Vehicle driving anti-skid control method and device, vehicle and storage medium

Abstract

The invention relates to the technical field of vehicle driving control, in particular to a vehicle driving anti-skid control method and device, a vehicle and a storage medium. The motion state of wheels of a target vehicle and the road surface type are monitored in real time, and when it is found that the motion state of the wheels is abnormal, the driving anti-skid control strategy is dynamically adjusted according to the current road surface condition; the problems of unstable traction performance and out-of-control risk of a vehicle caused by fixed driving force distribution of a traditional driving anti-skid system are effectively solved. According to the method, precise control over power output of the vehicle is achieved, the adaptability and driving safety of the vehicle under different road conditions are improved, and driving stability and comfort are ensured.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle drive control, and in particular to a vehicle drive anti-skid control method, device, vehicle and storage medium. Background Art

[0002] In modern automotive technology, the Traction Control System (TCS), as an important component of the vehicle's active safety system, plays a vital role in improving the vehicle's traction performance and driving stability under various road conditions. However, traditional drive anti-skid systems generally adopt a fixed driving force distribution strategy in design. This strategy distributes the power output of the engine to each drive shaft of the vehicle in a fixed ratio, and then transmits it to the drive wheels through the drive shaft. Although this strategy can maintain the basic driving ability of the vehicle to a certain extent, its limitations gradually become apparent when faced with complex and changing road conditions and driving needs.

[0003] Specifically, the traditional driving force distribution strategy lacks sufficient flexibility and adaptability, and cannot perceive and respond to changes in the vehicle's dynamic state (such as vehicle speed, acceleration, yaw rate, etc.) and road conditions (such as wet, muddy, ice and snow, etc.) in real time. Therefore, in extreme or sudden situations, such as sudden acceleration, sharp turns, or driving on low-adhesion roads, the system may not be able to provide sufficient traction, causing the vehicle to slip, reduce traction performance, and even cause the risk of vehicle loss of control. This not only affects driving comfort and safety, but also limits the full performance of the vehicle.

[0004] It can be seen that in the prior art, the traditional drive anti-skid system adopts a fixed driving force distribution strategy, which is unable to perform real-time adaptive adjustment according to the vehicle dynamic state and road conditions, resulting in unstable traction performance and the risk of vehicle loss of control. Summary of the invention

[0005] The purpose of the present application is to provide a vehicle drive anti-skid control method, device, electronic device and storage medium to solve the problem in the prior art that the traditional drive anti-skid system adopts a fixed driving force distribution strategy and cannot be adaptively adjusted in real time according to the vehicle dynamic state and road conditions, resulting in unstable traction performance and the risk of vehicle loss of control.

[0006] In order to achieve the above purpose, the technical solution adopted in this application is as follows:

[0007] According to one aspect of an embodiment of the present application, a vehicle drive anti-skid control method is provided, comprising: obtaining the motion state of the wheels of a target vehicle during driving on a current road surface and the type of road surface; when it is determined that the motion state of the wheels of the target vehicle is abnormal, determining a drive anti-skid control strategy for the target vehicle according to the road surface type, wherein the drive anti-skid control strategy is used to adjust the power of the target vehicle; and executing the drive anti-skid control strategy to improve the motion state of the wheels of the target vehicle during driving on the current road surface.

[0008] According to the above technical means, by real-time monitoring of the target vehicle's wheel motion state and road type, and dynamically adjusting the drive anti-skid control strategy according to the current road conditions when the wheel motion state is abnormal, the problem of unstable traction performance and vehicle loss of control risk caused by fixed driving force distribution in traditional drive anti-skid systems is effectively solved. This method realizes precise control of vehicle power output, improves the vehicle's adaptability and driving safety under different road conditions, and ensures driving stability and comfort.

[0009] Furthermore, according to the road surface type, a driving anti-skid control strategy of the target vehicle is determined, including: when the road surface type is a dry road, the driving anti-skid control strategy of the target vehicle is determined to be a first driving anti-skid control strategy matching the dry road, wherein the first driving anti-skid control strategy is used to adjust the braking pressure of the target vehicle; when the road surface type is a low-adhesion road, the driving anti-skid control strategy of the target vehicle is determined to be a second driving anti-skid control strategy matching the low-adhesion road, wherein the second driving anti-skid control strategy is used to adjust the braking pressure and driving force of the target vehicle, and the low-adhesion road is a wet and slippery road, a gravel road, or a rainy and snowy road.

[0010] According to the above technical means, on dry roads, the first strategy of adjusting the brake pressure effectively prevents wheel slippage while maintaining good acceleration performance. On low-adhesion roads, the second strategy of adjusting the brake pressure and driving force at the same time not only enhances the wheel's grip, but also optimizes the power output and reduces the risk of vehicle loss of control, thereby ensuring driving safety and comfort. By flexibly selecting and applying the corresponding drive anti-skid control strategy according to different road types (such as dry roads and low-adhesion roads such as wet, gravel or rainy and snowy roads), the adaptability and stability of the vehicle under different road conditions are significantly improved.

[0011] Further, when the drive anti-skid control strategy is the first drive anti-skid control strategy, the drive anti-skid control strategy is executed, including: when the speed of the target vehicle is greater than or equal to a preset speed threshold, reducing the braking pressure; when the speed of the target vehicle is less than the preset speed threshold, increasing the braking pressure.

[0012] According to the above technical means, when the driving anti-skid control strategy adopts the first driving anti-skid control strategy, the brake pressure is dynamically adjusted according to the comparison result between the speed of the target vehicle and the preset speed threshold. This control mechanism reduces the brake pressure at high speeds, which helps to reduce the risk of wheel locking due to excessive braking force and improve the stability and safety of the vehicle; while increasing the brake pressure at low speeds can effectively prevent wheel slippage and ensure the traction and controllability of the vehicle when driving at low speeds. This strategy not only optimizes the acceleration performance of the vehicle, but also improves the driving comfort and safety, providing the driver with a more stable and controllable driving experience.

[0013] Further, when the drive anti-skid control strategy is the second drive anti-skid control strategy, the drive anti-skid control strategy is executed, including: when the road surface type is a gravel road or a rainy and snowy road, reducing the braking pressure and driving force; when the road surface type is a slippery road and the wheels of the target vehicle slip, reducing the braking pressure and driving force; when the road surface type is a slippery road and the wheels of the target vehicle are locked, reducing the braking pressure and increasing the driving force.

[0014] According to the above technical means, when the drive anti-skid control strategy adopts the second drive anti-skid control strategy, a refined control strategy is implemented for different types of low-adhesion roads (such as gravel, rain and snow, and slippery roads). On gravel or rain and snow roads, by reducing the braking pressure and driving force at the same time, the wheel skidding caused by insufficient adhesion is effectively prevented, ensuring the stable driving of the vehicle. For slippery roads, the strategy is further subdivided according to the specific state of the wheel (skidding or locking): when skidding, the braking pressure and driving force are also reduced to restore the traction of the wheel; when locked, the braking pressure is reduced and the driving force is increased to quickly release the locked state and restore the normal rotation of the wheel, thereby avoiding the vehicle from losing control. This series of precise control measures significantly improves the adaptability and safety of the vehicle on low-adhesion roads, providing drivers with a more reliable and stable driving environment.

[0015] Furthermore, the road type of the target vehicle during its driving on the current road is obtained, including: obtaining the slip ratio between the wheels of the target vehicle and the current road surface, wherein the slip ratio is used to characterize the degree of relative sliding between the wheels and the ground during the driving of the vehicle; determining the adhesion coefficient of the current road surface according to the slip ratio, wherein the adhesion coefficient is used to characterize the adhesion ability of the tire on the current road surface; determining the road type of the current road surface according to the adhesion coefficient, and different adhesion coefficients correspond to different road surface types.

[0016] According to the above technical means, by real-time monitoring of the slip rate between the target vehicle wheels and the current road surface, and using the slip rate as a key parameter to indirectly infer the adhesion coefficient of the current road surface, the road surface type can be accurately determined. This process not only improves the vehicle's perception of road conditions, but also realizes dynamic identification of road surface types, providing a solid data foundation for the subsequent formulation of drive anti-skid control strategies. Through this method, the vehicle can flexibly adjust its control strategy according to the characteristics of different road types, ensuring that it can maintain the best driving performance and stability under different road conditions, thereby greatly improving driving safety and comfort.

[0017] Furthermore, the motion state of the wheels of the target vehicle during driving on the current road surface is obtained, including: obtaining the linear velocity and acceleration of all wheels of the target vehicle; when the linear velocity of the target wheel is lower than that of other wheels, and the acceleration decreases but is not 0, the motion state of the target wheel of the target vehicle is slipping; when the linear velocity of the target wheel is lower than that of other wheels, and the acceleration is 0, the motion state of the target wheel of the target vehicle is locking.

[0018] According to the above technical means, by accurately monitoring the linear speed and acceleration of all wheels of the target vehicle and analyzing the motion state of the wheels in real time based on these key parameters, it is possible to effectively identify whether the wheels are in an abnormal situation of slipping or locking. This real-time monitoring and accurate judgment capability enables the vehicle to respond quickly and adopt corresponding anti-skid control strategies to prevent the wheels from losing traction due to slipping or locking, thereby ensuring the driving stability and safety of the vehicle. In addition, this dynamic evaluation method based on the motion state of the wheels also provides an important basis for the adaptive adjustment of the vehicle under different road conditions, further improving driving comfort and reliability.

[0019] Further, determining that the motion state of the wheels of the target vehicle is abnormal includes: when the motion state of the wheels of the target vehicle is slipping and / or locking, determining that the motion state of the wheels of the target vehicle is abnormal.

[0020] According to the above technical means, by clearly defining wheel slip and locking as abnormal motion states, a quick and accurate judgment of abnormal wheel motion states is achieved. The implementation of this step enables the vehicle to quickly identify the adverse conditions that the wheels may encounter during driving, such as loss of traction or complete cessation of rotation, thereby timely triggering the corresponding drive anti-skid control strategy. This timely response mechanism helps prevent the risk of vehicle loss of control due to abnormal wheel motion states, and ensures driving safety and stability. At the same time, it also provides the necessary conditions for the vehicle's adaptive adjustment under different road conditions, improving driving comfort and reliability.

[0021] According to another aspect of an embodiment of the present application, a vehicle drive anti-skid control device is also provided, including: a data acquisition module, used to obtain the motion state and road surface type of the wheels of the target vehicle during driving on the current road surface; a strategy determination module, used to determine the drive anti-skid control strategy of the target vehicle according to the road surface type when it is determined that the motion state of the wheels of the target vehicle is abnormal, wherein the drive anti-skid control strategy is used to adjust the power of the target vehicle; a strategy execution module, used to execute the drive anti-skid control strategy, thereby improving the motion state of the wheels of the target vehicle during driving on the current road surface.

[0022] According to another aspect of the embodiments of the present application, there is also provided an electronic device, including a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; wherein the memory is used to store a computer program; and the processor is used to execute the steps of the vehicle drive anti-skid control method in any of the above embodiments by running the computer program stored in the memory.

[0023] According to another aspect of the embodiments of the present application, a computer-readable storage medium is provided, in which a computer program is stored, wherein the computer program is configured to execute the steps of the vehicle drive anti-skid control method in any of the above embodiments when running.

[0024] Beneficial effects of this application:

[0025] This application monitors the target vehicle's wheel motion state and road type in real time, and dynamically adjusts the drive anti-skid control strategy according to the current road conditions when the wheel motion state is abnormal, effectively solving the problem of unstable traction performance and vehicle loss of control risk caused by fixed driving force distribution in traditional drive anti-skid systems. This method achieves precise control of vehicle power output, improves the vehicle's adaptability and driving safety under different road conditions, and ensures driving stability and comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0027] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0028] Figure 1 is a schematic diagram of a hardware environment of an optional vehicle driving anti-skid control method provided in an embodiment of the present application;

[0029] Figure 2 is a flow chart of an optional vehicle driving anti-skid control method provided in an embodiment of the present application;

[0030] Figure 3 is a structural block diagram of an optional vehicle drive anti-skid control device provided in an embodiment of the present application;

[0031] Figure 4 It is a structural block diagram of an optional vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0033] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] According to one aspect of an embodiment of the present application, a vehicle driving anti-skid control method is provided. Optionally, in this embodiment, the vehicle driving anti-skid control method can be applied to the hardware environment of the vehicle. Figure 1 , Figure 1 is a schematic diagram of a hardware environment of an optional vehicle driving anti-skid control method provided in an embodiment of the present application, such as Figure 1As shown, the hardware environment of the vehicle driving anti-skid control method includes: a sensor 101, a controller 102 and an actuator 103. The sensor 101 is connected to the controller 102 through a network and can be used to obtain the motion state of the vehicle and the parameters of the road type of the road the vehicle is currently traveling on. The controller 102 determines the driving anti-skid control strategy according to the motion state of the vehicle and the parameters of the road type of the road the vehicle is currently traveling on. The actuator 103 is connected to the controller 102 through a network and can be used to control the vehicle to execute the driving anti-skid control strategy to keep the vehicle running stably.

[0035] The motion state of the vehicle mainly includes the linear velocity and acceleration of the wheels and the overall motion trend of the vehicle. In this embodiment, the linear velocity and acceleration of the wheels are used to determine the motion state of the vehicle. The above two parameters can be obtained in the following manner: The linear velocity and acceleration of the wheels can be obtained in real time by installing a speed sensor and an acceleration sensor on each wheel. These sensors are usually connected to the vehicle's data acquisition system (such as a CAN bus) and can continuously provide the system with the wheel's motion state data.

[0036] The determination of the road surface type mainly depends on the interaction characteristics between the road surface and the wheels, such as adhesion, friction coefficient, etc. In this embodiment, the road surface type is determined using the slip ratio and adhesion coefficient. The slip ratio is an important parameter that characterizes the relative sliding degree between the wheel and the ground. By monitoring the rotation speed of the wheel and the driving speed of the vehicle, the slip ratio of the wheel can be calculated. The size of the slip ratio is closely related to the road surface type, and the slip ratio under different road surface types will be different. The adhesion coefficient is a parameter that characterizes the adhesion ability of the tire on the current road surface. It can be calculated by measuring the traction or braking force of the wheel under specific conditions and combining the vertical load of the wheel. The size of the adhesion coefficient directly reflects the friction performance between the road surface and the tire, and is an important basis for determining the road surface type.

[0037] In actual applications, if the vehicle is equipped with cameras, radars and other equipment, in addition to using the slip rate and adhesion coefficient to determine the road surface type, it is also possible to use on-board cameras, radars and other sensors to obtain road surface images and identify road surface types (such as dry, slippery, ice and snow, gravel, etc.) through image processing or machine learning algorithms. This method can provide more intuitive and accurate road surface type information.

[0038] In this embodiment, the actuator 106 specifically includes: a hydraulic valve, a high-pressure valve, a solenoid valve, a brake pressure regulator, etc.

[0039] The vehicle drive anti-skid control method in this embodiment can be applied to the scene of adjusting the motion state of the vehicle. In modern automobile technology, the drive anti-skid system (Traction Control System, TCS) as an important part of the vehicle active safety system plays a vital role in improving the traction performance and driving stability of the vehicle under various road conditions. However, the traditional drive anti-skid system generally adopts a fixed driving force distribution strategy in design. This strategy distributes the power output by the engine to each drive shaft of the vehicle in a fixed ratio, and then transmits it to the drive wheel through the drive shaft. Although this strategy can maintain the basic driving ability of the vehicle to a certain extent, its limitations gradually emerge when faced with complex and changeable road conditions and driving needs.

[0040] Specifically, the traditional driving force distribution strategy lacks sufficient flexibility and adaptability, and cannot perceive and respond to changes in the vehicle's dynamic state (such as vehicle speed, acceleration, yaw rate, etc.) and road conditions (such as wet, muddy, ice and snow, etc.) in real time. Therefore, in extreme or sudden situations, such as sudden acceleration, sharp turns, or driving on low-adhesion roads, the system may not be able to provide sufficient traction, causing the vehicle to slip, reduce traction performance, and even cause the risk of vehicle loss of control. This not only affects driving comfort and safety, but also limits the full performance of the vehicle.

[0041] To solve the above problems, this embodiment provides a vehicle driving anti-skid control method running on the above server, please refer to Figure 2 , Figure 2 is a flow chart of an optional vehicle driving anti-skid control method provided in an embodiment of the present application, such as Figure 2 As shown, the vehicle driving anti-skid control method of the embodiment of the present application specifically includes the following steps:

[0042] Step S201, obtaining the motion state of the wheels and the road type of the target vehicle during the current road driving process;

[0043] Step S202, when it is determined that the motion state of the wheels of the target vehicle is abnormal, determining a driving anti-skid control strategy of the target vehicle according to the road surface type, wherein the driving anti-skid control strategy is used to adjust the power of the target vehicle;

[0044] Step S203, executing the driving anti-skid control strategy to improve the motion state of the wheels of the target vehicle during driving on the current road surface.

[0045] The above steps S201 to S203 monitor the motion state of the target vehicle wheels and the road type in real time, and dynamically adjust the drive anti-skid control strategy according to the current road conditions when the wheel motion state is abnormal, effectively solving the problem of unstable traction performance and vehicle loss of control risk caused by fixed driving force distribution in traditional drive anti-skid systems. This method realizes precise control of vehicle power output, improves the adaptability and driving safety of the vehicle under different road conditions, and ensures driving stability and comfort.

[0046] Combine the following Figure 2 The vehicle driving anti-skid control method in the embodiment of the present application is explained.

[0047] In the technical solution of step S201, the motion state of the wheels and the road type of the target vehicle during driving on the current road are obtained.

[0048] In this embodiment, the motion state of the wheel refers to the motion state of the wheel relative to the road surface, and the motion state of the wheel specifically includes: skidding, locking, and normal state. Skidding refers to the phenomenon that the friction between the tire and the ground is reduced during the driving of the vehicle, resulting in the inability of the vehicle to drive normally. Skidding will affect the controllability and stability of the vehicle and increase the risk of traffic accidents. Locking refers to the phenomenon that when the vehicle suddenly decelerates or stops during driving, the friction between the tire and the ground is insufficient, resulting in the tire being clamped by the brake and unable to rotate, and the vehicle slides on the road like a brick. Locking usually occurs in emergency braking or sharp turns. When the braking force exceeds the friction between the tire and the ground, the tire will be locked. Locking will bring a series of hazards, including reduced braking efficiency (because the coefficient of sliding friction is less than rolling friction), loss of steering ability (when the front wheel is locked), and increased risk of side slip (when the rear wheel is locked). The normal state is the state opposite to skidding and locking, which is the normal rolling contact and friction between the tire and the ground, that is, during the normal driving of the vehicle, the tire can roll smoothly and be supported by sufficient friction to ensure the controllability and stability of the vehicle. In this state, the driver can easily control the vehicle's direction and speed to avoid adverse situations such as skidding and locking.

[0049] In this embodiment, the road surface type refers to the road surface type divided into dry road and low-adhesion road according to the adhesion of the road surface. The road surface adhesion of dry roads is good. When a vehicle travels on such a road surface, the tire can obtain sufficient friction to ensure the stability and handling of the vehicle. Such road surfaces include dry roads, etc., and their adhesion coefficient is usually greater than 0.7. The road surface adhesion of low-adhesion roads is poor, and such roads often bring certain troubles and dangers to drivers. On low-adhesion roads, the vehicle's grip will be weakened, and it is easy to slip and lose control. Such roads include icy and snowy roads, slippery roads, and muddy roads, etc., and their adhesion coefficient is generally less than 0.3.

[0050] In specific practice, the road surface type can be determined according to the adhesion coefficient. As an optional embodiment, obtaining the road surface type of the target vehicle during driving on the current road surface includes: obtaining the slip ratio between the wheels of the target vehicle and the current road surface, wherein the slip ratio is used to characterize the relative sliding degree between the wheels and the ground during the driving of the vehicle; determining the adhesion coefficient of the current road surface according to the slip ratio, wherein the adhesion coefficient is used to characterize the adhesion ability of the tire on the current road surface; determining the road surface type of the current road surface according to the adhesion coefficient, and different adhesion coefficients correspond to different road surface types.

[0051] The slip rate is an important parameter that characterizes the relative slip between the wheel and the ground. The slip rate of the wheel can be calculated by monitoring the wheel speed and the vehicle's driving speed. The size of the slip rate is closely related to the road surface type, and the slip rate under different road surface types will be different. The adhesion coefficient is a parameter that characterizes the adhesion ability of the tire on the current road surface. It can be calculated by measuring the traction or braking force of the wheel under specific conditions and combining it with the vertical load of the wheel. The size of the adhesion coefficient directly reflects the friction performance between the road surface and the tire, and is an important basis for judging the road surface type. The size of the adhesion coefficient is affected by many factors, including road surface conditions, tire characteristics, driving speed and some other factors. Therefore, the adhesion coefficient corresponding to each road surface type can be entered in the vehicle in advance. When determining the road surface type, the calculated adhesion coefficient is matched with the adhesion coefficient saved in the vehicle to determine the road surface type.

[0052] It should be noted that, in practical applications, the measurement and calculation process of the slip ratio and the adhesion coefficient is usually implemented by the vehicle's ABS system (Anti-lock Brake System) or other related control systems. In this embodiment, the calculation steps of the slip ratio and the adhesion coefficient are no longer specifically limited.

[0053] It is understandable that by real-time monitoring of the slip rate between the target vehicle wheels and the current road surface, and using the slip rate as a key parameter to indirectly infer the adhesion coefficient of the current road surface, the road surface type can be accurately determined. This process not only improves the vehicle's perception of road conditions, but also realizes dynamic identification of road surface types, providing a solid data foundation for the subsequent formulation of drive anti-skid control strategies. Through this method, the vehicle can flexibly adjust its control strategy according to the characteristics of different road types, ensuring that it can maintain the best driving performance and stability under different road conditions, thereby greatly improving driving safety and comfort.

[0054] In specific practice, the motion state of the wheels of the target vehicle can be determined according to the linear velocity and acceleration of the wheels of the target vehicle. As an optional embodiment, obtaining the motion state of the wheels of the target vehicle during driving on the current road surface includes: obtaining the linear velocity and acceleration of all wheels of the target vehicle; when the linear velocity of the target wheel is lower than that of other wheels, and the acceleration decreases but is not 0, the motion state of the target wheel of the target vehicle is slipping; when the linear velocity of the target wheel is lower than that of other wheels, and the acceleration is 0, the motion state of the target wheel of the target vehicle is locking.

[0055] In practical applications, the linear velocity and acceleration of the wheel can be obtained in real time through the speed sensor and acceleration sensor installed on each wheel; the linear velocity and acceleration of the wheel can also be obtained only through the speed sensor installed on each wheel. In this embodiment, the step of determining the linear velocity and acceleration of the wheel is not specifically limited.

[0056] It is understandable that by accurately monitoring the linear speed and acceleration of all wheels of the target vehicle and analyzing the motion state of the wheels in real time based on these key parameters, it is possible to effectively identify whether the wheels are in an abnormal situation of slipping or locking. This real-time monitoring and accurate judgment capability enables the vehicle to respond quickly and adopt corresponding anti-skid control strategies to prevent the wheels from losing traction due to slipping or locking, thereby ensuring the driving stability and safety of the vehicle. In addition, this dynamic evaluation method based on the motion state of the wheels also provides an important basis for the adaptive adjustment of the vehicle under different road conditions, further improving driving comfort and reliability.

[0057] In the technical solution of step S202, when it is determined that the motion state of the wheels of the target vehicle is abnormal, the drive anti-skid control strategy of the target vehicle is determined according to the road surface type. In this embodiment, the drive anti-skid control strategy is used to adjust the power of the target vehicle. The power specifically refers to the driving force and the braking pressure. The driving force refers to the force generated by the engine and transmitted to the wheels during the driving of the car. It can also be called the power of the car. The driving force plays a vital role in the driving of the car. It determines the speed and driving stability of the car. Braking pressure, also known as brake shoe pressure, refers to the pressure of the brake shoe acting on the tread of the wheel rim. The brake pressure regulator directly or indirectly controls the brake pressure of the wheel cylinder through the solenoid valve to ensure that the vehicle can maintain stability and safety during braking.

[0058] As an optional embodiment, determining that the motion state of the wheels of the target vehicle is abnormal includes: when the motion state of the wheels of the target vehicle is slipping and / or locking, determining that the motion state of the wheels of the target vehicle is abnormal.

[0059] In this embodiment, when the wheels of the target vehicle are in a state of slipping or locking, it can be determined that the motion state of the wheels of the target vehicle is abnormal. It can be understood that by clearly defining wheel slipping and locking as situations where the motion state is abnormal, a quick and accurate judgment of the abnormal motion state of the wheels is achieved. The implementation of this step enables the vehicle to quickly identify the adverse conditions that the wheels may encounter during driving, such as loss of traction or complete cessation of rotation, thereby timely triggering the corresponding drive anti-skid control strategy. This timely response mechanism helps to prevent the risk of loss of control of the vehicle due to abnormal wheel motion state, and ensures the safety and stability of driving. At the same time, it also provides the necessary conditions for the adaptive adjustment of the vehicle under different road conditions, improving the driving comfort and reliability.

[0060] When the motion state of the wheels of the target vehicle is abnormal, a corresponding driving anti-skid control strategy can be determined according to the road surface type. As an optional embodiment, the driving anti-skid control strategy of the target vehicle is determined according to the road surface type, including: when the road surface type is a dry road, the driving anti-skid control strategy of the target vehicle is determined to be a first driving anti-skid control strategy that matches the dry road, wherein the first driving anti-skid control strategy is used to adjust the braking pressure of the target vehicle; when the road surface type is a low-adhesion road, the driving anti-skid control strategy of the target vehicle is determined to be a second driving anti-skid control strategy that matches the low-adhesion road, wherein the second driving anti-skid control strategy is used to adjust the braking pressure and driving force of the target vehicle, and the low-adhesion road is a wet road, a gravel road, or a rainy and snowy road.

[0061] It can be understood that on dry roads, the first strategy of adjusting the brake pressure effectively prevents wheel slippage while maintaining good acceleration performance. On low-adhesion roads, the second strategy of adjusting the brake pressure and driving force at the same time not only enhances the wheel's grip, but also optimizes power output and reduces the risk of vehicle loss of control, thereby ensuring driving safety and comfort. By flexibly selecting and applying the corresponding drive anti-skid control strategy according to different road types (such as dry roads and low-adhesion roads such as slippery, gravel or rainy and snowy roads), the vehicle's adaptability and stability under different road conditions are significantly improved.

[0062] In the technical solution of step S203, a driving anti-skid control strategy is executed to improve the motion state of the wheels of the target vehicle during driving on the current road surface.

[0063] As an optional embodiment, when the drive anti-skid control strategy is the first drive anti-skid control strategy, the drive anti-skid control strategy is executed, including: when the speed of the target vehicle is greater than or equal to a preset speed threshold, reducing the braking pressure; when the speed of the target vehicle is less than the preset speed threshold, increasing the braking pressure.

[0064] In actual application, when the target vehicle is driving on a dry road, the vehicle speed signal is input into the brake pressure control unit to adjust the brake pressure according to the vehicle speed change and wheel speed difference. Specifically, a vehicle speed threshold is set, such as 60km / h. When the vehicle speed is lower than the vehicle speed threshold, the brake pressure is increased; when it is higher than the vehicle speed threshold, the brake force is reduced to avoid excessive braking and slipping of the wheels. The brake pressure control unit sends instructions to the actuator (electromagnetic proportional valve or electromagnetic brake force regulator) to adjust the master cylinder pressure or the brake pressure on the brake caliper in real time.

[0065] It is understandable that when the drive anti-skid control strategy adopts the first drive anti-skid control strategy, the brake pressure is dynamically adjusted according to the comparison result between the speed of the target vehicle and the preset speed threshold. This control mechanism reduces the brake pressure at high speeds, which helps reduce the risk of wheel locking due to excessive braking force and improves the stability and safety of the vehicle; while increasing the brake pressure at low speeds can effectively prevent wheel slippage and ensure the traction and controllability of the vehicle when driving at low speeds. This strategy not only optimizes the acceleration performance of the vehicle, but also improves the driving comfort and safety, providing the driver with a more stable and controllable driving experience.

[0066] As an optional embodiment, when the drive anti-skid control strategy is the second drive anti-skid control strategy, the drive anti-skid control strategy is executed, including: when the road surface type is a gravel road or a rainy and snowy road, reducing the braking pressure and driving force; when the road surface type is a slippery road and the wheels of the target vehicle slip, reducing the braking pressure and driving force; when the road surface type is a slippery road and the wheels of the target vehicle are locked, reducing the braking pressure and increasing the driving force.

[0067] It is understandable that when the drive anti-skid control strategy adopts the second drive anti-skid control strategy, a refined control strategy is implemented for different types of low-adhesion roads (such as gravel, rain and snow, and slippery roads). On gravel or rain and snow roads, by reducing the braking pressure and driving force at the same time, the wheel skidding caused by insufficient adhesion is effectively prevented, ensuring the stable driving of the vehicle. For slippery roads, the strategy is further subdivided according to the specific state of the wheel (slipping or locking): when slipping, the braking pressure and driving force are also reduced to restore the traction of the wheel; when locked, the braking pressure is reduced and the driving force is increased to quickly release the locked state and restore the normal rotation of the wheel, thereby avoiding the vehicle from losing control. This series of precise control measures significantly improves the adaptability and safety of the vehicle on low-adhesion roads, providing drivers with a more reliable and stable driving environment.

[0068] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0069] Through the description of the above implementation methods, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus a necessary general hardware platform, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM (Read-Only Memory) / RAM (Random Access Memory), a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods of each embodiment of the present application.

[0070] According to another aspect of the embodiment of the present application, a vehicle driving anti-skid control device for implementing the above-mentioned vehicle driving anti-skid control method is also provided. Figure 3 , Figure 3 is a structural block diagram of an optional vehicle drive anti-skid control device provided in an embodiment of the present application, such as Figure 3 As shown, the device may include:

[0071] The data acquisition module 301 is used to acquire the motion state of the wheels and the road type of the target vehicle during the current road driving process;

[0072] A strategy determination module 302, for determining a driving anti-skid control strategy of the target vehicle according to the road surface type when it is determined that the motion state of the wheels of the target vehicle is abnormal, wherein the driving anti-skid control strategy is used to adjust the power of the target vehicle;

[0073] The strategy execution module 303 is used to execute the driving anti-skid control strategy, so as to improve the motion state of the wheels of the target vehicle during driving on the current road surface.

[0074] It should be noted that the data acquisition module 301 in this embodiment can be used to execute the above step S201, the policy determination module 302 in this embodiment can be used to execute the above step S202, and the policy execution module 303 in this embodiment can be used to execute the above step S203.

[0075] Regarding the vehicle drive anti-skid control device in this embodiment, the specific manner in which its data acquisition module 301, strategy determination module 302 and strategy execution module 303 execute the above-mentioned vehicle drive anti-skid control method has been described in detail in the embodiment of the vehicle drive anti-skid control method, and will not be elaborated here.

[0076] In specific practice, the vehicle drive anti-skid control device calculates the linear velocity acceleration of each wheel based on the wheel speed sensor signal. If the linear velocity of one of the wheels is significantly lower than that of the other wheels, or the acceleration suddenly drops but the acceleration is not 0, the wheel is slipping. Further, if the linear velocity of one of the wheels is significantly lower than that of the other wheels, and the acceleration suddenly tends to 0, the wheel is locked. When the wheels of the target vehicle are slipping or locked, it can be determined that the motion state of the wheels of the target vehicle is abnormal. When the motion state of the wheels of the target vehicle is abnormal, the drive anti-skid control strategy of the target vehicle is determined according to the road surface type. The drive anti-skid control strategy includes: a first drive anti-skid control strategy that matches a dry road, or a second drive anti-skid control strategy that matches a low-adhesion road, wherein the low-adhesion road is a wet and slippery road, a gravel road, or a rainy and snowy road.

[0077] The first driving anti-skid control strategy is used to adjust the brake pressure of the target vehicle. Specifically, when the target vehicle is driving on a dry road, the vehicle driving anti-skid control device adjusts the brake pressure according to the vehicle speed change and wheel speed difference of the target vehicle. For example, a vehicle speed threshold is set, such as 60km / h. When the vehicle speed is lower than the vehicle speed threshold, the brake pressure is increased; when it is higher than the vehicle speed threshold, the brake force is reduced to avoid excessive braking of the wheels and skidding.

[0078] The second driving anti-skid control strategy is used to adjust the braking pressure and driving force of the target vehicle, specifically:

[0079] 1) When the target vehicle is driving on a slippery road, if the wheels of the target vehicle slip, the vehicle driving anti-skid control device controls to reduce the wheel braking pressure, reduce the torque, and send a signal to the drive system to reduce the engine torque, reduce the driving force, limit relative sliding, and increase the friction coefficient. If the wheels of the target vehicle are locked, the vehicle driving anti-skid control device controls to reduce the wheel braking pressure, reduce the torque, release the wheel to resume rotation, and send a signal to the drive system to increase the engine torque, increase the driving force, and regain the driving force.

[0080] 2) When the target vehicle is driving on a gravel road, the wheels are prone to slipping and the brakes are prone to locking. The vehicle drive anti-skid control device controls and reduces the braking pressure of the wheels to prevent the wheels from completely locking. The wheels keep a slight rotation to ensure that the wheels maintain some grip during braking and prevent the vehicle from deviating from the route. On soft gravel roads, the wheels are also prone to losing traction. The vehicle drive anti-skid control device controls the engine torque to reduce the driving force of the tire to avoid excessive wheel slippage, and uses the differential to distribute the wheel driving force to ensure that the wheels with better grip have enough driving force.

[0081] 3) When the target vehicle is driving on an icy or snowy road, the wheels are prone to lock. The vehicle drive anti-skid control device will reduce the wheel braking pressure to prevent the wheels from completely locking. On a slippery icy or snowy road, the wheels are prone to lose traction. The vehicle drive anti-skid control device will limit the engine torque output, reduce the tire driving force, and prevent the wheels from excessively slipping.

[0082] It is understandable that the technical solution provided by this embodiment, each module in the vehicle drive anti-skid control device, monitors the motion state and road type of the target vehicle wheel in real time, and dynamically adjusts the drive anti-skid control strategy according to the current road conditions when the wheel motion state is abnormal, effectively solving the problem of unstable traction performance and vehicle loss of control risk caused by fixed driving force distribution in the traditional drive anti-skid system. This method realizes precise control of vehicle power output, improves the adaptability and driving safety of the vehicle under different road conditions, and ensures driving stability and comfort.

[0083] The device in this embodiment, in addition to the above modules, may also include a module for executing any method in any of the above-mentioned vehicle drive anti-skid control method embodiments.

[0084] It should be noted that the above modules and corresponding steps implement the same examples and application scenarios, but are not limited to the contents disclosed in the above embodiments. It should be noted that the above modules, as part of the device, can be run in the implementation of Figure 1 In the system of the method shown, it can be implemented by software or by hardware, wherein the hardware environment includes a network environment.

[0085] According to another aspect of the embodiment of the present application, a vehicle for implementing the above-mentioned vehicle drive anti-skid control method is also provided. The vehicle may be a server, a terminal, or a combination thereof.

[0086] According to another embodiment of the present application, a vehicle is also provided. Figure 4 , Figure 4 is a structural block diagram of an optional vehicle provided in an embodiment of the present application, such as Figure 4 As shown, the vehicle may include: a processor 1501 , a communication interface 1502 , a memory 1503 and a communication bus 1504 , wherein the processor 1501 , the communication interface 1502 , and the memory 1503 communicate with each other via the communication bus 1504 .

[0087] Memory 1503, used for storing computer programs;

[0088] The processor 1501 is used to implement the following steps when executing the program stored in the memory 1503:

[0089] Step S201, obtaining the motion state of the wheels and the road type of the target vehicle during the current road driving process;

[0090] Step S202, when it is determined that the motion state of the wheels of the target vehicle is abnormal, determining a driving anti-skid control strategy of the target vehicle according to the road surface type, wherein the driving anti-skid control strategy is used to adjust the power of the target vehicle;

[0091] Step S203, executing the driving anti-skid control strategy to improve the motion state of the wheels of the target vehicle during driving on the current road surface.

[0092] It is understandable that the technical solution provided in this embodiment, the vehicle processor, by real-time monitoring the motion state of the target vehicle wheel and the road type, and dynamically adjusting the drive anti-skid control strategy according to the current road conditions when the wheel motion state is abnormal, effectively solves the problem of unstable traction performance and vehicle loss of control risk caused by fixed driving force distribution in the traditional drive anti-skid system. This method realizes precise control of vehicle power output, improves the adaptability and driving safety of the vehicle under different road conditions, and ensures driving stability and comfort.

[0093] Optionally, in this embodiment, the above-mentioned communication bus can be a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus. The communication interface is used for communication between the above-mentioned electronic device and other devices.

[0094] The memory may include a random access memory (RAM) or a non-volatile memory (NVM), such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0095] The above-mentioned processor can be a general-purpose processor, which can include but not be limited to: CPU (Central Processing Unit), NP (Network Processor), etc.; it can also be DSP (Digital Signal Processor), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0096] An embodiment of the present application further provides a computer-readable storage medium, the storage medium including a stored program, wherein the method steps of the above method embodiment are executed when the program is run.

[0097] Optionally, in this embodiment, the storage medium may include but is not limited to: a U disk, a ROM, a RAM, a mobile hard disk, a magnetic disk or an optical disk, and other media that can store program codes.

[0098] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0099] If the integrated units in the above embodiments are implemented in the form of software functional units and sold or used as independent products, they can be stored in the above computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling one or more computer devices (which can be personal computers, servers or network devices, etc.) to execute all or part of the steps of the methods of each embodiment of the present application.

[0100] In the above embodiments of the present application, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0101] In the several embodiments provided in the present application, it should be understood that the disclosed client can be implemented in other ways. Among them, the device embodiments described above are only schematic, for example, the division of units is only a logical function division, and there may be other division methods in actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0102] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution provided in this embodiment.

[0103] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0104] The above are only preferred implementations of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A vehicle driving anti-skid control method, characterized in that: include: Obtain the motion state of the wheels and the road type of the target vehicle during its current road driving process; When it is determined that the motion state of the wheels of the target vehicle is abnormal, determining a driving anti-skid control strategy of the target vehicle according to the road surface type, wherein the driving anti-skid control strategy is used to adjust the power of the target vehicle; The driving anti-skid control strategy is executed to improve the motion state of the wheels of the target vehicle during driving on the current road surface.

2. The vehicle driving anti-skid control method according to claim 1, characterized in that: Determining the driving anti-skid control strategy of the target vehicle according to the road surface type includes: When the road surface type is a dry road, determining that the driving anti-skid control strategy of the target vehicle is a first driving anti-skid control strategy matching a dry road, wherein the first driving anti-skid control strategy is used to adjust the braking pressure of the target vehicle; When the road surface type is a low-adhesion road, the driving anti-skid control strategy of the target vehicle is determined to be a second driving anti-skid control strategy matching the low-adhesion road, wherein the second driving anti-skid control strategy is used to adjust the braking pressure and driving force of the target vehicle, and the low-adhesion road is a wet and slippery road, a gravel road, or a rainy and snowy road.

3. The vehicle driving anti-skid control method according to claim 2, characterized in that: When the driving anti-skid control strategy is the first driving anti-skid control strategy, executing the driving anti-skid control strategy includes: When the speed of the target vehicle is greater than or equal to a preset speed threshold, reducing the braking pressure; When the speed of the target vehicle is less than a preset speed threshold, the braking pressure is increased.

4. The vehicle driving anti-skid control method according to claim 2, characterized in that: When the driving anti-skid control strategy is the second driving anti-skid control strategy, executing the driving anti-skid control strategy includes: When the road surface type is a gravel road or a rainy and snowy road, reducing the braking pressure and the driving force; When the road surface type is a slippery road and the wheels of the target vehicle slip, reducing the braking pressure and the driving force; When the road surface type is a slippery road and the wheels of the target vehicle are locked, the braking pressure is reduced and the driving force is increased.

5. The vehicle driving anti-skid control method according to claim 1, characterized in that: Get the road type of the target vehicle during its current driving process, including: Obtaining a slip ratio between the wheels of the target vehicle and the current road surface, wherein the slip ratio is used to characterize the degree of relative sliding between the wheels and the ground during vehicle driving; Determining the adhesion coefficient of the current road surface according to the slip rate, wherein the adhesion coefficient is used to characterize the adhesion ability of the tire on the current road surface; The road surface type of the current road surface is determined according to the adhesion coefficient, and different adhesion coefficients correspond to different road surface types.

6. The vehicle driving anti-skid control method according to claim 1, characterized in that: The step of obtaining the motion state of the wheels of the target vehicle during the current road driving process includes: Obtaining the linear velocity and acceleration of all wheels of the target vehicle; When the linear velocity of the target wheel is lower than that of other wheels, and the acceleration decreases but is not 0, the target wheel motion state of the target vehicle is slipping; When the linear velocity of the target wheel is lower than that of other wheels and the acceleration is 0, the motion state of the target wheel of the target vehicle is locked.

7. The vehicle driving anti-skid control method according to claim 1, characterized in that: The determining that the motion state of the wheel of the target vehicle is abnormal includes: When the motion state of the wheels of the target vehicle is slipping and / or locking, it is determined that the motion state of the wheels of the target vehicle is abnormal.

8. A vehicle driving anti-skid control device, characterized in that: include: A data acquisition module, used to acquire the motion state of the wheels and the road type of the target vehicle during its current road driving process; a strategy determination module, configured to determine a driving anti-skid control strategy for the target vehicle according to the road surface type when it is determined that the motion state of the wheels of the target vehicle is abnormal, wherein the driving anti-skid control strategy is used to adjust the power of the target vehicle; The strategy execution module is used to execute the driving anti-skid control strategy, so as to improve the motion state of the wheels of the target vehicle during driving on the current road surface.

9. A vehicle comprising a processor, a communication interface, a memory and a communication bus, wherein: The processor, the communication interface and the memory communicate with each other via the communication bus, wherein: The memory is used to store computer programs; The processor is used to execute the vehicle driving anti-skid control method according to any one of claims 1 to 7 by running the computer program stored in the memory.

10. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, wherein the computer program is configured to execute the vehicle driving anti-skid control method according to any one of claims 1 to 7 when running.

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