Wheel control method, electronic device and vehicle

Abstract

The present disclosure relates to the field of vehicle control, and provides a wheel control method, electronic device and vehicle, including: monitoring the actual slip rate of the vehicle, and obtaining the actual yaw rate of the vehicle in response to the actual slip rate satisfying a preset slip rate control condition; determining that the vehicle has understeering in response to the actual yaw rate being less than a preset target yaw rate, and determining an initial target slip rate; determining a target descent gradient according to the actual yaw rate, the target yaw rate and the initial target slip rate; performing a difference process between the actual slip rate and the target descent gradient to obtain a target slip rate, and when the vehicle has understeering, controlling and adjusting the actual slip rate of the vehicle according to the target descent gradient to obtain a target slip rate sufficient to support the vehicle to travel stably. The vehicle driving wheels are controlled according to the target slip rate to control the vehicle to travel stably, thereby reducing potential safety hazards during driving and improving driving safety.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control, and in particular to a wheel control method, electronic equipment and a vehicle. Background Art

[0002] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. During the driving process of a vehicle, due to the influence of the road environment on which the vehicle is located or the reasons of the wheel system itself, such as rainy and snowy weather or wheel system failure, there may be a problem of understeering when the vehicle turns.

[0003] If the wheels understeer during vehicle driving, it means that the lateral adhesion of the wheels is severely insufficient, resulting in poor vehicle stability and a safety hazard. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to propose a wheel control method, an electronic device and a vehicle, so as to solve the problem that if the wheel understeers during the current vehicle driving process, it means that the lateral adhesion of the wheel is seriously insufficient, resulting in poor vehicle stability and safety hazards.

[0005] Based on the above purpose, a first aspect of the present disclosure provides a method for controlling a wheel, the method comprising:

[0006] monitoring an actual slip rate of the vehicle, and acquiring an actual yaw rate of the vehicle in response to the actual slip rate satisfying a preset slip rate control condition;

[0007] In response to the actual yaw rate being less than a preset target yaw rate, determining that the vehicle has understeering, and determining an initial target slip rate;

[0008] determining a target descent gradient according to the actual yaw rate, the target yaw rate and the initial target slip rate;

[0009] The actual slip ratio is subtracted from the target descent gradient to obtain a target slip ratio, and the vehicle driving wheels are controlled according to the target slip ratio.

[0010] Based on the same inventive concept, the second aspect of the present disclosure provides a wheel control device, the device comprising:

[0011] a monitoring module configured to monitor an actual slip rate of the vehicle, and in response to the actual slip rate satisfying a preset slip rate control condition, obtain an actual yaw rate of the vehicle;

[0012] an initial target slip rate control module, configured to determine that the vehicle has understeering in response to the actual yaw rate being less than a preset target yaw rate, and to determine an initial target slip rate;

[0013] a target descent gradient determination module, configured to determine a target descent gradient according to the actual yaw rate, the target yaw rate and the initial target slip rate;

[0014] The vehicle driving wheel control module is configured to perform a subtraction process on the actual slip ratio and the target descent gradient to obtain a target slip ratio, and control the vehicle driving wheel according to the target slip ratio.

[0015] Based on the same inventive concept, the third aspect of the present disclosure proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the wheel control method as described above when executing the computer program.

[0016] Based on the same inventive concept, a fourth aspect of the present disclosure proposes a non-transitory computer-readable storage medium, which stores computer instructions for causing a computer to execute the wheel control method as described above.

[0017] Based on the same inventive concept, the fifth aspect of the present disclosure provides a vehicle, comprising the wheel control device described in the second aspect or the electronic device described in the third aspect or the storage medium described in the fourth aspect.

[0018] As can be seen from the above, the present disclosure proposes a wheel control method, an electronic device and a vehicle, which monitor the actual slip rate of the vehicle, and in response to the actual slip rate satisfying the preset slip rate control condition, the vehicle slip rate needs to be controlled at this time. The actual yaw rate of the vehicle is obtained, and in response to the actual yaw rate being less than the preset target yaw rate, it is determined that the vehicle has understeering, and the slip rate needs to be reduced to avoid the problem of unstable vehicle driving. The initial target slip rate is determined, and the target descent gradient is determined according to the actual yaw rate, the target yaw rate and the initial target slip rate, so as to control the actual slip rate according to the target descent gradient in the future. The actual slip rate is subtracted from the target descent gradient to obtain a target slip rate. When the vehicle has understeering, the actual slip rate of the vehicle is controlled and adjusted according to the target descent gradient to obtain a target slip rate sufficient to support the stable driving of the vehicle. The vehicle driving wheel is controlled according to the target slip rate to control the vehicle to drive stably, reduce the potential safety hazards during driving, and improve the driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 is a flow chart of a method for controlling a wheel according to an embodiment of the present disclosure;

[0021] Figure 2 is a structural block diagram of a wheel control device according to an embodiment of the present disclosure;

[0022] Figure 3 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0024] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0025] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. The goal of driving anti-skid is mainly to obtain the best wheel adhesion by controlling the driving slip rate and improve the power and stability under wheel slip conditions.

[0026] During the current drive slip control process, the wheels understeer, which means that the lateral adhesion of the wheels is seriously insufficient, resulting in poor vehicle stability and a safety hazard.

[0027] Based on the above description, this embodiment proposes a wheel control method, such as Figure 1 As shown, the method includes:

[0028] Step 101 : monitoring an actual slip rate of a vehicle, and in response to the actual slip rate satisfying a preset slip rate control condition, acquiring an actual yaw angular velocity of the vehicle.

[0029] During specific implementation, the actual slip rate of the vehicle is monitored to determine whether the actual slip rate satisfies a preset slip rate control condition, wherein the preset slip rate control condition includes that the actual slip rate exceeds a preset slip rate threshold for a preset number of consecutive cycles, or the actual slip rate does not exceed the preset slip rate threshold, but the growth rate of the actual slip rate exceeds the preset growth rate threshold for a preset number of consecutive cycles.

[0030] Exemplarily, the preset slip rate threshold is 20%, and the preset number is 3. If the actual slip rate of the vehicle is greater than 20% for three consecutive cycles, it is determined that the actual slip rate of the vehicle meets the preset slip rate control condition.

[0031] In another example, the preset growth rate threshold is 2%, the preset slip rate threshold is 20%, and the preset number is 3. By monitoring the actual slip rate of the vehicle, if the growth rate of the actual slip rate is greater than 2% for three consecutive cycles, it is determined that the actual slip rate of the vehicle meets the preset slip rate control condition.

[0032] If it is determined that the actual slip rate satisfies the preset slip rate control condition, the actual yaw angular velocity of the vehicle is obtained.

[0033] Step 102 : In response to the actual yaw rate being less than a preset target yaw rate, it is determined that the vehicle has understeering, and an initial target slip rate is determined.

[0034] In a specific implementation, a preset target yaw rate is obtained, and the actual yaw rate is compared with the target yaw rate. If the actual yaw rate is less than the target yaw rate, it indicates that the vehicle has an understeering phenomenon, and an initial target slip rate is determined, wherein the determination process of the initial target slip rate specifically includes:

[0035] The vehicle speed and the current road adhesion coefficient of the vehicle are obtained, and a database is searched according to the vehicle speed and the current road adhesion coefficient to obtain an initial target slip rate corresponding to the vehicle speed and the current road adhesion coefficient.

[0036] The database pre-stores a correspondence between vehicle speed, road adhesion coefficient and initial target slip rate, wherein the correspondence satisfies that the higher the vehicle speed, the lower the initial target slip rate, and the higher the road adhesion coefficient, the higher the initial target slip rate.

[0037] Step 103 : determining a target descent gradient according to the actual yaw rate, the target yaw rate and the initial target slip rate.

[0038] In a specific implementation, a target decreasing gradient corresponding to the slip rate is determined according to the actual yaw rate, the target yaw rate and the initial target slip rate determined in the above steps, wherein the target decreasing gradient is a gradient value by which the actual slip rate of the vehicle needs to be reduced.

[0039] Step 104 , performing a subtraction process on the actual slip ratio and the target descent gradient to obtain a target slip ratio, and controlling the vehicle driving wheels according to the target slip ratio.

[0040] In specific implementation, the actual slip rate is subtracted from the target descent gradient to calculate the difference between the actual slip rate and the target descent gradient, and the difference is the target slip rate, that is, the slip rate that the vehicle needs to achieve.

[0041] The vehicle drive wheels are controlled according to the target slip rate, and the vehicle drive wheels include outer drive wheels and inner drive wheels. The inner drive wheels refer to the drive wheels in the same direction as the vehicle when the vehicle is turning, and the outer drive wheels refer to the drive wheels located on the outside of the vehicle when the vehicle is turning.

[0042] Exemplarily, when the vehicle turns to the right, the right driving wheel of the vehicle is the inner driving wheel, and the left driving wheel of the vehicle is the outer driving wheel.

[0043] Through the above scheme, the actual slip rate of the vehicle is monitored, and in response to the actual slip rate satisfying the preset slip rate control condition, the slip rate of the vehicle needs to be controlled. The actual yaw rate of the vehicle is obtained, and in response to the actual yaw rate being less than the preset target yaw rate, it is determined that the vehicle has understeering, and the slip rate needs to be reduced to avoid the problem of unstable driving of the vehicle. The initial target slip rate is determined, and the target descent gradient is determined according to the actual yaw rate, the target yaw rate and the initial target slip rate, so that the actual slip rate can be controlled according to the target descent gradient in the future. The actual slip rate is subtracted from the target descent gradient to obtain the target slip rate. When the vehicle has understeering, the actual slip rate of the vehicle is controlled and adjusted according to the target descent gradient to obtain the target slip rate sufficient to support the stable driving of the vehicle. The driving wheels of the vehicle are controlled according to the target slip rate to control the stable driving of the vehicle, reduce the potential safety hazards during driving, and improve the driving safety.

[0044] In some embodiments, the method for determining the target yaw angular velocity in step 102 specifically includes:

[0045] Obtaining a front wheel turning angle and a rear wheel turning angle of the vehicle, performing a difference processing on the front wheel turning angle and the rear wheel turning angle to obtain a turning angle difference;

[0046] The vehicle speed and the vehicle wheelbase are obtained, and a target yaw rate is determined according to the turning angle difference, the vehicle speed and the turning angle difference, wherein the target yaw rate is expressed by the formula:

[0047]

[0048] in, is the target yaw rate, is the vehicle speed, is the vehicle wheelbase, is a constant value, is the angle difference, is the front wheel turning angle, is the rear wheel turning angle.

[0049] In some embodiments, step 103 specifically includes:

[0050] Step 1031: Determine an understeering degree factor according to the actual yaw rate and the target yaw rate.

[0051] Step 1032: According to the initial target slip ratio and the understeering degree factor, a target descent gradient corresponding to the initial target slip ratio and the understeering degree factor is searched and determined.

[0052] In a specific implementation, an understeering degree factor is determined according to the actual yaw angular velocity and the target yaw angular velocity, wherein the understeering degree factor is used to indicate the current understeering degree.

[0053] A database is searched according to the initial target slip ratio and the understeering degree factor to obtain a target descent gradient corresponding to the initial target slip ratio and the understeering degree factor, wherein the database stores a correspondence between the initial target slip ratio, the understeering degree factor and the descent gradient, and the correspondence satisfies that the larger the initial target slip ratio, the larger the descent gradient, and the larger the understeering degree factor, the larger the descent gradient.

[0054] Through the above scheme, the target descent gradient is determined according to the initial target slip rate and the understeering degree factor. The determination process of the target descent gradient takes into account both the initial target slip rate and the understeering degree factor, and the determination of the target descent gradient is more accurate.

[0055] In some embodiments, step 1031 specifically includes:

[0056] Step 10311: perform a difference process on the actual yaw angular velocity and the target yaw angular velocity to obtain a current yaw angular velocity difference corresponding to the current cycle.

[0057] Step 10312: Obtain a historical yaw rate difference corresponding to a cycle before the current cycle, and determine a yaw rate change rate according to the current yaw rate difference and the historical yaw rate difference.

[0058] Step 10313, obtaining the current road adhesion coefficient, and determining the understeering degree factor according to the yaw angular velocity change rate and the current road adhesion coefficient.

[0059] In a specific implementation, the actual yaw rate and the target yaw rate are subjected to difference processing, that is, the difference between the actual yaw rate and the target yaw rate is calculated, and the difference is the current yaw rate difference corresponding to the current cycle.

[0060] Obtain a historical yaw rate difference corresponding to a previous cycle of a current cycle, and determine a yaw rate change rate according to the current yaw rate difference and the historical yaw rate difference. The yaw rate change rate is determined in the following manner:

[0061] The current yaw rate difference and the historical yaw rate difference are subjected to difference processing to obtain a first difference. The first difference and the historical yaw rate difference are subjected to ratio processing, and the obtained ratio is the yaw rate change rate.

[0062] Exemplarily, the current yaw rate difference is 20, and the historical yaw rate difference is 15, then the current yaw rate difference and the historical yaw rate difference are subtracted to obtain a first difference of 5. The ratio of the first difference to the historical yaw rate difference is calculated to be 25%, and the yaw rate change rate is 25%.

[0063] The current road adhesion coefficient is obtained, and a database is searched according to the yaw angular velocity change rate and the current road adhesion coefficient to obtain an understeering degree factor corresponding to the yaw angular velocity change rate and the current road adhesion coefficient, wherein the database stores a correspondence between the yaw angular velocity change rate, the road adhesion coefficient and the understeering degree factor, and the correspondence satisfies that the greater the yaw angular velocity change rate, the greater the understeering degree factor, and the greater the road adhesion coefficient, the smaller the understeering degree factor.

[0064] Through the above scheme, the understeering degree factor is determined according to the yaw angular velocity change rate and the current road adhesion coefficient. The understeering degree factor is determined by taking both the yaw angular velocity change rate and the current road adhesion coefficient into consideration, so the understeering degree factor is determined more accurately.

[0065] In some embodiments, after obtaining the yaw rate change rate, the yaw rate change rate may be filtered, and then the understeering degree factor is determined by searching the database based on the filtered value and the current road adhesion coefficient. By filtering the data to eliminate data glitches, the understeering degree factor determined subsequently is more accurate. In this embodiment, the filtering process adopts a first-order filtering method.

[0066] In some embodiments, step 104 specifically includes:

[0067] Step 1041, obtaining the structural type of the vehicle driving wheel.

[0068] Step 1042: Controlling the outer drive wheel of the vehicle according to the structure type and the target slip ratio, wherein the outer drive wheel of the vehicle is a drive wheel located on the outer side of the vehicle relative to the steering direction when the vehicle is turning.

[0069] In a specific implementation, the structural type of the vehicle driving wheel is obtained, wherein the structural type is a coaxial differential structure or an independent drive structure. The coaxial differential is a mechanism that enables the left and right (or front and rear) driving wheels to rotate at different speeds. It is mainly composed of left and right half-shaft gears, two planetary gears and a gear rack. When the car turns or drives on an uneven road, the left and right wheels roll at different speeds, that is, the driving wheels on both sides are ensured to perform pure rolling motion. The independent drive structure uses a number of independently controlled motors to drive the wheels of the car separately, and there is no mechanical transmission link between the wheels.

[0070] In this embodiment, controlling the vehicle driving wheels refers to controlling the outer driving wheels of the vehicle, while the inner driving wheels of the vehicle remain unchanged. Therefore, according to the structure type and the target slip rate, the outer driving wheels of the vehicle are controlled so that the vehicle slip rate is reduced to the target slip rate.

[0071] Through the above scheme, the outer drive wheel of the vehicle is controlled according to the structural type, so that the actual slip rate of the vehicle is reduced to the target slip rate. Different control methods are adopted for different structural types, so that the control of the outer drive wheel of the vehicle is more consistent with its structural type and meets the requirements of different drive wheel structural types.

[0072] In some embodiments, step 1042 specifically includes:

[0073] Step 10421, in response to the structure type being a coaxial differential structure, controlling the braking force of the outer drive wheel of the vehicle to increase so that the actual slip rate of the vehicle is reduced to the target slip rate.

[0074] or,

[0075] Step 10422: In response to the structure type being an independent drive structure, the driving torque of the outer drive wheels of the vehicle is controlled to be reduced so that the actual slip rate of the vehicle is reduced to the target slip rate.

[0076] In specific implementation, if the structure type of the vehicle driving wheel is a coaxial differential structure, the driving wheel does not reduce the driving torque, and the braking force of the outer driving wheel of the vehicle is increased by controlling the actual slip rate of the vehicle to be reduced to the target slip rate.

[0077] If the structure type of the vehicle driving wheel is an independent drive structure, the driving torque of the outer driving wheel of the vehicle is controlled to be reduced, thereby reducing the actual slip rate of the vehicle to the target slip rate.

[0078] Through the above scheme, different control methods are adopted for different structural types, and the control of the outer drive wheels of the vehicle is more precise, which can achieve the purpose of reducing the actual slip rate of the vehicle to the target slip rate, thereby improving driving stability.

[0079] In some embodiments, step 104 specifically includes:

[0080] Step 104A: monitoring an understeering degree factor, wherein the understeering degree factor is a factor determined according to an actual yaw rate and a target yaw rate.

[0081] Step 104B: in response to the understeering degree factor at the target time being less than a preset threshold value, and the slip ratio at the target time being greater than a target slip ratio, determining a target attenuation gradient factor.

[0082] Step 104C, determining a target attenuation control time, controlling the slip rate at the target moment to continuously reduce the target attenuation control time according to the target attenuation gradient factor, and obtaining a new target slip rate.

[0083] Step 104D: Control the vehicle drive wheels according to the new target slip ratio.

[0084] In a specific implementation, in the process of controlling the vehicle driving wheels according to the target slip ratio, the understeering degree factor is constantly monitored, and there may be a situation where the understeering degree factor gradually decreases.

[0085] If at the target time, the understeering degree factor is less than the preset threshold, and the vehicle slip rate at the target time is still greater than the target slip rate, the vehicle slip rate should be further reduced to maintain the stable driving of the vehicle. However, since the understeering degree factor has been reduced to the minimum value, the target attenuation gradient factor is introduced. In this embodiment, the preset threshold is 0.

[0086] Determine a target attenuation gradient factor and a target attenuation control time, control the slip rate at the target moment to continuously reduce the target attenuation control time according to the target attenuation gradient factor, and obtain a new target slip rate, that is, within the target attenuation duration, the slip rate at the target moment is reduced according to the target attenuation gradient factor.

[0087] The vehicle driving wheels are controlled according to the new target slip ratio. Specifically, the vehicle driving wheels are controlled according to the structure type and the new target slip ratio. Specifically, the vehicle driving wheels are controlled as follows:

[0088] If the vehicle drive wheel structure type is a coaxial differential structure, the drive wheel does not reduce the driving torque, and the braking force of the outer drive wheel of the vehicle is increased by controlling the actual slip rate of the vehicle to be reduced to the new target slip rate.

[0089] If the structure type of the vehicle driving wheel is an independent drive structure, the driving torque of the outer driving wheel of the vehicle is controlled to be reduced, thereby reducing the actual slip rate of the vehicle to the new target slip rate.

[0090] Through the above scheme, after the understeering degree factor has been reduced to zero, the actual slip rate of the vehicle can be further controlled to decrease through the attenuation gradient, thereby ensuring driving stability.

[0091] In some embodiments, when the target slip rate at the control target moment is continuously reduced according to the target attenuation gradient factor for the target attenuation control time, after a new target slip rate is obtained, it is determined whether the new target slip rate is less than a preset slip rate threshold.

[0092] If the new target slip ratio is greater than or equal to the preset slip ratio threshold, the vehicle drive wheels may be controlled according to the new target slip ratio. If the new target slip ratio is less than the preset slip ratio threshold, the vehicle drive wheels may be controlled according to the preset slip ratio threshold.

[0093] For example, the preset slip rate threshold is 10%. If the new target slip rate is determined to be 15%, the vehicle drive wheels may be controlled to reduce the vehicle slip rate to 15%. If the new target slip rate is 8%, the vehicle drive wheels may be controlled to reduce the vehicle slip rate to 10%.

[0094] Through the above scheme, by judging the new target slip rate determined by the attenuation gradient, it is avoided that the new target slip rate is too low, which causes the vehicle to slip, thereby reducing safety hazards and improving driving safety.

[0095] In some embodiments, step 104C specifically includes:

[0096] Step 104C1, obtaining the yaw angular velocity and the road adhesion coefficient at the target time.

[0097] Step 104C2, determining a target attenuation control time according to the target yaw rate and the target road adhesion coefficient.

[0098] In a specific implementation, the target moment road adhesion coefficient and the target moment yaw angular velocity of the vehicle at the target moment are obtained, and a database is searched according to the target moment yaw angular velocity and the target moment road adhesion coefficient to obtain a target attenuation control time corresponding to the target moment yaw angular velocity and the target moment road adhesion coefficient.

[0099] The database stores the corresponding relationship between the yaw angular velocity, the road adhesion coefficient and the attenuation control time, and the corresponding relationship satisfies that the greater the yaw angular velocity, the longer the attenuation control time, and the smaller the road adhesion coefficient, the longer the attenuation control time.

[0100] Through the above scheme, the target attenuation control time is determined according to the current yaw rate and the current road adhesion coefficient. The determination process of the target attenuation control time takes into account both the current yaw rate and the current road adhesion coefficient, and the determination of the target attenuation control time is more accurate.

[0101] In some embodiments, step 104D further includes:

[0102] Step A: obtaining a preset growth gradient.

[0103] Step B: controlling the vehicle slip rate to recover from the new target slip rate to the initial target slip rate according to the preset growth gradient.

[0104] In specific implementation, when the slip rate at the target moment continues to decrease according to the target attenuation gradient factor for the target attenuation control time, that is, the vehicle drive wheels are controlled according to the new target slip rate so that the vehicle slip rate is reduced to the new target slip rate. This indicates that the vehicle can travel stably and obtain the preset growth gradient.

[0105] According to the preset growth gradient, the vehicle slip ratio is controlled to recover from the new target slip ratio to the initial target slip ratio, wherein the initial target slip ratio is a slip ratio determined by searching a database according to the vehicle speed and the road adhesion coefficient.

[0106] Through the above scheme, after ensuring that the vehicle has been driving stably, in order to ensure the vehicle's power, the vehicle's slip rate is controlled according to a preset growth gradient to gradually recover to the slip rate corresponding to the current driving environment and vehicle speed, so that while ensuring vehicle stability, the vehicle's power is taken into account, thereby improving the user's car experience.

[0107] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0108] It should be noted that the above describes some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0109] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a wheel control device.

[0110] refer to Figure 2 , Figure 2 The wheel control device of the embodiment includes:

[0111] The monitoring module 201 is configured to monitor an actual slip rate of the vehicle, and obtain an actual yaw rate of the vehicle in response to the actual slip rate satisfying a preset slip rate control condition;

[0112] The initial target slip rate control module 202 is configured to determine that the vehicle has understeering in response to the actual yaw rate being less than a preset target yaw rate, and determine an initial target slip rate;

[0113] a target descent gradient determination module 203, configured to determine a target descent gradient according to the actual yaw rate, the target yaw rate and the initial target slip rate;

[0114] The vehicle driving wheel control module 204 is configured to perform a subtraction process between the actual slip ratio and the target descent gradient to obtain a target slip ratio, and control the vehicle driving wheel according to the target slip ratio.

[0115] In some embodiments, the target descent gradient determination module 203 specifically includes:

[0116] an understeering degree factor determining unit, configured to determine an understeering degree factor according to the actual yaw rate and the target yaw rate;

[0117] The target descent gradient determining unit is configured to search and determine a target descent gradient corresponding to the initial target slip ratio and the understeering degree factor according to the initial target slip ratio and the understeering degree factor.

[0118] In some embodiments, the understeering degree factor determination unit is specifically configured as follows:

[0119] Performing a difference processing on the actual yaw angular velocity and the target yaw angular velocity to obtain a current yaw angular velocity difference corresponding to a current period;

[0120] Acquire a historical yaw rate difference corresponding to a period before a current period, and determine a yaw rate change rate according to the current yaw rate difference and the historical yaw rate difference;

[0121] A current road adhesion coefficient is obtained, and an understeering degree factor is determined according to the yaw angular velocity change rate and the current road adhesion coefficient.

[0122] In some embodiments, the vehicle drive wheel control module 204 specifically includes:

[0123] a structure type determination unit configured to obtain a structure type of a vehicle driving wheel;

[0124] The control unit is configured to control the outer drive wheel of the vehicle according to the structure type and the target slip ratio, wherein the outer drive wheel of the vehicle is a drive wheel located on the outer side of the vehicle relative to the steering direction when the vehicle is turning.

[0125] In some embodiments, the control unit is specifically configured to:

[0126] In response to the structure type being a coaxial differential structure, controlling the braking force of the outer drive wheel of the vehicle to increase so that the actual slip ratio of the vehicle is reduced to the target slip ratio; or,

[0127] In response to the structure type being an independent drive structure, the driving torque of the outer drive wheels of the vehicle is controlled to be reduced so that the actual slip ratio of the vehicle is reduced to the target slip ratio.

[0128] In some embodiments, the vehicle drive wheel control module 204 specifically includes:

[0129] a monitoring unit configured to monitor an understeering degree factor, wherein the understeering degree factor is a factor determined according to an actual yaw rate and a target yaw rate;

[0130] a target attenuation gradient factor determination unit, configured to determine a target attenuation gradient factor in response to the understeering degree factor at a target moment being less than a preset threshold and the slip ratio at the target moment being greater than a target slip ratio;

[0131] a target decay control time determination unit configured to determine a target decay control time, control the slip rate at a target moment to continuously reduce the target decay control time according to the target decay gradient factor, and obtain a new target slip rate;

[0132] The control unit is configured to control the vehicle driving wheels according to the new target slip ratio.

[0133] In some embodiments, the target attenuation control time determination unit is specifically configured as follows:

[0134] Obtaining the yaw angular velocity and the road adhesion coefficient at the target time;

[0135] A target attenuation control time is determined according to the target yaw rate and the target road adhesion coefficient.

[0136] In some embodiments, the vehicle driving wheel control module 204 further includes a recovery unit, and the recovery unit is specifically configured as follows:

[0137] Get the preset growth gradient;

[0138] According to the preset growth gradient, the vehicle slip ratio is controlled to recover from the new target slip ratio to the initial target slip ratio.

[0139] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0140] The device of the above embodiment is used to implement the corresponding wheel control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0141] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the wheel control method described in any of the above embodiments is implemented.

[0142] Figure 3A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0143] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0144] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0145] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0146] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0147] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0148] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0149] The electronic device of the above embodiment is used to implement the corresponding wheel control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0150] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the wheel control method described in any of the above embodiments.

[0151] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0152] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the wheel control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0153] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the wheel control device in the above-mentioned embodiment, the electronic device in the above-mentioned embodiment, and the computer-readable storage medium in the above-mentioned embodiment, and the vehicle equipment implements the wheel control method described in any of the above embodiments.

[0154] The vehicle of the above-mentioned embodiment is used to implement the wheel control method described in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0155] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0156] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0157] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0158] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0159] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0160] In addition, to simplify the description and discussion, and in order not to obscure the embodiments of the present disclosure, known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in the form of block diagrams to avoid obscuring the embodiments of the present disclosure, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure are to be implemented (i.e., these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure may be implemented without these specific details or with variations in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0161] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0162] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the protection scope of the present disclosure.

Claims

1. A wheel control method, characterized in that: include: monitoring an actual slip rate of the vehicle, and acquiring an actual yaw rate of the vehicle in response to the actual slip rate satisfying a preset slip rate control condition; In response to the actual yaw rate being less than a preset target yaw rate, determining that the vehicle has understeering, and determining an initial target slip rate; determining a target descent gradient according to the actual yaw rate, the target yaw rate and the initial target slip rate; Subtracting the actual slip ratio from the target descent gradient to obtain a target slip ratio, and controlling the vehicle driving wheels according to the target slip ratio; The controlling the vehicle driving wheels according to the target slip ratio comprises: Get the structure type of the vehicle's driving wheel; Controlling the outer drive wheel of the vehicle according to the structure type and the target slip ratio, wherein the outer drive wheel of the vehicle is a drive wheel located on the outer side of the vehicle relative to the steering direction when the vehicle is turning; The controlling of the outer driving wheel of the vehicle according to the structure type and the target slip ratio includes: In response to the structure type being a coaxial differential structure, controlling the braking force of the outer drive wheel of the vehicle to increase so that the actual slip ratio of the vehicle is reduced to the target slip ratio; or, In response to the structure type being an independent drive structure, the driving torque of the outer drive wheels of the vehicle is controlled to be reduced so that the actual slip ratio of the vehicle is reduced to the target slip ratio.

2. The method according to claim 1, characterized in that The determining the target descent gradient according to the actual yaw rate, the target yaw rate and the initial target slip rate comprises: determining an understeering degree factor according to the actual yaw angular velocity and the target yaw angular velocity; According to the initial target slip ratio and the understeering degree factor, a target descent gradient corresponding to the initial target slip ratio and the understeering degree factor is searched and determined.

3. The method according to claim 2, characterized in that The determining of the understeering degree factor according to the actual yaw angular velocity and the target yaw angular velocity comprises: Performing a difference processing on the actual yaw angular velocity and the target yaw angular velocity to obtain a current yaw angular velocity difference corresponding to a current period; Acquire a historical yaw rate difference corresponding to a period before a current period, and determine a yaw rate change rate according to the current yaw rate difference and the historical yaw rate difference; A current road adhesion coefficient is obtained, and an understeering degree factor is determined according to the yaw angular velocity change rate and the current road adhesion coefficient.

4. The method according to claim 1, characterized in that: The controlling the vehicle driving wheels according to the target slip ratio comprises: monitoring an understeering degree factor, wherein the understeering degree factor is a factor determined according to an actual yaw rate and a target yaw rate; In response to the understeering degree factor at the target time being less than a preset threshold value, and the slip ratio at the target time being greater than a target slip ratio, determining a target attenuation gradient factor; Determine a target attenuation control time, control the slip rate at the target moment to continuously reduce the target attenuation control time according to the target attenuation gradient factor, and obtain a new target slip rate; The vehicle drive wheels are controlled according to the new target slip ratio.

5. The method according to claim 4, characterized in that The step of determining the target attenuation control time comprises: Obtaining the yaw angular velocity and the road adhesion coefficient at the target time; A target attenuation control time is determined according to the target yaw rate and the target road adhesion coefficient.

6. The method according to claim 4, characterized in that After the vehicle driving wheels are controlled according to the new target slip ratio, the method further includes: Get the preset growth gradient; According to the preset growth gradient, the vehicle slip ratio is controlled to recover from the new target slip ratio to the initial target slip ratio.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method according to any one of claims 1 to 6 when executing the program.

8. A vehicle, characterized in that: An electronic device comprising the electronic device described in claim 7.

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