method based on road surface identification, namely, determining the road surface type of the driving wheel based on a first wheel speed difference of the first driving wheel, a second wheel speed difference of the second driving wheel, and a third wheel speed difference. The road surface type can be a split road surface or a uniform road surface, etc. That is, due to different adhesion when the vehicle travels on different road surface types, the first wheel speed value of the first driving wheel and the first wheel speed difference of the vehicle's driving speed are not equal, or the second wheel speed value of the second driving wheel and the second wheel speed difference of the vehicle's driving speed are not equal. When the adhesion of the road surface type on which the driving wheel travels is greater, the first wheel speed difference or the second wheel speed difference is greater. Therefore, different wheel speed difference ranges are set for different road surface types. Based on this, the present application determines the road surface type of each driving wheel by judging the wheel speed difference range of the road surface type on which the first wheel speed difference or the second wheel speed difference is located. That is, the first wheel speed value acquired in real time and the vehicle's driving speed are used to calculate the first wheel speed difference acquired in real time. The wheel speed range of the first driving wheel is determined by the speed difference of the first driving wheel, or the wheel speed difference of the second driving wheel is determined by the second wheel speed value collected in real time and the driving speed of the vehicle, for example, if the first wheel speed difference or the second wheel speed difference is within the range of the wheel speed difference of a uniform road surface, then the road surface type of the driving wheel is determined to be a uniform road surface; or, because the adhesion coefficients of the roads on which the two coaxial driving wheels travel differ greatly, the adhesion forces exerted on the first driving wheel and the second driving wheel differ greatly, so that the wheel speed values ​​of the first driving wheel and the second driving wheel are different. The difference is large, so different wheel speed difference ranges are set under different road surface types. Based on this, the present application can also determine the road surface type of the driving wheel by judging the range of wheel speed difference under the road surface type where the third wheel speed difference is located. That is to say, the first wheel speed value of the first driving wheel and the second wheel speed value of the second driving wheel collected are subtracted to obtain the third wheel speed difference in real time, and then the road surface type of the driving wheel is determined by judging the range of wheel speed difference under the road surface type where the third wheel speed difference is located. For example, if the third wheel speed difference is in the range of wheel speed difference under a split road surface, the road surface type is determined to be a split road surface. Therefore, in the present application, the road surface type of each driving wheel is determined by the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference, so that the identification of the road surface type on which the vehicle is traveling is more accurate, and there is no need to add a camera to identify the actual road surface when the vehicle is traveling, which is low in cost.

[0038] Step S4: controlling the driving wheels according to the road surface type.

[0039] Specifically, based on the above content, the type of road surface on which the vehicle is traveling is determined, and therefore a target slip ratio, i.e., an optimal slip ratio, is set according to the road surface type. The PID (Proportion Integration Differentiation) controller is used to adjust the driving force of the drive wheels to be near the target slip ratio, thereby reducing the driving force of the drive wheels to avoid wheel slippage.

[0040] According to an embodiment of the present invention, a vehicle control method based on road surface recognition uses the first wheel speed value of the first driving wheel, the second wheel speed value of the second driving wheel, and the vehicle's driving speed to calculate in real time the first, second, and third wheel speed differences based on the wheel speed values ​​and driving speed. Because the wheel speed differences vary under different road surface types, the road surface type of the driving wheels can be determined by determining the wheel speed difference range for the road surface type in which the first, second, and third wheel speed differences lie. A target slip ratio, i.e., an optimal slip ratio, is then set based on the road surface type to control the driving force of the driving wheels near the target slip ratio, thereby reducing the driving force of the driving wheels and preventing wheel slip. Therefore, the present application determines the road surface type of the driving wheels based on the wheel speed difference, making the identification of the road surface type on which the vehicle is traveling more accurate. This eliminates the need for additional cameras to identify the actual road surface on which the vehicle is traveling, thereby reducing costs, and the algorithm for determining the road surface type is simple.

[0041] In some embodiments, before determining the road surface type based on the first wheel speed difference, the second wheel speed difference and the third wheel speed difference, the vehicle control method also includes: determining that the vehicle meets the activation conditions of the traction control system; if the third wheel speed difference meets the preset uniform road surface prediction conditions, determining that the vehicle executes the uniform road surface judgment mode; if the third wheel speed difference meets the preset opposite road surface prediction conditions, determining that the vehicle executes the opposite road surface judgment mode.

[0042] Specifically, the traction control system monitors the vehicle's wheel speeds in real time. The traction control system activation determination module determines whether the wheel speeds meet a slip condition to determine whether the vehicle's wheels are slipping. This determines whether the vehicle should activate the traction control system to reduce the wheel's driving force. Specifically, the wheel slip condition is used as the traction control system activation condition. When the vehicle's wheel speed does not meet the slip condition, it indicates that the vehicle's wheels are not slipping. In this case, the vehicle does not meet the traction control system activation condition, and there is no need to activate the traction control system to reduce torque output. When the vehicle's wheel speed does meet the slip condition, the vehicle meets the traction control system activation condition. The traction control system is activated by reducing the wheel's driving force, i.e., reducing the wheel speed at which the wheel speed is highest, so that the difference between the wheel's driving force and adhesion is minimized, thereby preventing wheel slip. Furthermore, because the adhesion of the vehicle varies depending on the road surface type, the torque at which the traction control system is activated is controlled based on the road surface type. Specifically, the initial torque at which the traction control system is activated is a reference torque that matches the road surface type. This allows the wheel's driving force to be quickly reduced, minimizing the difference between the wheel's driving force and adhesion, thereby preventing wheel slip.

[0043] For example, when the vehicle accelerates, the torque of the drive wheels suddenly increases, which increases the driving force of the drive wheels, resulting in an increase in the wheel speed value of the drive wheels, so that the wheel speed difference between the drive wheels and the non-drive wheels meets the slip condition. At this time, the vehicle meets the activation condition of the traction control system, and the traction control system is controlled to be activated, and the torque when the traction control system is activated is controlled to be a reference torque that matches the road surface type, so that the driving force of the drive wheels can be quickly reduced to avoid slipping of the drive wheels; if the wheel speed difference between the drive wheels and the non-drive wheels does not meet the slip condition, the vehicle does not meet the activation condition of the traction control system at this time, and there is no need to control the traction control system to be activated to reduce the torque output.

[0044] And because the difference in the wheel speed values ​​of the two driving wheels is different when the vehicle travels on different road types, at least one preset uniform road surface prediction condition or preset opposing road surface prediction condition is pre-set in the vehicle to determine the type of road surface on which the vehicle is traveling. That is, the first wheel speed value of the first driving wheel and the second wheel speed value of the second driving wheel are collected in real time when the vehicle is traveling on the road to calculate the third wheel speed difference, and by judging whether the third wheel speed value meets the preset uniform road surface prediction condition or the preset opposing road surface prediction condition, it is determined whether the road surface type on which the vehicle is traveling is a uniform road surface or an opposing road surface.

[0045] Based on this, since when the vehicle is traveling on a uniform road surface, the driving force and adhesion of the first drive wheel and the second drive wheel are basically the same, so that the wheel speed values ​​of the first drive wheel and the second drive wheel are basically the same, the preset uniform road surface prediction condition is set to a smaller wheel speed difference, so as to judge whether the third wheel speed difference meets the preset uniform road surface prediction condition to determine whether the road type on which the vehicle is traveling is a uniform road surface. If the third wheel speed difference meets the preset uniform road surface prediction condition, it means that the third wheel speed difference is within the range of wheel speed difference under the uniform road surface, and the road type is preliminarily determined to be a uniform road surface, and the vehicle is determined to execute the uniform road surface judgment mode to further determine the adhesion situation under the uniform road surface. If the third wheel speed difference does not meet the preset uniform road surface prediction condition, the road type of the drive wheel is not a uniform road surface, and the road type of the drive wheel is determined to be an split road surface by judging whether the third wheel speed difference meets the preset split road surface prediction condition.

[0046] Since when the vehicle is traveling on a split road, the driving forces acting on the first drive wheel and the second drive wheel are quite different, and since the adhesion coefficients of the road surface on which the two coaxial drive wheels are traveling are quite different, the adhesion forces acting on the first drive wheel and the second drive wheel are quite different, and the wheel speed values ​​of the first drive wheel and the second drive wheel are quite different. Therefore, the preset split road surface prediction condition is set to a larger wheel speed difference. If the third wheel speed difference meets the preset split road surface prediction condition, it means that the third wheel speed difference is within the range of the wheel speed difference under the split road surface, and the road surface type is preliminarily predicted to be a split road surface. The vehicle is then determined to execute the split road surface judgment mode to accurately determine whether the road surface type is a split road surface. If the third wheel speed difference does not meet the preset split road surface prediction condition, it means that the third wheel speed difference is not within the range of the wheel speed difference under the split road surface, and the road surface type is determined not to be a split road surface, and there is no need to control the vehicle to execute the split road surface judgment mode.

[0047] For example, the preset uniform road surface prejudgment condition is lower than a preset wheel speed difference for a uniform road surface. The wheel speed difference can be selected within the range of 3-5 km / h, such as 3 km / h, 4 km / h, or 5 km / h, without limitation. If the third wheel speed difference is lower than the preset wheel speed difference for a uniform road surface, i.e., the third wheel speed difference is within the range of wheel speed differences for a uniform road surface, then the road surface type of the driving wheels is preliminarily determined to be a uniform road surface. If the third wheel speed difference is not lower than the wheel speed difference, i.e., the third wheel speed difference is not within the range of wheel speed differences for a uniform road surface, then the road surface type of the driving wheels is not a uniform road surface. Furthermore, the preset split road surface prejudgment condition is higher than a preset wheel speed difference for a split road surface. The wheel speed difference can be selected within the range of 6-8 km / h, such as 6 km / h, 7 km / h, or 8 km / h, without limitation. If the third wheel speed difference is higher than the preset wheel speed difference under the split road surface, that is, the third wheel speed difference is within the range of the wheel speed difference under the split road surface, then it is preliminarily determined that the road surface type of the driving wheel is a split road surface; if the third wheel speed difference is not higher than the preset wheel speed difference under the split road surface, then the road surface type of the driving wheel is not a split road surface.

[0048] In some embodiments, the road surface type includes a uniform high-adhesion road surface, and the road surface type is determined based on the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference, including: entering a uniform road surface judgment mode, calculating the vehicle's driving acceleration based on the driving speed; when it is determined that the first wheel speed difference is less than a first preset high-adhesion threshold value and the second wheel speed difference is less than the first preset high-adhesion threshold value, then the preset high-adhesion count is accumulated by 1; if the high-adhesion count reaches a preset high-adhesion count threshold and the driving acceleration is greater than the first preset high-adhesion speed threshold, then the road surface type is determined to be a uniform high-adhesion road surface.

[0049] The vehicle's driving acceleration VsAf is calculated based on the driving speed Vs. The driving acceleration VsAf is the ratio of the change in driving speed Vs within a preset time period ΔT to the preset time period ΔT. The change in driving speed within the preset time period ΔT is the difference between the driving speed Vs1 at the start of the preset time period and the driving speed Vs2 at the end of the preset time period ΔT. For example, this can be expressed as Vs2 - Vs1. Thus, driving acceleration VsAf = (Vs2 - Vs1) / ΔT. The preset time period is a time value calibrated based on actual results; for example, the minimum value of the preset time period is limited to 10 ms.

[0050] The first preset high-adhesion acceleration threshold can be understood as an acceleration threshold calibrated for a vehicle traveling on a uniform high-adhesion road surface. The first preset high-adhesion threshold can be understood as the difference between the drive wheel speed calibrated for a vehicle traveling on a uniform high-adhesion road surface and the vehicle's driving speed. The preset high-adhesion quantity threshold can be understood as a preset high-adhesion count threshold based on determining whether the vehicle is traveling on a uniform high-adhesion road surface.

[0051] Specifically, the uniform road surface judgment mode is entered to further judge the adhesion condition on the uniform road surface. Since when the vehicle is traveling on the uniform road surface, the driving force and adhesion received by the first driving wheel and the second driving wheel are substantially the same, the wheel speed values ​​of the first driving wheel and the second driving wheel are substantially the same. However, due to the existence of the wheel adhesion, the first wheel speed value of the first driving wheel or the second wheel speed value of the second driving wheel is not equal to the vehicle's driving speed. Since the adhesion of the uniform high-adhesion road surface is relatively large, the first wheel speed difference between the first wheel speed value and the vehicle's driving speed is relatively large, or the second wheel speed difference between the second wheel speed value and the vehicle's driving speed is relatively large. In addition, the adhesion of the vehicle on the uniform high-adhesion road surface is relatively large, so that the driving force of the vehicle is relatively large, resulting in a relatively large driving acceleration of the vehicle. Therefore, by judging that the first wheel speed difference and the second wheel speed difference are less than a first preset high-adhesion threshold value Whether the high adhesion count reaches a preset high adhesion count threshold, and whether the driving acceleration is greater than a first preset high adhesion speed threshold is determined to determine the adhesion condition of the uniform road surface, that is, to determine whether the road surface type is a uniform high adhesion road surface. If it is determined that the first wheel speed difference is less than the first preset high adhesion threshold value and the second wheel speed difference is less than the first preset high adhesion threshold value, the preset high adhesion count is incremented by 1. If the high adhesion count reaches the preset high adhesion count threshold and the driving acceleration is greater than the first preset high adhesion speed threshold, it means that the first wheel speed difference and the second wheel speed difference have a larger high adhesion count, and the driving acceleration meets the acceleration range under the uniform high adhesion road surface, then the road surface type of the driving wheel is determined to be a uniform high adhesion road surface. If the high adhesion count does not reach the preset high adhesion count threshold, or the driving acceleration is not greater than the first preset high adhesion speed threshold, then the road surface type of the driving wheel is not a uniform high adhesion road surface.

[0052] In some embodiments, the road surface type includes a uniform low-adhesion road surface, and the road surface type is determined based on the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference, including: entering a uniform road surface judgment mode, determining that the first wheel speed difference is greater than a first preset low-adhesion threshold value and the second wheel speed difference is greater than the first preset low-adhesion threshold value, and then determining that the road surface type is a uniform low-adhesion road surface.

[0053] The preset low-adhesion threshold value may be understood as the difference between the wheel speed value of the driving wheel calibrated when the vehicle is traveling on a uniform low-adhesion road surface and the driving speed of the vehicle.

[0054] Specifically, the uniform road surface judgment mode is entered to further judge the adhesion condition on the uniform road surface. When the vehicle is traveling on the uniform road surface, the driving force and adhesion received by the first driving wheel and the second driving wheel are substantially the same, so that the wheel speed values ​​of the first driving wheel and the second driving wheel are substantially the same. However, due to the existence of the wheel adhesion, the first wheel speed value of the first driving wheel or the second wheel speed value of the second driving wheel is not equal to the vehicle's traveling speed. Since the adhesion on the uniform low-adhesion road surface is relatively small, the first wheel speed difference between the first wheel speed value and the vehicle's traveling speed is relatively small, or the second wheel speed difference between the second wheel speed value and the vehicle's traveling speed is relatively small, and the vehicle has relatively high adhesion on the uniform low-adhesion road surface. The first wheel speed difference is smaller than the first preset low-adhesion threshold value, resulting in a smaller driving force for the vehicle and a larger acceleration. Therefore, when the first wheel speed difference is less than the first preset low-adhesion threshold value, a first preset low-adhesion threshold value is set that is lower than the first preset high-adhesion threshold value, and a determination is made as to whether the first wheel speed difference is greater than the first preset low-adhesion threshold value to determine the adhesion of the uniform road surface, that is, to determine whether the road surface type is a uniform low-adhesion road surface. If the first wheel speed difference is greater than the first preset low-adhesion threshold value and the second wheel speed difference is greater than the first preset low-adhesion threshold value, it indicates that the first wheel speed difference is within the difference range between the first wheel speed value and the vehicle's driving speed under a uniform low-adhesion road surface, and the road surface type of the driving wheels is determined to be a uniform low-adhesion road surface. If the first wheel speed difference is not greater than the first preset low-adhesion threshold value, or the second wheel speed difference is not greater than the first preset low-adhesion threshold value, it cannot be determined that the road surface type of the driving wheels is a uniform low-adhesion road surface, and a determination is then made as to whether the road surface type is a uniform low-adhesion road surface.

[0055] In some embodiments, determining the road surface type based on the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference also includes: determining that the first wheel speed difference is less than or equal to a first preset low-adhesion threshold value and greater than a second preset low-adhesion threshold value, and determining that the second wheel speed difference is less than or equal to the first preset low-adhesion threshold value and the second wheel speed difference is greater than the second preset low-adhesion threshold value, then accumulating a preset low-adhesion count by 1; if the low-adhesion count reaches a preset low-adhesion count threshold, then determining that the road surface type is a uniform low-adhesion road surface.

[0056] The preset low-adhesion number threshold may be understood as a preset low-adhesion count value based on a judgment that the vehicle is traveling on a uniform low-adhesion road surface.

[0057] Specifically, when the first wheel speed difference or the second wheel speed difference is not greater than the first preset low-adhesion threshold value, it is impossible to determine that the road surface type is a uniform low-adhesion road surface. Therefore, a second preset low-adhesion threshold value is set that is lower than the first preset low-adhesion threshold value to accurately determine whether the road surface type is a uniform low-adhesion road surface, thereby avoiding erroneous judgment of the road surface type. If the first wheel speed difference is greater than the second preset low-adhesion threshold value and the second wheel speed difference is greater than the second preset low-adhesion threshold value, the preset low-adhesion count is accumulated by 1. If the low-adhesion count reaches the preset low-adhesion count threshold, it means that the low-adhesion counts of the first wheel speed difference and the second wheel speed difference are greater than the second preset low-adhesion threshold value are large, making it more likely that the road surface type is a uniform low-adhesion road surface. Therefore, the road surface type of the driving wheel is determined to be a uniform low-adhesion road surface. If the low-adhesion count does not reach the preset low-adhesion count threshold, it is not determined that the road surface type of the driving wheel is a uniform low-adhesion road surface.

[0058] Therefore, in this application, the target slip rate is selected according to whether the road surface type is a uniform low-adhesion road surface or a uniform high-adhesion road surface, so as to control the driving force of the driving wheel near the target slip rate through the uniform low-adhesion road surface or the uniform high-adhesion road surface, thereby reducing the driving force of the driving wheel to avoid wheel slippage.

[0059] In some embodiments, the road surface type includes a split road surface, and the road surface type is determined based on the first wheel speed difference, the second wheel speed difference and the third wheel speed difference, including: entering a split road surface judgment mode, determining that the third wheel speed difference is greater than a first preset split road threshold value, and then determining that the road surface type is a split road surface.

[0060] The first preset opposite-road threshold value may be understood as a wheel speed difference value calibrated according to the vehicle traveling on the opposite-road road.

[0061] Specifically, when the third wheel speed difference meets the preset split road surface prediction condition, the road surface type is predicted to be a split road surface, and the vehicle is controlled to enter the split road surface judgment mode to accurately determine whether the road surface type is the split road surface mode. That is, since when the vehicle is traveling on the split road surface, the driving forces received by the first drive wheel and the second drive wheel are quite different, and since the adhesion coefficients of the road surface on which the two coaxial drive wheels travel are quite different, the adhesion forces received by the first drive wheel and the second drive wheel are quite different, resulting in a large difference in the wheel speed values ​​of the first drive wheel and the second drive wheel. In order to further accurately determine that the road surface type is the split road surface mode, a wheel speed difference with a larger wheel speed difference is set compared to the preset split road surface prediction condition. The difference is the first preset split road threshold value, and by judging whether the third wheel speed difference of the two driving wheels is greater than the first preset split road threshold value, it is possible to quickly judge whether the road surface type is a split road surface, thereby avoiding errors in the judgment of the road surface type. If it is determined that the third wheel speed difference is greater than the first preset split road threshold value, it means that the wheel speed values ​​of the first driving wheel and the second driving wheel are significantly different and meet the wheel speed difference range of the split road surface, then the road surface type of the driving wheel is determined to be a split road surface. If the third wheel speed difference is not greater than the first preset split road threshold value, it is impossible to accurately judge whether the road surface type of the driving wheel is a split road surface at this time, so further judgment is made on whether the road surface type of the driving wheel is a split road surface, and then whether the road surface type is a split road surface is determined.

[0062] In some embodiments, determining the road surface type based on the first wheel speed difference, the second wheel speed difference and the third wheel speed difference also includes: calculating the vehicle's driving acceleration based on the driving speed; when it is determined that the third wheel speed difference is less than the first preset opposite threshold value and greater than the second preset opposite road surface threshold value, the preset opposite count is accumulated by 1; if the opposite count reaches the preset opposite number threshold and the driving acceleration is greater than the preset opposite acceleration threshold, the road surface type is determined to be an opposite road surface.

[0063] The preset split-wheel threshold value can be understood as the wheel speed difference calibrated based on the vehicle's driving on a split-wheel road. The preset split-wheel acceleration threshold can be understood as the driving acceleration threshold calibrated based on the vehicle's driving on a split-wheel road. When both drive wheels are on a high-adhesion road surface, the torque of both drive wheels can be fully utilized. If one drive wheel can utilize torque on a high-adhesion road surface, the torque of the other drive wheel cannot be utilized on a low-adhesion road surface. Therefore, the preset split-wheel acceleration threshold can be set to half of the first preset high additional speed threshold. The preset split-wheel quantity threshold can be understood as the preset split-wheel count threshold based on determining whether the vehicle is driving on a split-wheel road surface.

[0064] Specifically, when the third wheel speed difference meets the preset split road prediction condition, the road surface type is predicted to be a split road, and the vehicle is controlled to enter the split road judgment mode to accurately determine whether the road surface type is a split road mode. Since the road surface cannot be in an ideal state, multiple preset split road threshold values ​​are set for comparison with the third wheel speed difference. If the third wheel speed difference is not greater than the first preset split road threshold value, it is impossible to accurately determine whether the road surface type is a split road at this time. Therefore, a further judgment is made on whether the road surface type is a split road based on the third wheel speed difference, that is, a second preset split road threshold value is set that is smaller than the first preset split road threshold value, and further judgment is made on whether the split road count for which the third wheel speed difference is greater than the second preset split road threshold value reaches a preset split road number threshold, and whether the driving acceleration is greater than the preset split acceleration threshold, to determine whether the road surface type is a split road. This avoids errors in the determination of the road surface type. That is to say, if the third wheel speed difference is less than the first preset opposite road threshold value and greater than the second preset opposite road threshold value, the preset opposite road count will be accumulated by 1. If the opposite road count reaches the preset opposite number threshold value and the driving acceleration is greater than the preset opposite acceleration threshold value, the opposite road count of the third wheel speed difference being greater than the second preset opposite road threshold value is large, and the driving acceleration is large and is within the acceleration range of the opposite road, then it is likely that the road surface type is an opposite road, so it is determined that the road surface type of the driving wheel is an opposite road. If the opposite road count does not reach the preset opposite number threshold value, or the driving acceleration is not greater than the preset opposite acceleration threshold, then it is likely that the road surface type of the driving wheel is an opposite road, and it is impossible to determine that the road surface type of the driving wheel is an opposite road, then it is determined whether the road surface type is an opposite road.

[0065] Therefore, in this application, when the road surface type is determined to be a split road surface, the target slip ratio is selected according to the split road surface, and the driving force of the driving wheel is controlled near the target slip ratio through the split road surface, thereby reducing the driving force of the driving wheel to avoid wheel slippage.

[0066] In some embodiments, the vehicle control method further includes: determining that the vehicle does not meet the activation conditions of the traction control system; calculating a first acceleration of the first drive wheel based on the first wheel speed value, calculating a second acceleration of the second drive wheel based on the second wheel speed value, and calculating a driving acceleration of the vehicle based on the driving speed; and determining a road surface type based on the first acceleration, the second acceleration, and the driving acceleration.

[0067] Specifically, the first acceleration WsFlAf of the first driving wheel is calculated based on the first wheel speed value WsFl1. The first acceleration WsFlAf is the ratio of the change in the first wheel speed value within the preset time period ΔT to the preset time period ΔT. The change in the first wheel speed value is the difference between the first wheel speed value WsFl1 at the start time of the preset time period and the first wheel speed value WsFl2 at the end time of the preset time period. If it can be expressed as WsFl2-WsFl1, then the first acceleration WsFlAf=(WsFl2-WsFl1) / ΔT. The second acceleration WsFlAf of the second driving wheel is calculated based on the second wheel speed value. Acceleration WsFrAf, the second acceleration WsFrAf is the ratio of the change value of the second wheel speed value within the preset time period to the preset time period ΔT, wherein the change value of the second wheel speed value is the second wheel speed value WsFr1 at the start time of the preset time period and the second wheel speed value WsFr2 at the end time of the preset time period ΔT, if it can be expressed as WsFr2-WsFr1, then the second acceleration WsFrAf=(WsFr2-WsFlr) / ΔT; the vehicle's driving acceleration VsAf is calculated according to the driving speed Vs, that is, the driving acceleration VsAf=(Vs2-Vs1) / ΔT.

[0068] Based on this, before activating the traction control system, in order to quickly identify the road surface type, the road surface type is determined by calculating the first acceleration WsFlAf, the second acceleration WsFlAf, and the driving acceleration VsAf. Since greater road adhesion results in greater vehicle driving force, the first acceleration, the second acceleration, and the vehicle's driving acceleration vary for different road surface types, with greater road adhesion resulting in greater vehicle acceleration. Based on this, in this application, the road surface type is determined by determining the magnitude of the vehicle's driving acceleration. If the driving acceleration is higher than a preset acceleration threshold for a uniform, high-adhesion road surface, it indicates that the driving acceleration is high and within the driving acceleration range for a uniform, high-adhesion road surface, and the road surface type of the drive wheels is determined to be a uniform, high-adhesion road surface. If the driving acceleration is lower than a preset acceleration threshold for a uniform, low-adhesion road surface, it indicates that the driving acceleration is low and within the driving acceleration range for a uniform, low-adhesion road surface, and the road surface type of the drive wheels is determined to be a uniform, low-adhesion road surface.

[0069] However, when judging the road surface type as a uniform low-adhesion road surface by the acceleration of the driving wheels, an erroneous judgment may occur. For example, when a wheel of the vehicle is stuck in a mud pit, that is, the road surface type is a uniform low-adhesion road surface, the wheel acceleration is very large and meets the wheel acceleration condition for a uniform high-adhesion road surface. At this time, the road surface type is judged to be a uniform high-adhesion road surface, resulting in an erroneous judgment of the road surface type. Therefore, it is not reasonable to judge the road surface type as a uniform low-adhesion road surface by the wheel acceleration. Therefore, whether the road surface type of each driving wheel is a uniform low-adhesion road surface is judged based on the first acceleration of the first driving wheel and the second acceleration of the second driving wheel.

[0070] Specifically, when a vehicle is traveling on a uniform, low-adhesion road surface, the vehicle's drive wheels are more likely to slip. That is, when the drive wheels are on a uniform, low-adhesion road surface with low adhesion, the driving force generated by the drive wheels is small, that is, the drive wheel adhesion is small, causing the drive wheels to lose adhesion. Under the action of the full driving force, the drive wheel rotation speed increases, that is, the drive wheel acceleration is large, causing the vehicle's drive wheels to slip. In the present application, whether the road surface type of each drive wheel is a uniform, low-adhesion road surface is determined by using the first acceleration of the first drive wheel and the second acceleration of the second drive wheel. If the first acceleration of the first drive wheel or the second acceleration of the second drive wheel meets the acceleration condition for a uniform, low-adhesion road surface, then the road surface type of the first drive wheel or the second drive wheel is determined to be a uniform, low-adhesion road surface; if the first acceleration of the first drive wheel or the second acceleration of the second drive wheel does not meet the acceleration condition for a uniform, low-adhesion road surface, then it is determined that the road surface type of the first drive wheel or the second drive wheel is not a uniform, low-adhesion road surface.

[0071] Therefore, before the traction control system is activated, the road surface type is pre-determined. Once the traction control system is activated, the torque at the time of activation is controlled based on the road surface type. Specifically, the initial torque at the time of activation is a reference torque that matches the road surface type. This allows the driving force at the drive wheels to be rapidly reduced, minimizing the difference between the driving force and the adhesion of the wheels and thus preventing wheel slip. For example, if the road surface type at the vehicle's drive wheels is pre-determined to be a uniform low-adhesion road surface before the traction control system is activated, the initial torque of the engine is controlled to a lower reference torque that matches the uniform low-adhesion road surface, allowing the driving force at the drive wheels to be rapidly reduced.

[0072] In some embodiments, the road surface type is determined based on the first acceleration, the second acceleration and the driving acceleration, including: if the driving acceleration is greater than the second preset high-acceleration threshold, then the road surface type is determined to be a uniform high-adhesion road surface; if the driving acceleration is less than or equal to the second preset high-acceleration threshold, and the first acceleration is greater than the preset low-acceleration threshold, and the second acceleration is greater than the preset low-acceleration threshold, then the road surface type is determined to be a uniform low-adhesion road surface.

[0073] The second preset high-acceleration threshold can be understood as an acceleration threshold calibrated for a vehicle traveling on a uniform, high-adhesion road surface. For example, the first acceleration value can be calibrated for a vehicle traveling on a cement or asphalt road surface, and the calibrated values ​​can vary for different uniform, high-adhesion road surfaces. The preset low-acceleration threshold can be understood as an acceleration threshold calibrated for a vehicle traveling on a uniform, low-adhesion road surface. It should be noted that the second preset high-acceleration threshold is higher than the first preset high-acceleration threshold.

[0074] Specifically, when the road surface type is pre-determined before the traction control system is activated, since the adhesion on a uniform high-adhesion road surface is greater than that on a uniform low-adhesion road surface, the driving force provided by the vehicle on the uniform high-adhesion road surface is much greater than the driving force provided on a uniform low-adhesion road surface. As a result, the vehicle's acceleration on the uniform high-adhesion road surface is greater than that on the uniform low-adhesion road surface. Therefore, whether the road surface type is a uniform high-adhesion road surface can be determined based on the vehicle's acceleration. That is, a second preset high-addition acceleration threshold corresponding to the vehicle's acceleration is obtained by looking up the table based on the vehicle's driving speed and torque. Whether the road surface type is a uniform high-adhesion road surface is determined by determining whether the vehicle's driving acceleration is greater than the second preset high-addition acceleration threshold. If the driving acceleration is greater than the second preset high-addition acceleration threshold, it means that the driving acceleration is large and within the driving acceleration range of a uniform high-adhesion road surface, and the road surface type is determined to be a uniform high-adhesion road surface.

[0075] When the vehicle's acceleration is not greater than the second preset high-addition-acceleration threshold, the wheel provides greater driving force on the uniform high-adhesion road surface due to the greater adhesion of the road surface. Therefore, the vehicle's speed changes more quickly on the uniform high-adhesion road surface, and the vehicle is less likely to slip during driving. However, on a uniform low-adhesion road surface with less adhesion, the vehicle's acceleration is smaller, that is, the vehicle's speed changes less significantly on the uniform low-adhesion road surface. For example, when the vehicle is driving in a muddy puddle with less adhesion, the vehicle's acceleration is almost zero. At this time, it is impossible to accurately determine whether the road surface type is a uniform low-adhesion road surface based on the vehicle's acceleration. Therefore, when the vehicle's acceleration is not greater than the second preset high-addition-acceleration threshold, it is further determined whether the road surface type the vehicle is driving on is a uniform low-adhesion road surface.

[0076] Based on the above content, when a vehicle is traveling on a uniform low-adhesion road surface, the possibility of the vehicle's drive wheels slipping is greater. That is, when the drive wheels are on a uniform low-adhesion road surface with low adhesion, the driving force generated by the drive wheels is smaller, that is, the adhesion of the drive wheels is smaller, causing the drive wheels to lose adhesion. Under the action of the full driving force, the speed of the drive wheels increases, that is, the acceleration of the drive wheels is larger, causing the vehicle's drive wheels to slip. Therefore, the present application determines whether the road type traveled by the vehicle is a uniform low-adhesion road surface by the first acceleration of the first drive wheel and the second acceleration of the second drive wheel. When the driving acceleration is less than or equal to the second preset If the driving acceleration is less than or equal to the second preset high-addition-speed threshold, and the first acceleration is not greater than the preset low-addition-speed threshold, and the second acceleration is not greater than the preset low-addition-speed threshold, it means that the wheel speed of the driving wheel changes rapidly and meets the acceleration condition of a uniform low-adhesion road surface, and the road surface type of the driving wheel is determined to be a uniform low-adhesion road surface; that is, if the driving acceleration is less than or equal to the second preset high-addition-speed threshold, and the first acceleration is not greater than the preset low-addition-speed threshold, and the second acceleration is not greater than the preset low-addition-speed threshold, it means that the wheel speed of the driving wheel changes slightly and does not meet the acceleration condition of a uniform low-adhesion road surface, and the road surface type of the driving wheel is not determined to be a uniform low-adhesion road surface.

[0077] In an embodiment, Figure 2 As shown in the figure, when a vehicle starts on a water-sprinkled tile road surface, accelerates for a period of time and then reaches an asphalt road surface, that is, the vehicle travels from a uniform low-adhesion road surface to a uniform high-adhesion road surface, the vehicle's driving speed, the wheel speed values ​​of the two driving wheels, and the driving acceleration change. Figure 2 The wheel speed value at point A shown is much greater than the vehicle's driving speed, that is, the first wheel speed difference or the second wheel speed difference is large, causing the vehicle to slip when starting at point A. At this time, the system determines that the first wheel speed difference is greater than the first preset low-adhesion threshold value and the second wheel speed difference is greater than the first preset low-adhesion threshold value, and determines that the road surface type is a uniform low-adhesion road surface. Figure 2 The vehicle is always on the sprinkler tile road surface between point A and point B, that is, the road surface type remains uniform low-adhesion road surface. Point B is the junction point between the sprinkler tile and the asphalt. At this time, the difference between the wheel speed value of the driving wheel and the vehicle's driving speed is small. The system determines that the speed difference between the first wheel and the second wheel is less than the first preset high-adhesion threshold value, then the high-adhesion count is accumulated by 1. When the vehicle is Figure 2 When the C position point is reached and it is determined that the high-adhesion count reaches the preset high-adhesion number threshold and the driving acceleration is greater than the first preset high-adhesion speed threshold, the road surface type is determined to be a uniform high-adhesion road surface.

[0078] Reference below Figure 3 The vehicle control method based on road surface recognition according to an embodiment of the present invention is illustrated by way of example, and the specific contents are as follows.

[0079] Step S5, start.

[0080] Step S6: Acquire the vehicle's running speed, a first wheel speed value of the first driving wheel, and a second wheel speed value of the second driving wheel.

[0081] Step S7: Calculate the first acceleration of the first driving wheel, the second acceleration of the second driving wheel, and the driving acceleration of the vehicle.

[0082] Step S8: road surface determination mode before traction control system activation.

[0083] Step S9, calculating the difference between the first wheel speed value of the first drive wheel and the second wheel speed value of the second drive wheel, i.e., the third wheel speed difference, as well as the first wheel speed difference between the first drive wheel and the vehicle's traveling speed, and the second wheel speed difference between the second drive wheel and the vehicle's traveling speed.

[0084] Step S10, determining whether the third wheel speed difference meets the preset uniform road surface prediction condition, if so, executing step S11, otherwise executing step S12.

[0085] In step S11 , the uniform road surface determination mode is executed, and step S14 is executed according to the determination result of the uniform road surface determination mode.

[0086] Step S12, determining whether the third wheel speed difference meets the preset on-road road prediction condition, if so, proceed to step S13, otherwise proceed to step S14.

[0087] Step S13 , executing the on-off road surface judgment mode, and executing step S14 according to the judgment result of the on-off road surface judgment mode.

[0088] Step S14: setting a target slip ratio according to the road surface type.

[0089] Step S15: performing torque adjustment and braking adjustment according to the target slip ratio and the PID algorithm.

[0090] Step S16, end.

[0091] Reference below Figure 4 The road surface determination mode before activation of the traction control system according to an embodiment of the present invention is illustrated as an example, and the specific contents are as follows.

[0092] Step S8: road surface determination mode before traction control system activation.

[0093] Step S81, determine whether the traction control system is activated, if so, execute step S86, otherwise execute step S82.

[0094] Step S82 , determining whether the driving acceleration is greater than a second preset high additional speed threshold, if so, proceed to step S83 , otherwise proceed to step S84 .

[0095] Step S83: The road surface type is a uniform high-adhesion road surface.

[0096] In step S84 , it is determined whether the first acceleration is greater than a preset low acceleration threshold and whether the second acceleration is greater than a preset low acceleration threshold. If so, step S85 is executed; otherwise, step S86 is executed.

[0097] Step S85: The road surface type is a uniform low-adhesion road surface.

[0098] Step S86, return to execute step S8.

[0099] Reference below Figure 5 The uniform road surface judgment mode according to an embodiment of the present invention is illustrated as an example, and the specific contents are as follows.

[0100] Step S11: executing a uniform road surface determination mode.

[0101] Step S111, determining whether the first wheel speed difference is less than a first preset low-adjustment threshold value, and whether the second wheel speed difference is less than a first preset low-adjustment threshold value, if yes, proceed to step S112, otherwise proceed to step S115.

[0102] Step S112, the high attachment count is incremented by 1.

[0103] Step S113 , determining whether the high attachment count reaches a preset high attachment count threshold and whether the driving acceleration is greater than a first preset high attachment speed threshold. If so, proceed to step S114 , otherwise proceed to step S120 .

[0104] Step S114: the road surface type is a uniform high-adhesion road surface.

[0105] Step S115 , determining whether the first wheel speed difference is greater than a first preset low-adjustment threshold value, and whether the second wheel speed difference is greater than the first preset low-adjustment threshold value. If so, proceed to step S119 , otherwise proceed to step S116 .

[0106] Step S116, determining whether the first wheel speed difference is greater than a second preset low-adjustment threshold value, and determining whether the second wheel speed difference is greater than a second preset low-adjustment threshold value. If so, execute step S117, otherwise execute step S120.

[0107] Step S117, the low attachment count is incremented by 1.

[0108] Step S118 , determining whether the low-adhesion count reaches a preset low-adhesion threshold, if so, executing step S119 , otherwise executing step S120 .

[0109] Step S119: The road surface type is a uniform low-adhesion road surface.

[0110] Step S120 , returning to the uniform road surface determination mode.

[0111] Reference below Figure 6 The figure illustrates an example of the split road judgment mode of an embodiment of the present invention, and the specific contents are as follows.

[0112] Step S13, executing the on-off road judgment mode.

[0113] Step S131, determine whether the third wheel speed difference is greater than a first preset opening threshold value, if so, execute step S134, otherwise execute step S132.

[0114] Step S132, determine whether the third wheel speed difference is greater than the second preset opening threshold value, if so, execute step S133, otherwise execute step S136.

[0115] Step S133, the split count is incremented by 1.

[0116] Step S134 , determining whether the split count reaches a preset split number threshold, and whether the driving acceleration is greater than the preset split acceleration threshold. If so, execute step S135 , otherwise execute step S136 .

[0117] Step S135: If the road surface type is a split road, execute step S136.

[0118] Step S136, returning to the on-off road determination mode.

[0119] A second embodiment of the present invention provides a vehicle 10, such as Figure 7 As shown, the vehicle 10 includes at least one processor 1 and a memory 2 communicatively connected to the at least one processor 1 .

[0120] The memory 2 stores a computer program that can be executed by at least one processor 1 , and when the at least one processor 1 executes the computer program, the vehicle control method based on road surface recognition in the above embodiment is implemented.

[0121] It should be noted that the specific implementation method of the vehicle 10 in the embodiment of the present invention is similar to the specific implementation method of the vehicle control method based on road surface recognition in any of the above-mentioned embodiments of the present invention. Please refer to the description of the method part for details. In order to reduce redundancy, it will not be repeated here.

[0122] According to the vehicle 10 of the embodiment of the present invention, the road type of each driving wheel of the vehicle can be determined by the wheel speed difference, so that the identification of the road type of the vehicle is more accurate and at a lower cost.

[0123] A third aspect of the present invention provides a computer storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the vehicle location sharing method in the above embodiment is implemented, or when the computer program is executed by a processor, the vehicle location sharing method in the above embodiment is implemented.

[0124] In the description of this specification, any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present invention includes additional implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present invention belong.

[0125] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0126] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0127] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0128] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing module, or each unit may exist physically separately, or two or more units may be integrated into a single module. The aforementioned integrated modules may be implemented in the form of hardware or in the form of software functional modules. If the integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium.

[0129] The storage medium mentioned above may be a read-only memory, a magnetic disk, or an optical disk, etc. Although the embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and are not to be construed as limiting the present invention. Persons skilled in the art may make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0130] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0131] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A vehicle control method based on road surface recognition, characterized in that: The vehicle is provided with drive wheels, the drive wheels including a first drive wheel and a second drive wheel coaxially connected, and the vehicle control method includes: Acquiring a driving speed of the vehicle, a first wheel speed value of the first driving wheel, and a second wheel speed value of the second driving wheel; calculating a first wheel speed difference based on the driving speed and the first wheel speed value, calculating a second wheel speed difference based on the driving speed and the second wheel speed value, and calculating a third wheel speed difference based on the first wheel speed value and the second wheel speed value; determining a road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference; The drive wheels are controlled according to the road surface type.

2. The vehicle control method based on road surface recognition according to claim 1, characterized in that: Before determining the road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference, the vehicle control method further includes: determining that the vehicle meets activation conditions for a traction control system; If the third wheel speed difference satisfies a preset uniform road surface pre-judgment condition, determining that the vehicle executes a uniform road surface judgment mode; If the third wheel speed difference satisfies a preset on-off road pre-judgment condition, the vehicle is determined to execute an on-off road judgment mode.

3. The vehicle control method based on road surface recognition according to claim 2, characterized in that: The road surface type includes a uniform high-adhesion road surface, and determining the road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference includes: Entering the uniform road surface determination mode, and calculating the driving acceleration of the vehicle according to the driving speed; When it is determined that the first wheel speed difference is less than a first preset high-adjustment threshold value and the second wheel speed difference is less than the first preset high-adjustment threshold value, a preset high-adjustment count is incremented by 1; If the high-adhesion count reaches a preset high-adhesion count threshold and the driving acceleration is greater than a first preset high-adhesion acceleration threshold, the road surface type is determined to be the uniform high-adhesion road surface.

4. The vehicle control method based on road surface recognition according to claim 2 or 3, characterized in that: The road surface type includes a uniform low-adhesion road surface, and determining the road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference includes: Entering the uniform road surface judgment mode, determining that the first wheel speed difference is greater than a first preset low-adhesion threshold value and the second wheel speed difference is greater than the first preset low-adhesion threshold value, then determining that the road surface type is the uniform low-adhesion road surface.

5. The vehicle control method based on road surface recognition according to claim 4, characterized in that: Determining a road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference further includes: When it is determined that the first wheel speed difference is less than or equal to the first preset low-adjustment threshold value and greater than a second preset low-adjustment threshold value, and when it is determined that the second wheel speed difference is less than or equal to the first preset low-adjustment threshold value and the second wheel speed difference is greater than the second preset low-adjustment threshold value, a preset low-adjustment count is incremented by 1; If the low adhesion count reaches a preset low adhesion threshold, the road surface type is determined to be the uniform low adhesion road surface.

6. The vehicle control method based on road surface recognition according to claim 2, characterized in that: The road surface type includes a split road surface, and determining the road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference includes: Entering the split road judgment mode, determining that the third wheel speed difference is greater than a first preset split road threshold value, and then determining that the road type is the split road.

7. The vehicle control method based on road surface recognition according to claim 6, characterized in that: Determining a road surface type according to the first wheel speed difference, the second wheel speed difference, and the third wheel speed difference further includes: Calculating a driving acceleration of the vehicle according to the driving speed; When it is determined that the third wheel speed difference is less than the first preset split road threshold value and greater than the second preset split road threshold value, the preset split road count is incremented by 1; If the split road count reaches a preset split road quantity threshold, and the driving acceleration is greater than a preset split road acceleration threshold, the road surface type is determined to be the split road surface.

8. The vehicle control method based on road surface recognition according to any one of claims 2 to 7, characterized in that: The vehicle control method further includes: determining that the vehicle does not meet activation conditions for the traction control system; calculating a first acceleration of the first driving wheel according to the first wheel speed value, calculating a second acceleration of the second driving wheel according to the second wheel speed value, and calculating a driving acceleration of the vehicle according to the driving speed; The road surface type is determined based on the first acceleration, the second acceleration, and the driving acceleration.

9. The vehicle control method based on road surface recognition according to claim 8, characterized in that: The determining the road surface type according to the first acceleration, the second acceleration, and the driving acceleration includes: If the driving acceleration is greater than a second preset high-adhesion acceleration threshold, determining that the road surface type is a uniform high-adhesion road surface; If the driving acceleration is less than or equal to the second preset high acceleration threshold, the first acceleration is greater than a preset low acceleration threshold, and the second acceleration is greater than the preset low acceleration threshold, the road surface type is determined to be a uniform low adhesion road surface.

10. A vehicle, characterized in that: include: at least one processor; a memory communicatively coupled to at least one of the processors; Wherein, the memory stores a computer program that can be executed by at least one of the processors, and when at least one of the processors executes the computer program, the vehicle control method based on road surface recognition according to any one of claims 1 to 9 is implemented.

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