Vehicle control method, device and equipment

Abstract

The invention discloses a vehicle control method, device and equipment, and relates to the technical field of vehicles. The method comprises the following steps that under the condition that the parking braking function of a first vehicle is started, the vehicle speed of the first vehicle and the wheel speed of each wheel are obtained; determining the slip rate of each wheel based on the vehicle speed and the wheel speed of each wheel, wherein the slip rate is used for indicating the slip condition of the wheel in the running process of the first vehicle; road condition information of the road surface where the first vehicle is located is determined based on the slip rate of each wheel, wherein the road condition information comprises friction force provided by the road surface where the first vehicle is located for the wheels of the first vehicle; and a corresponding target control strategy is determined based on the road condition information, and brake control over the first vehicle is adjusted based on the target control strategy. Personalized control strategies can be provided for different road conditions, so that the first vehicle is kept stable in the braking process.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular to a vehicle control method, device, and equipment. Background Art

[0002] The Electronic Parking Brake (EPB) is an electronic control system integrated into the vehicle to implement the traditional handbrake function. In some emergency situations, such as when the Anti-lock Braking System (ABS) fails, the EPB can be used as an auxiliary braking system.

[0003] In related technologies, the driver can activate the emergency braking function by operating the EPB button to achieve control of the vehicle. The EPB system uses a preset control logic to adjust the clamping force of the rear wheel caliper by precisely controlling the working time of the caliper motor to help slow down the vehicle, ensuring the stability and safety of the vehicle during emergency braking.

[0004] However, EPB still uses the same control logic to control vehicle braking in different road conditions, which poses a safety hazard. For example, on a split road (one side of the vehicle is high-friction ground / high-adhesion ground and the other side is low-friction ground / low-adhesion ground), using a fixed control logic may cause the wheels on the low-adhesion road to lock, causing the vehicle to skid. Summary of the invention

[0005] The embodiments of the present application provide a vehicle control method, device, and equipment, which can provide corresponding control strategies for different road conditions, ensure the stability of the vehicle during braking, and reduce the safety hazards caused by vehicle tire locking. The technical solution is as follows:

[0006] In one aspect, a vehicle control method is provided, the method comprising:

[0007] When a parking brake function of the first vehicle is turned on, obtaining a vehicle speed of the first vehicle and a wheel speed of each wheel, wherein the parking brake function is used to indicate starting to perform braking control on the first vehicle;

[0008] determining a slip ratio of each wheel based on the vehicle speed and the wheel speed of each wheel, wherein the slip ratio is used to indicate a slip condition of the wheel during the driving of the first vehicle;

[0009] Determining road condition information of a road on which the first vehicle is located based on the slip rate of each wheel, wherein the road condition information includes the magnitude of friction force provided by the road on which the first vehicle is located for the wheels of the first vehicle;

[0010] A corresponding target control strategy is determined based on the road condition information, and braking control of the first vehicle is adjusted based on the target control strategy, wherein the target control strategy is used to control the wheels of the first vehicle so that the first vehicle remains stable during braking.

[0011] In another aspect, a vehicle control device is provided, the device comprising:

[0012] an acquisition module, configured to acquire a vehicle speed of the first vehicle and a wheel speed of each wheel when a parking brake function of the first vehicle is turned on, wherein the parking brake function is used to indicate the start of braking control of the first vehicle;

[0013] a determination module, configured to determine a slip ratio of each wheel based on the vehicle speed and the wheel speed of each wheel, wherein the slip ratio is used to indicate a slip condition of the wheel during the driving of the first vehicle;

[0014] The determination module is further configured to determine road condition information of a road surface on which the first vehicle is located based on the slip rate of each wheel, wherein the road condition information includes a friction force provided by the road surface on which the first vehicle is located for the wheels of the first vehicle;

[0015] A control module is used to determine a corresponding target control strategy based on the road condition information, and adjust the braking control of the first vehicle based on the target control strategy, wherein the target control strategy is used to control the wheels of the first vehicle so that the first vehicle remains stable during braking.

[0016] In an optional embodiment, the determination module is further used to determine a slip rate difference between a first rear wheel and a second rear wheel of the first vehicle based on the slip rates of the wheels; and determine the road condition information based on the slip rate difference.

[0017] In an optional embodiment, the determination module is further used to determine, in response to the slip rate difference reaching a preset difference threshold, that the road condition information is that the first vehicle is on an open road, the open road means that one side of the wheels of the first vehicle is on a high-adhesion road surface and the other side of the wheels is on a low-adhesion road surface, and a first friction force provided by the high-adhesion road surface to the wheels of the first vehicle is greater than a second friction force provided by the low-adhesion road surface to the wheels of the first vehicle.

[0018] In an optional embodiment, the control module is also used to determine, when the road condition information indicates that the first vehicle is on an open road, that the target control strategy includes a first control strategy and a second control strategy, the first control strategy being used to control the wheels on the high-adhesion road, and the second control strategy being used to control the wheels on the low-adhesion road; in response to the slip rate of the first rear wheel being greater than the slip rate of the second rear wheel, determining that the first rear wheel is on the low-adhesion road and the second rear wheel is on the high-adhesion road; and controlling the first wheel and the second wheel of the first vehicle based on the first control strategy.

[0019] In an optional embodiment, the first control strategy refers to increasing the caliper clamping time of the wheel on the high-adhesion road surface by a first time threshold, and reducing the caliper release time of the wheel on the high-adhesion road surface by a second time threshold; the second control strategy refers to reducing the caliper clamping time of the wheel on the low-adhesion road surface by a third time threshold, and increasing the caliper release time of the wheel on the low-adhesion road surface by a fourth time threshold; the caliper clamping time refers to the time required for the caliper to generate braking force, and the caliper release time refers to the time required for the caliper to eliminate braking force.

[0020] In an optional embodiment, the determination module is further used to obtain rear wheel locking information of the first vehicle in response to the slip ratio difference not reaching the preset difference threshold, the rear wheel locking information being used to indicate that the rear wheels of the first vehicle are locked when the first vehicle brakes; and determine the road condition information based on the rear wheel locking information of the first vehicle.

[0021] In an optional embodiment, the determination module is further used to determine that the road condition information is that the first vehicle is on a first type of road surface in response to the rear wheel locking information indicating that the rear wheels of the first vehicle have not experienced a locking event; or, in response to the rear wheel locking information indicating that the rear wheels of the first vehicle have experienced a locking event, and the duration of the locking event has not reached a preset duration threshold, determine that the road condition information is that the first vehicle is on the first type of road surface, and the first type of road surface refers to that the rear wheels of the first vehicle are located on a high-adhesion road surface; or, in response to the rear wheel locking information indicating that the rear wheels of the first vehicle have experienced a locking event, and the duration of the locking event reaches the preset duration threshold, determine that the road condition information is that the first vehicle is on a second type of road surface, and the second type of road surface refers to that the rear wheels of the first vehicle are located on a low-adhesion road surface.

[0022] In an optional embodiment, the determination module is also used to determine that the target control strategy is to increase the caliper release time of the rear wheels of the first vehicle by a fifth time threshold when the road condition information shows that the first vehicle is traveling from the high-adhesion road surface to the low-adhesion road surface.

[0023] On the other hand, a computer device is provided, which includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set are loaded and executed by the processor to implement a vehicle control method as described in any of the above-mentioned embodiments of the present application.

[0024] On the other hand, a computer-readable storage medium is provided, in which at least one instruction, at least one program, a code set or an instruction set is stored, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to implement a vehicle control method as described in any of the above-mentioned embodiments of the present application.

[0025] On the other hand, a computer program product or a computer program is provided, the computer program product or the computer program comprising computer instructions, the computer instructions being stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle control method described in any of the above embodiments.

[0026] The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least:

[0027] When the parking brake function is turned on to control the braking of the first vehicle, by calculating the slip rate of each wheel of the first vehicle, it is possible to determine whether each wheel is slipping or locking, and to judge the type of road condition in which the first vehicle is located and the amount of friction that the road surface can provide. Determine the control strategy for each wheel according to different road conditions to avoid the vehicle tail-swinging caused by a high proportion of wheel locking / sliding in the wheel movement during the vehicle braking process, and reduce the safety hazards of the vehicle during the braking process. Compared with the related art, the method of using the same set of control strategies to control vehicle braking on different roads can take into account the impact of the friction provided by different road conditions on the vehicle braking effect, improve the effect of vehicle braking control, and ensure the stability of the vehicle during braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0029] Figure 1 is a schematic diagram of a process for determining a control strategy provided by an exemplary embodiment of the present application;

[0030] Figure 2 is a schematic diagram of a vehicle control system provided by an exemplary embodiment of the present application;

[0031] Figure 3 is a flow chart of a vehicle control method provided by an exemplary embodiment of the present application;

[0032] Figure 4 is a structural block diagram of a vehicle control device provided by an exemplary embodiment of the present application;

[0033] Figure 5 It is a structural block diagram of a computer device provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0034] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0035] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0036] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0037] It should be noted that the information and data involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0038] It should be understood that, although the terms first, second, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first parameter may also be referred to as the second parameter, and similarly, the second parameter may also be referred to as the first parameter. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0039] First, a brief introduction is given to the terms involved in the embodiments of the present application:

[0040] Anti-lock Braking System (ABS): The main function of the ABS system is to prevent the wheels from locking during emergency braking and maintain the vehicle's controllability and stability. It controls the release and retraction of the brake oil pressure to make the wheels work in a critical locking gap rolling state, thereby increasing the braking deceleration, shortening the braking distance, and ensuring the directional stability of the vehicle. When ABS is working, it is equivalent to braking at a high frequency, so that the wheels maintain rolling friction with the road surface, and fully utilize the maximum adhesion between the wheels and the road surface for braking.

[0041] Electronic Parking Brake (EPB): The EPB system controls the parking brake through electronic circuits, replacing the traditional mechanical lever handbrake. It has multiple functions, including manual parking, automatic parking, dynamic parking, etc. During driving, if emergency braking is required, you can pull up the EPB button and hold it, and the EPB will clamp to the calibrated value, provide a certain deceleration for the vehicle and maintain directional stability. In addition, EPB also has functions such as automatic release, maintenance release, fault parking, anti-slip and automatic gap compensation.

[0042] When the ABS system fails, the EPB system can be used for emergency braking to control vehicle deceleration and maintain vehicle directional stability. EPB brakes the vehicle by applying pressure to the rear wheels.

[0043] In the present application, the braking function provided by the EPB system is used to achieve vehicle braking.

[0044] Rear Wheel Unit (RWU): RWU control usually refers to the control of the rear wheel braking system to improve the stability and safety of the vehicle.

[0045] Electronic Stability Control (ESC): The ESC system is an active safety technology used to improve the driving stability and controllability of the vehicle. It monitors the vehicle's dynamic parameters in real time, such as speed, steering angle, roll angle, etc., as well as the actual movement of the vehicle's tires, and adjusts the vehicle's braking system and engine output to keep the vehicle stable in emergency or dangerous situations, prevent skidding and rolling, and improve driving safety.

[0046] The ESC system monitors and controls the stability of the vehicle by collecting information from a variety of sensors, such as: (1) Wheel speed sensor: monitors the rotation speed of each wheel to determine whether the wheel is slipping or losing traction; (2) Steering angle sensor: monitors the steering angle of the steering wheel to help the system understand the driver's intention and determine whether the actual direction of the vehicle is consistent with the driver's intention; (3) Lateral acceleration sensor (also called Y-axis acceleration sensor): detects the acceleration of the vehicle in the horizontal direction to determine whether the vehicle is slipping when turning; (4) Yaw rate sensor (also called yaw rate sensor): records the movement of the vehicle around the vertical axis to determine whether the vehicle is slipping laterally, and is used to identify whether the vehicle is understeering or oversteering, etc.

[0047] The vehicle speed and wheel speed of each wheel involved in this application are collected by the wheel speed sensor and forwarded to the EPB system by the ECS system.

[0048] Slip ratio (S): Slip ratio is a parameter that describes the degree of sliding when a vehicle tire contacts the road during driving. It is usually used to measure the friction between the vehicle tire and the road surface and is an important indicator in vehicle dynamic stability analysis.

[0049] The slip ratio value usually ranges from 0 to 1, where a slip ratio of 0 means that the tire does not slip and the vehicle moves completely according to the rolling of the tire; a slip ratio of 1 means that the tire slips completely and does not provide any forward force.

[0050] In vehicle control systems, slip rate is a key monitoring parameter because it is directly related to the vehicle's traction, braking effect, and handling stability. For example, too high a slip rate may cause the vehicle to lose control, especially on low-adhesion roads (roads that can provide low friction, such as ice). Therefore, in this application, slip rate is used as the decision basis for vehicle braking, and the road condition of the vehicle is determined based on the slip rate and the corresponding control strategy is obtained, so that the vehicle maintains stability and safety during braking and reduces the vehicle tail-swinging phenomenon caused by wheel locking.

[0051] Split road surface: A split road surface refers to a situation where one side wheel of the first vehicle is located on a high-adhesion road surface and the other side wheel is located on a low-adhesion road surface. The first friction force provided by the high-adhesion road surface to the wheels of the first vehicle is greater than the second friction force provided by the low-adhesion road surface to the wheels of the first vehicle.

[0052] The two sides (left and right) are divided by the direction of vehicle travel, and the friction that the ground on the two sides can provide to the vehicle tires is different. The friction between the ground and the vehicle tires on one side is large, which can make the vehicle tires adhere to the ground well, such as asphalt roads; the friction between the ground and the vehicle tires on the other side is small, and the vehicle tires are prone to slipping, such as icy roads.

[0053] Caliper: It is an important component in the braking system, mainly used to fix and clamp the brake disc to generate braking force. In the braking system of a car, the caliper usually works with the brake disc. When the driver steps on the brake pedal, the caliper clamps the brake disc and generates braking force through friction, thereby slowing down or stopping the vehicle. Each wheel corresponds to its own caliper.

[0054] The parameters related to the caliper include the caliper clamping time and the caliper release time, and each wheel has its own caliper clamping time and caliper release time.

[0055] The caliper clamping time is the time it takes for the caliper to clamp the brake disc until the preset clamping force is reached after the electronic parking brake system (EPB) is activated. The caliper release time is the time it takes for the caliper to release after the EPB system receives the release command and until the clamping force is completely eliminated.

[0056] In the present application, the caliper clamping time and the caliper release time are calibrated quantities. When the wheel is controlled based on the control strategy, the caliper clamping time and the caliper release time are increased or decreased on the basis of the calibrated quantities, and the increase or decrease range is a preset value.

[0057] The EPB system is integrated into the car to replace the traditional mechanical handbrake. In certain emergency situations, such as when the ABS system fails to work properly, the EPB system can act as an auxiliary braking system to help the driver control the vehicle.

[0058] In the event of emergency braking, the driver can activate the emergency braking function by pressing the EPB control inside the car. The EPB system has built-in specific control logic to adjust the clamping force of the rear wheel brake calipers by precisely controlling the motor to assist in decelerating the vehicle and maintaining stability and safety.

[0059] However, the EPB system usually adopts a unified control strategy when dealing with different road conditions, which may bring safety risks.

[0060] For example, when driving on a split road, one side of the vehicle's tires are on a high-friction road surface, while the other side's tires are on a low-friction road surface. Using a fixed control strategy may cause the tires on the low-friction side to lock, which may cause the vehicle to lose control and skid.

[0061] The present application provides a vehicle control method that can solve the above problems. When the EPB system is used to control the vehicle for braking, the slip rates corresponding to each wheel of the vehicle are obtained, and the type of road surface on which the vehicle is located is determined based on the difference between the slip rates and the slip rate of each wheel. A personalized control strategy is provided based on different road surface types. The control strategy is a strategy for controlling each wheel so that the wheel is applied with sufficient pressure or released from the brake lock state in time, so as to ensure the stability of the vehicle during the braking process and reduce the safety hazards caused by inconsistent road conditions during the braking process.

[0062] Indicatively, Figure 1 As shown, Figure 1 It is a schematic diagram of a process for determining a control strategy provided by an exemplary embodiment of the present application.

[0063] The control strategy determination process 100 is as follows:

[0064] First, the user triggers the control / switch of the EPB system to ensure that the EPB function is turned on. In some embodiments, since the EPB system corresponds to the handbrake function, when the user pulls up the handbrake (an operation performed when the user wants the vehicle to stop), it can also be regarded as turning on the EPB function.

[0065] The data such as the vehicle speed of the first vehicle and the wheel speed of each wheel are obtained, and when the vehicle speed of the first vehicle reaches a preset vehicle speed threshold, the road condition of the first vehicle is judged.

[0066] The slip rate of each wheel is calculated based on the vehicle speed and the wheel speed of each wheel. Since the EPB system of the first vehicle mainly achieves braking effect by controlling the rear wheels of the vehicle, when judging the road condition of the first vehicle, it is mainly determined by calculating the slip rate of the rear wheels.

[0067] The difference in slip rate between the left rear wheel and the right rear wheel is calculated (Sleft rear wheel refers to the slip rate of the left rear wheel, Sright rear wheel refers to the slip rate of the right rear wheel), and the difference is compared with a preset difference threshold.

[0068] If the difference between the slip rates is greater than or equal to the difference threshold, it indicates that the first vehicle is on an open road, and a different control strategy needs to be provided for each wheel.

[0069] 1. If the slip rate of the left rear wheel is greater than that of the right rear wheel, the corresponding control strategy is as follows.

[0070] Control strategy A: The caliper clamping time and caliper release time corresponding to the left rear wheel and the right rear wheel are set with calibration values. On the basis of the calibration values: reduce the caliper clamping time of the left rear wheel and increase the caliper release time of the left rear wheel; increase the caliper clamping time of the right rear wheel and reduce the caliper release time of the right rear wheel.

[0071] 2. If the slip rate of the left rear wheel is less than that of the right rear wheel, the corresponding control strategy is as follows.

[0072] Control strategy B: The caliper clamping time and caliper release time corresponding to the left rear wheel and the right rear wheel are set with calibration values. On the basis of the calibration values: reduce the caliper clamping time of the right rear wheel and increase the caliper release time of the right rear wheel; increase the caliper clamping time of the left rear wheel and reduce the caliper release time of the left rear wheel.

[0073] 3. If the difference between the slip rates is less than the difference threshold, the locking information of the rear wheels of the vehicle is obtained. The locking information is used to indicate the situation where a locking event occurs in the rear wheels, and the control strategy is determined based on the locking information.

[0074] 3.1 When the rear wheels of the vehicle do not lock, it means that the rear wheels of the vehicle are on the first type of road surface. The first type of road surface is different from the split road surface. The first type of road surface means that the rear wheels of the vehicle are on a high-adhesion road surface.

[0075] The control strategy corresponding to the first type of road surface is the default control strategy of the EPB system: the caliper clamping time and caliper release time of the left rear wheel are both calibrated values, and the caliper clamping time and caliper release time of the right rear wheel are both calibrated values.

[0076] 3.2 When the rear wheels of the vehicle are locked, the road condition is further determined based on the duration of the locking event (T).

[0077] 3.2.1 If the duration does not reach the preset duration threshold (T threshold), it means that the rear wheels of the vehicle are still on the first type of road surface. The control strategy is the default control strategy: the caliper clamping time and caliper release time of the left rear wheel are both calibrated values, and the caliper clamping time and caliper release time of the right rear wheel are both calibrated values.

[0078] 3.2.2 If the duration reaches the preset duration threshold, it means that the rear wheels of the vehicle are on the second type of road surface. The second type of road surface is different from the split road surface. The second type of road surface means that the rear wheels of the vehicle are on a low-adhesion road surface. For example, after the vehicle transitions from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle go from the high-adhesion road surface to the low-adhesion road surface.

[0079] Since the states of the two rear wheels are the same, the corresponding control strategy is as follows.

[0080] Control strategy C: The caliper release time of the two rear wheels is set to the same calibration value, and on the basis of the calibration value: the caliper release time of the two rear wheels is increased.

[0081] In summary, the method proposed in this application takes into account the impact of different types of road surfaces on the braking of the vehicle EPB system, and provides personalized control strategies according to different road conditions, including: split road surface, rear wheels on a single road surface, and vehicle transitioning from high-adhesion road surface to low-adhesion road surface. It can improve the safety and stability of the vehicle EPB system during braking.

[0082] Figure 2 is a schematic diagram of a vehicle control system provided by an exemplary embodiment of the present application, wherein a first vehicle 200 includes a control unit 210 and a plurality of sensors, and the sensors are used to collect vehicle information during the driving process of the first vehicle 200.

[0083] For example, the control unit 210 includes an electronic stability control unit ESC and a parking brake unit EPB. The ESC is used to receive vehicle information collected by sensors, such as vehicle speed and wheel speed of each wheel. The EPB is used to execute a control strategy to perform braking control on the first vehicle 200.

[0084] When the control corresponding to the EPB is triggered and the parking brake function is turned on, the vehicle-mounted terminal 220 of the first vehicle 200 receives the electrical signal sent by the EPB, and controls the ESC to collect vehicle information based on the electrical signal.

[0085] After the vehicle terminal 220 obtains the vehicle speed and the wheel speed of each wheel collected by the ESC, the slip rate of each wheel is calculated based on the vehicle speed and the wheel speed. According to the slip rate of each wheel and the difference between the slip rates of the rear wheels, the road condition information of the road where the first vehicle 200 is located is determined.

[0086] Each road condition is configured with a different control strategy. The vehicle terminal 220 indexes the corresponding control strategy based on the road condition information and sends the control strategy to the EPB. The EPB controls the braking process of the first vehicle 200 to keep the braking process of the first vehicle 200 stable.

[0087] In combination with the above-mentioned noun introduction and application scenarios, the vehicle control method provided by the present application is described. The method can be executed by a server or a vehicle-mounted terminal, or can be executed by a server and a vehicle-mounted terminal together. In the embodiment of the present application, the method is described by taking the vehicle-mounted terminal as an example. Figure 3 As shown, Figure 3 FIG. 1 is a flow chart of a vehicle control method provided by an exemplary embodiment of the present application. The method comprises the following steps.

[0088] Step 310 , when the parking brake function of the first vehicle is turned on, the vehicle speed of the first vehicle and the wheel speed of each wheel are obtained.

[0089] The parking brake function is used to indicate starting to perform braking control on the first vehicle.

[0090] The parking brake function is provided by an electronic parking brake system (EPB system) in the first vehicle. There is a button / control for turning on the EPB system function in the first vehicle. The user turns on the parking brake function of the first vehicle by triggering the EPB button / control. When the anti-lock braking system (ABS system) of the vehicle fails, the vehicle can be braked by the EPB system.

[0091] The first vehicle includes a plurality of sensors, each of which is used to collect various operating parameters during the operation of the first vehicle.

[0092] Exemplarily, the first vehicle includes a vehicle speed sensor and a plurality of wheel speed sensors, the vehicle speed sensor is used to collect the vehicle speed, and the wheel speed sensor is used to collect the wheel speed of each wheel of the first vehicle.

[0093] The wheel speed refers to the linear speed of the wheel, that is, the product of the rolling angular velocity of the wheel and the radius of the wheel.

[0094] Wheel speed is used to describe the distance a fixed point on the wheel edge moves along a circular path per unit time. Rolling angular velocity refers to the angular velocity of the wheel around its central axis, that is, the angle of the wheel rotation per unit time.

[0095] When the parking brake function of the first vehicle is turned on, the on-board terminal sends a signal to the ESC system, instructing the ESC system to obtain the vehicle speed and wheel speed collected by the sensor.

[0096] The ESC system sends the acquired vehicle speed and wheel speed to the vehicle terminal, which determines the vehicle control strategy based on the above information.

[0097] In some embodiments, when the parking brake function of the first vehicle is turned on, the EPB system sends a signal to the vehicle terminal, and the signal is used to request the vehicle's operating information. After receiving the signal sent by the EPB system, the vehicle terminal forwards the signal to the electronic stability control system (ESC system) in the first vehicle, and the ESC system can obtain the vehicle speed and the wheel speed of each wheel collected by the sensor. The ESC system forwards the vehicle speed and the wheel speed of each wheel to the EPB system, and the EPB system determines the vehicle control strategy based on the vehicle speed and the wheel speed.

[0098] In step 320 , the slip ratio of each wheel is determined based on the vehicle speed and the wheel speed of each wheel.

[0099] The slip ratio is used to indicate the slip condition of the wheels during the driving process of the first vehicle.

[0100] When the vehicle is moving, each wheel moves with it. The wheel slip rate is used to indicate the proportion of the sliding motion component during the movement of the wheel.

[0101] The slip rate ranges from 0 to 1. If the slip rate is 0, it means that the wheel only has rolling motion during movement, no sliding motion, no relative sliding between the wheel and the road surface, and the wheel moves the vehicle completely by rolling; if the slip rate is 1, it means that the wheel only has sliding motion during movement, no rolling motion, which means that the wheel is in a completely locked state, there is no rolling friction between the wheel and the road surface, only sliding friction.

[0102] The slip ratio is calculated as follows: S = (1-w / V)*100%.

[0103] Wherein, S is the slip ratio, w is the wheel speed (in m / s), and V is the vehicle speed (in m / s).

[0104] For example, the vehicle speed is 60 km / h (about 16.67 m / s), and the wheel speed of wheel A is 10 m / s, then the slip rate SA of wheel A is calculated based on the above formula. Wherein, wheel A can be any wheel of the first vehicle.

[0105] SA=(1-10 / 16.67)*100%=(1-0.6)*100%=0.4*100%=40%.

[0106] Step 330: Determine the road condition information of the road on which the first vehicle is located based on the slip rate of each wheel.

[0107] The road condition information includes the magnitude of friction provided by the road surface on which the first vehicle is located for the wheels of the first vehicle.

[0108] The road condition information is used to describe the type of road surface on which the first vehicle is located, including but not limited to: (1) high-adhesion road surface: the road surface can provide greater friction for the wheels, such as: asphalt roads, dry urban roads; (2) low-adhesion road surface: the low-adhesion road surface can provide less friction for the wheels, such as: icy roads, flooded roads; (3) split road surface: the left and right sides are divided by the driving direction of the first vehicle, and one of the left and right sides is a high-adhesion road surface and the other is a low-adhesion road surface. Split roads usually appear in vehicle performance test scenarios, such as: the left front wheel and the left rear wheel of the vehicle are on the high-adhesion road surface, and the right front wheel and the right rear wheel of the vehicle are on the low-adhesion road surface; (4) changing road surface: the first vehicle transitions from a high-adhesion road surface to a low-adhesion road surface, for example, the left front wheel and the right front wheel of the first vehicle are on the low-adhesion road surface, and the left rear wheel and the right rear wheel of the vehicle are on the high-adhesion road surface. When the first vehicle passes through the changing road surface, the left rear wheel and the right rear wheel of the vehicle move from the high-adhesion road surface to the low-adhesion road surface.

[0109] The EPB system mainly controls the rear wheels of the vehicle to achieve vehicle braking. Therefore, the road condition information focuses on the road conditions where the rear wheels of the vehicle are located. Different types of road condition information are divided based on the types of the road surfaces where the two rear wheels are located.

[0110] Optionally, based on the slip rates of the respective wheels, a slip rate difference between the first rear wheel and the second rear wheel of the first vehicle is determined.

[0111] The side where the first rear wheel and the second rear wheel are located can be arbitrary. For example, when the first rear wheel is the left rear wheel, the second rear wheel is the right rear wheel; when the first rear wheel is the right rear wheel, the second rear wheel is the left rear wheel.

[0112] A difference between a slip ratio of the first rear wheel and a slip ratio of the second rear wheel is calculated, and road condition information is determined based on the slip ratio difference.

[0113] Exemplary cases include the following:

[0114] Case 1: In response to the slip ratio difference reaching a preset difference threshold, it is determined that the road condition information is that the first vehicle is on an oncoming road.

[0115] A split road surface means that one side wheel of the first vehicle is located on a high-adhesion road surface, and the other side wheel is located on a low-adhesion road surface, and the first friction force provided by the high-adhesion road surface to the wheels of the first vehicle is greater than the second friction force provided by the low-adhesion road surface to the wheels of the first vehicle.

[0116] For example, the slip rate of the first rear wheel is 20%, the slip rate of the second rear wheel is 60%, the preset difference threshold is 10%, and the slip rate difference between the first rear wheel and the second rear wheel is 60%-20%=40%. When the preset difference threshold is reached, it means that the first vehicle is on an open road.

[0117] Among the first wheel and the second wheel, the wheel with a higher slip rate is located on a low-adhesion road surface, and the wheel with a lower slip rate is located on a high-adhesion road surface.

[0118] Case 2: in response to the slip ratio difference not reaching the preset difference threshold, the rear wheel locking information of the first vehicle is obtained, and the road condition information is determined based on the rear wheel locking information of the first vehicle.

[0119] The rear wheel locking information is used to indicate that the rear wheels of the first vehicle are locked when the first vehicle is braking.

[0120] When the slip ratio difference does not reach the preset difference threshold, it can be determined that the first rear wheel and the second rear wheel are on a single road surface, and the states of the two rear wheels during vehicle braking can be considered to be the same. Therefore, the rear wheel locking information can simultaneously indicate that the two rear wheels are locked.

[0121] Optionally, the rear wheel locking information includes: (1) whether a rear wheel locking event occurs; and (2) if a rear wheel locking event occurs, the duration of the locking event.

[0122] Optionally, whether a locking event occurs at the rear wheels is determined based on slip rates of the first rear wheel and the second rear wheel.

[0123] A preset locking slip ratio threshold is obtained, and the locking slip ratio threshold is a calibration value. The slip ratio of the first rear wheel and the slip ratio of the second rear wheel are averaged to obtain the average slip ratio. Based on the comparison between the average slip ratio and the preset locking slip ratio threshold, if the average slip ratio reaches the preset locking slip ratio threshold, it indicates that a locking event occurs on the rear wheel; if the average slip ratio does not reach the preset locking slip ratio threshold, it indicates that no locking event occurs on the rear wheel.

[0124] Case 2.1: In response to the rear wheel locking information indicating that the rear wheels of the first vehicle do not have a locking event, it is determined that the road condition information is that the first vehicle is on a first type of road surface.

[0125] Exemplarily, the preset locking slip rate threshold is 55%, the slip rate of the first rear wheel is 30%, the slip rate of the second rear wheel is 32%, and the average slip rate is (30%+32%) / 2=31%. The preset locking slip rate threshold is not reached, and no locking event occurs on the rear wheels.

[0126] The first type of road surface refers to a situation where the rear wheels of the vehicle are on a high-adhesion road surface, including the following types: (1) both the front wheels and the rear wheels of the first vehicle are on a high-adhesion road surface, and the first vehicle is on a single high-adhesion road surface; (2) the front wheels of the first vehicle are on a low-adhesion road surface, the rear wheels of the first vehicle are on a high-adhesion road surface, and the first vehicle is at the junction of changing road surfaces.

[0127] Case 2.2: In response to the rear wheel locking information indicating that a locking event occurs at the rear wheels of the first vehicle, and the duration of the locking event does not reach a preset duration threshold, it is determined that the road condition information is that the first vehicle is on a first type of road surface.

[0128] If the rear wheel of the first vehicle is locked, it means that the rear wheel of the first vehicle may be on a low-adhesion road surface, or the rear wheel of the first vehicle is locked due to a fault. When the rear wheel of the first vehicle is locked, it is necessary to further determine the type of road surface the first vehicle is on based on the duration of the locking event to avoid misjudgment caused by a short slip of the rear wheel on a high-adhesion road surface.

[0129] Exemplarily, the preset locking slip rate threshold is 55%, the slip rate of the first rear wheel is 50%, the slip rate of the second rear wheel is 60%, and the average slip rate is (50%+60%) / 2=55%. When the preset locking slip rate threshold is reached, a rear wheel locking event occurs.

[0130] Optionally, the moment when the rear wheel locking event is detected is used as the starting moment, and the slip rate of the rear wheel is updated in real time. If the updated slip rate average changes to a state lower than the preset locking slip rate threshold within a preset time threshold after the starting moment, it is determined that the duration of the locking event does not reach the preset time threshold. The road condition information is that the first vehicle is on a first type of road surface.

[0131] Exemplarily, the time when the rear wheel locking event is monitored is the starting time 10:00:00, the preset time threshold is 3s, and the slip rate is updated in real time. At the first time 10:00:01, the updated slip rate is as follows: the slip rate of the first rear wheel is 45%, and the slip rate of the second rear wheel is 55%. The updated average slip rate is (45%+55%) / 2=50%, which is lower than the preset locking slip rate threshold of 55%.

[0132] The duration between the first moment and the start moment is 1 second, that is, the duration of the locking event is 1 second, and the first moment is within a preset duration threshold after the start moment, and it is determined that the duration of the locking event does not reach the preset duration threshold. The road condition information is that the first vehicle is on a first type of road.

[0133] Optionally, the moment when the rear wheel locking event is detected is determined as the starting moment, the second moment is determined directly based on the starting moment and the preset duration threshold, the slip rates of the first rear wheel and the second rear wheel updated at the second moment are obtained, and the average slip rate at the second moment is determined, and if the average slip rate at the second moment is lower than the preset locking slip rate threshold, it is determined that the duration of the locking event does not reach the preset duration threshold. The road condition information is that the first vehicle is on a first type of road surface.

[0134] Exemplarily, the moment when the rear wheel locking event is detected is the starting moment 10:00:00, the preset duration threshold is 3s, and the second moment is 10:00:03. The slip rate is updated in real time at the second moment, and the updated slip rate is as follows: the slip rate of the first rear wheel is 45%, the slip rate of the second rear wheel is 55%, and the average slip rate at the second moment is (45%+55%) / 2=50%, which is lower than the preset locking slip rate threshold of 55%. It is determined that the duration of the locking event does not reach the preset duration threshold. The road condition information is that the first vehicle is on the first type of road surface.

[0135] Case 2.3: In response to the rear wheel lock information indicating that a locking event occurs at the rear wheels of the first vehicle and the duration of the locking event reaches a preset duration threshold, it is determined that the road condition information indicates that the first vehicle is on a second type of road surface.

[0136] The second type of road surface refers to the rear wheels of the vehicle being on a low-adhesion road surface, including the following types: (1) the front wheels and rear wheels of the first vehicle are both on a low-adhesion road surface, and the first vehicle is on a single high-adhesion road surface. For example, after the first vehicle travels from a high-adhesion road surface to a low-adhesion road surface, the wheels of the first vehicle are all on the ground-adhesion road surface; (2) the front wheels of the first vehicle are on a high-adhesion road surface, the rear wheels of the first vehicle are on a low-adhesion road surface, and the first vehicle is at the junction of changing road surfaces.

[0137] Based on the two methods shown in the above situation 2.2, it is determined whether the duration of the locking event reaches the preset duration threshold.

[0138] When the duration of the locking event reaches a preset duration threshold, it can be determined that the rear wheels of the first vehicle are located on a low-adhesion road surface.

[0139] It is worth noting that, in actual situations, the first vehicle mainly travels on a high-adhesion road surface, and there are many cases where the first vehicle travels from a high-adhesion road surface to a low-adhesion road surface.

[0140] Step 340: determine a corresponding target control strategy based on the road condition information, and adjust the braking control of the first vehicle based on the target control strategy.

[0141] The target control strategy is used to control the wheels of the first vehicle so that the first vehicle remains stable during braking.

[0142] The target control strategy is sent by the vehicle terminal to the EPB system. The EPB system will call different caliper motor programs to control the relevant components deployed on the rear wheels (mainly including brake discs and brake pads), apply pressure to the wheels to slow down the wheels and achieve braking.

[0143] The caliper is installed on the vehicle's suspension system, close to the center line of the wheel, but does not rotate with the wheel. Each wheel corresponds to a caliper. The brake disc is located inside the wheel. The edge of the brake disc contacts the inside of the wheel tire, and the brake pad is installed on the inside of the caliper.

[0144] When the caliper is clamped, the brake pad and brake disc will approach and generate friction, thereby generating braking force and hindering the rotation of the wheel; when the caliper is released, the brake pad and brake disc will come into contact, the braking force disappears, and the wheel can rotate freely.

[0145] In order to cope with different road condition information, a control strategy corresponding to each road condition information is pre-configured.

[0146] For situation 1: when the road condition information shows that the first vehicle is on an on-road road, it is determined that the target control strategy includes the first control strategy and the second control strategy.

[0147] The first control strategy is used to control the wheels on a high-adhesion road surface, and the second control strategy is used to control the wheels on a low-adhesion road surface.

[0148] In response to the slip ratio of the first rear wheel being greater than the slip ratio of the second rear wheel, it is determined that the first rear wheel is on a low-adhesion road surface and the second rear wheel is on a high-adhesion road surface, and the first wheel and the second wheel of the first vehicle are controlled based on a first control strategy.

[0149] The first control strategy refers to increasing the clamping time of the caliper of the wheel on the high-adhesion road surface by a first time threshold, and reducing the releasing time of the caliper of the wheel on the high-adhesion road surface by a second time threshold.

[0150] The second control strategy is to reduce the clamping time of the caliper of the wheel on the low-adhesion road surface by a third time threshold, and increase the release time of the caliper of the wheel on the low-adhesion road surface by a fourth time threshold.

[0151] The caliper clamping time refers to the time it takes for the caliper to generate braking force, and the caliper release time refers to the time it takes for the caliper to eliminate braking force.

[0152] Exemplarily, the first rear wheel is the left rear wheel, the second rear wheel is the right rear wheel, the slip rate of the first rear wheel is 40%, the slip rate of the second rear wheel is 55%, and the slip rate of the left rear wheel is less than that of the right rear wheel.

[0153] The first control strategy is a strategy for controlling the first rear wheel (left rear wheel), and the second control strategy is a strategy for controlling the second rear wheel (right rear wheel).

[0154] The caliper clamping time and caliper releasing time of each wheel are both calibrated values, and the first control strategy and the second control strategy are increases or decreases based on the calibrated values.

[0155] The first duration threshold, the second duration threshold, the third duration threshold, and the fourth duration threshold may be preset values, or values ​​determined according to the slip rate of the wheel.

[0156] Exemplarily, the first duration threshold is determined based on the product of the slip rate of the first wheel and a given unit duration, the sum of the first duration threshold and the second duration threshold is a first fixed value, and the second duration threshold is determined based on the first fixed value and the first duration threshold. The third duration threshold is determined based on the product of the slip rate of the second wheel and a given unit duration, the sum of the third duration threshold and the fourth duration threshold is a second fixed value, and the fourth duration threshold is determined based on the second fixed value and the third duration threshold.

[0157] For example, the caliper clamping time of the two rear wheels is 5 seconds, the caliper release time is 5 seconds, the slip rate of the first rear wheel is 40%, the slip rate of the second rear wheel is 55%, the given unit time is 2 seconds, and the first fixed value and the second fixed value are both 2 seconds.

[0158] The first duration threshold is 40%*2=0.8s, the second duration threshold is 2-0.8=1.2s; the third duration threshold is 55%*2=1.1s, and the fourth duration threshold is 2-1.1=0.9s.

[0159] The target control strategy is: the clamping time of the caliper of the first rear wheel is increased by 0.8s, which is 5+0.8=5.8s, and the releasing time of the caliper of the first rear wheel is reduced by 1.2s, which is 5-1.2=3.8s.

[0160] After the caliper of the first rear wheel is controlled to clamp for 5.8 seconds to generate braking force, the caliper of the first rear wheel is released for 3.8 seconds to eliminate the braking force.

[0161] The caliper clamping time for the second rear wheel is reduced by 1.1s to 5-1.1=3.9s, and the caliper release time for the wheel on the low-adhesion road surface is increased by 0.9s to 5+0.9=5.9s.

[0162] After the caliper of the second rear wheel is clamped for 3.9 seconds to generate braking force, the caliper of the second rear wheel is released for 5.9 seconds to eliminate the braking force.

[0163] For situations 2.1 and 2.2: when the road condition information indicates that the first vehicle is on a first type of road surface, the control strategy is determined to be the default control strategy.

[0164] The default control strategy refers to performing the same control operation on the two rear wheels, wherein the caliper clamping time and the caliper releasing time of the first rear wheel and the second rear wheel are both calibrated values.

[0165] For example, the clamping time of the calipers of the first rear wheel and the second rear wheel are both 5 seconds, and the releasing time of the calipers are both 5 seconds.

[0166] The caliper of the first rear wheel and the caliper of the second rear wheel are simultaneously controlled to clamp for 5 seconds to generate braking force, and then the caliper of the first rear wheel and the caliper of the second rear wheel are simultaneously released for 5.9 seconds to eliminate the braking force.

[0167] For situation 2.3: when the road condition information indicates that the first vehicle is on the second type of road surface, the target control strategy is determined to increase the caliper release time of the rear wheels of the first vehicle by a fifth time threshold.

[0168] The caliper release times of the first rear wheel and the second rear wheel are both calibrated values.

[0169] The fifth duration threshold may be a preset value or a value determined according to the slip rate of the wheel.

[0170] Exemplarily, the fifth time duration threshold is determined based on a product of an average value of the slip rates of the first rear wheel and the second rear wheel and a given unit time duration.

[0171] Exemplarily, the first rear wheel is the left rear wheel, the second rear wheel is the right rear wheel, the slip rate of the first rear wheel is 64%, the slip rate of the second rear wheel is 60%, the average slip rate is 62%, the given unit time is 2s, and the caliper release time is 5s.

[0172] The fifth time threshold is 62%*2=1.24s, and the caliper of the first rear wheel and the caliper of the second rear wheel are released simultaneously. The release time is 1.24+5=6.24s, and the braking force is eliminated.

[0173] In summary, the vehicle control method provided by the present application can determine the situation of skidding or locking of each wheel by calculating the slip rate of each wheel of the first vehicle when the parking brake function is turned on to control the braking of the first vehicle, and judge the type of road condition in which the first vehicle is located and the amount of friction that the road surface can provide. The strategy for controlling each wheel is determined according to different road conditions to avoid the vehicle tail-swinging caused by the high proportion of wheel locking / sliding movement in the wheel movement during the vehicle braking process, which can reduce the safety hazards of the vehicle during the braking process. Compared with the related art, the method of using the same set of control strategies to control vehicle braking on different roads can take into account the impact of the friction provided by different road conditions on the vehicle braking effect, improve the effect of braking control of the vehicle, and ensure the stability of the vehicle during braking.

[0174] Figure 4 is a structural block diagram of a vehicle control device provided by an exemplary embodiment of the present application, such as Figure 4 As shown, the device includes the following parts.

[0175] an acquisition module 410, configured to acquire a vehicle speed of the first vehicle and a wheel speed of each wheel when a parking brake function of the first vehicle is turned on, wherein the parking brake function is used to indicate the start of braking control of the first vehicle;

[0176] a determination module 420, configured to determine a slip ratio of each wheel based on the vehicle speed and the wheel speed of each wheel, wherein the slip ratio is used to indicate a slip condition of the wheel during the driving of the first vehicle;

[0177] The determination module 420 is further configured to determine road condition information of a road on which the first vehicle is located based on the slip rate of each wheel, wherein the road condition information includes a friction force provided by the road on which the first vehicle is located for the wheels of the first vehicle;

[0178] The control module 430 is used to determine a corresponding target control strategy based on the road condition information, and adjust the braking control of the first vehicle based on the target control strategy, wherein the target control strategy is used to control the wheels of the first vehicle so that the first vehicle remains stable during braking.

[0179] In an optional embodiment, the determination module 420 is further used to determine the slip rate difference between the first rear wheel and the second rear wheel of the first vehicle based on the slip rate of each wheel; and determine the road condition information based on the slip rate difference.

[0180] In an optional embodiment, the determination module 420 is further used to determine, in response to the slip rate difference reaching a preset difference threshold, that the road condition information is that the first vehicle is on an open road, wherein the open road refers to one side of the wheels of the first vehicle being on a high-adhesion road and the other side of the wheels being on a low-adhesion road, and a first friction force provided by the high-adhesion road to the wheels of the first vehicle is greater than a second friction force provided by the low-adhesion road to the wheels of the first vehicle.

[0181] In an optional embodiment, the control module 430 is also used to determine, when the road condition information indicates that the first vehicle is on an open road, that the target control strategy includes a first control strategy and a second control strategy, the first control strategy being used to control the wheels on the high-adhesion road, and the second control strategy being used to control the wheels on the low-adhesion road; in response to the slip rate of the first rear wheel being greater than the slip rate of the second rear wheel, determining that the first rear wheel is on the low-adhesion road and the second rear wheel is on the high-adhesion road; and controlling the first wheel and the second wheel of the first vehicle based on the first control strategy.

[0182] In an optional embodiment, the first control strategy refers to increasing the caliper clamping time of the wheel on the high-adhesion road surface by a first time threshold, and reducing the caliper release time of the wheel on the high-adhesion road surface by a second time threshold; the second control strategy refers to reducing the caliper clamping time of the wheel on the low-adhesion road surface by a third time threshold, and increasing the caliper release time of the wheel on the low-adhesion road surface by a fourth time threshold; the caliper clamping time refers to the time required for the caliper to generate braking force, and the caliper release time refers to the time required for the caliper to eliminate braking force.

[0183] In an optional embodiment, the determination module 420 is further used to obtain rear wheel locking information of the first vehicle in response to the slip ratio difference not reaching the preset difference threshold, the rear wheel locking information being used to indicate that the rear wheels of the first vehicle are locked when the first vehicle brakes; and determine the road condition information based on the rear wheel locking information of the first vehicle.

[0184] In an optional embodiment, the determination module 420 is further used to determine that the road condition information is that the first vehicle is on a first type of road surface in response to the rear wheel locking information indicating that the rear wheels of the first vehicle have not experienced a locking event; or, in response to the rear wheel locking information indicating that the rear wheels of the first vehicle have experienced a locking event, and the duration of the locking event has not reached a preset duration threshold, determine that the road condition information is that the first vehicle is on the first type of road surface, and the first type of road surface refers to that the rear wheels of the first vehicle are located on a high-adhesion road surface; or, in response to the rear wheel locking information indicating that the rear wheels of the first vehicle have experienced a locking event, and the duration of the locking event reaches the preset duration threshold, determine that the road condition information is that the first vehicle is on a second type of road surface, and the second type of road surface refers to that the rear wheels of the first vehicle are located on a low-adhesion road surface.

[0185] In an optional embodiment, the determination module 420 is also used to determine that the target control strategy is to increase the caliper release time of the rear wheels of the first vehicle by a fifth time threshold when the road condition information indicates that the first vehicle is traveling from the high-adhesion road surface to the low-adhesion road surface.

[0186] In summary, the vehicle control device provided by the present application can determine the situation of skidding or locking of each wheel by calculating the slip rate of each wheel of the first vehicle when the parking brake function is turned on to control the braking of the first vehicle, and judge the type of road condition in which the first vehicle is located and the amount of friction that the road surface can provide. The strategy for controlling each wheel is determined according to different road conditions to avoid the vehicle tail-swinging caused by the high proportion of wheel locking / sliding movement in the wheel movement during the vehicle braking process, which can reduce the safety hazards of the vehicle during the braking process. Compared with the related art, the method of using the same set of control strategies to control vehicle braking on different roads can take into account the impact of the friction provided by different road conditions on the vehicle braking effect, improve the effect of braking control of the vehicle, and ensure the stability of the vehicle during braking.

[0187] It should be noted that the vehicle control device provided in the above embodiment is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiment and the vehicle control method embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0188] Figure 5 The block diagram of the structure of a computer device 500 provided by an exemplary embodiment of the present application is shown. The computer device 500 may be: a smart phone, a tablet computer, an MP3 player (Moving Picture Experts Group Audio Layer III, Moving Picture Experts Group Audio Layer 3), an MP4 (Moving Picture Experts Group Audio Layer IV, Moving Picture Experts Group Audio Layer 4) player, a laptop computer or a desktop computer. The computer device 500 may also be called a user device, a portable terminal, a laptop terminal, a desktop terminal or other names.

[0189] Typically, the computer device 500 includes a processor 501 and a memory 502 .

[0190] The processor 501 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 501 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 501 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 501 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 501 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0191] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 502 is used to store at least one instruction, which is used to be executed by the processor 501 to implement the vehicle control method provided in the method embodiment of the present application.

[0192] In some embodiments, the computer device 500 further includes some other components 503, and the type and quantity of the other components 503 can be selected based on the functional requirements of the computer device 500. Those skilled in the art will appreciate that Figure 5 The structure shown in the figure does not constitute a limitation on the computer device 500, and the computer device 500 may include more or less components than those shown in the figure, or combine some components, or adopt a different arrangement of components.

[0193] Optionally, the computer readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), a solid state drive (SSD), or an optical disk. Among them, the random access memory may include a resistance random access memory (ReRAM) and a dynamic random access memory (DRAM). The serial numbers of the above embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0194] An embodiment of the present application also provides a computer device, which includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement a vehicle control method as described in any of the above embodiments of the present application.

[0195] An embodiment of the present application also provides a computer-readable storage medium, in which at least one instruction, at least one program, a code set or an instruction set is stored. The at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to implement a vehicle control method as described in any of the above embodiments of the present application.

[0196] The embodiment of the present application also provides a computer program product or a computer program, which includes a computer instruction stored in a computer-readable storage medium. The processor of the computer device reads the computer instruction from the computer-readable storage medium, and the processor executes the computer instruction, so that the computer device executes the vehicle control method described in any of the above embodiments.

[0197] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0198] The above description is only an optional embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: When a parking brake function of the first vehicle is turned on, obtaining a vehicle speed of the first vehicle and a wheel speed of each wheel, wherein the parking brake function is used to indicate starting braking control of the first vehicle; determining a slip ratio of each wheel based on the vehicle speed and the wheel speed of each wheel, wherein the slip ratio is used to indicate a slip condition of the wheel during the driving of the first vehicle; Determining road condition information of a road on which the first vehicle is located based on the slip rate of each wheel, wherein the road condition information includes the magnitude of friction force provided by the road on which the first vehicle is located for the wheels of the first vehicle; A corresponding target control strategy is determined based on the road condition information, and braking control of the first vehicle is adjusted based on the target control strategy, wherein the target control strategy is used to control the wheels of the first vehicle so that the first vehicle remains stable during braking.

2. The method according to claim 1, characterized in that The determining the road condition information of the road on which the first vehicle is located based on the slip rate of each wheel includes: determining a slip ratio difference between a first rear wheel and a second rear wheel of the first vehicle based on the slip ratios of the wheels; The road condition information is determined based on the slip ratio difference.

3. The method according to claim 2, characterized in that The determining the road condition information based on the slip ratio difference includes: In response to the slip ratio difference reaching a preset difference threshold, the road condition information is determined to be that the first vehicle is on an open road, where the open road refers to one side of the first vehicle's wheels being on a high-adhesion road and the other side of the wheels being on a low-adhesion road, and a first friction force provided by the high-adhesion road to the wheels of the first vehicle being greater than a second friction force provided by the low-adhesion road to the wheels of the first vehicle.

4. The method according to claim 3, characterized in that: The determining a corresponding target control strategy based on the road condition information, and adjusting the braking control of the first vehicle based on the target control strategy, includes: When the road condition information indicates that the first vehicle is on an open road, determining that the target control strategy includes a first control strategy and a second control strategy, wherein the first control strategy is used to control the wheels on the high-adhesion road, and the second control strategy is used to control the wheels on the low-adhesion road; In response to a slip ratio of the first rear wheel being greater than a slip ratio of the second rear wheel, determining that the first rear wheel is on the low-adhesion road surface and the second rear wheel is on the high-adhesion road surface; The first wheel and the second wheel of the first vehicle are controlled based on the first control strategy.

5. The method according to claim 4, characterized in that The first control strategy is to increase the clamping time of the caliper of the wheel on the high-adhesion road surface by a first time threshold, and reduce the release time of the caliper of the wheel on the high-adhesion road surface by a second time threshold; The second control strategy is to reduce the clamping time of the caliper of the wheel on the low-adhesion road surface by a third time threshold, and increase the release time of the caliper of the wheel on the low-adhesion road surface by a fourth time threshold; The caliper clamping time refers to the time required for the caliper to generate braking force, and the caliper releasing time refers to the time required for the caliper to eliminate braking force.

6. The method according to claim 2, characterized in that The determining the road condition information based on the slip ratio difference includes: In response to the slip ratio difference not reaching the preset difference threshold, acquiring rear wheel locking information of the first vehicle, the rear wheel locking information being used to indicate a situation where rear wheels of the first vehicle are locked when the first vehicle is braking; The road condition information is determined based on rear wheel locking information of the first vehicle.

7. The method according to claim 6, characterized in that The determining the road condition information based on the rear wheel locking information of the first vehicle includes: In response to the rear wheel locking information indicating that the rear wheels of the first vehicle have not experienced a locking event, determining that the road condition information indicates that the first vehicle is on a first type of road surface; or, In response to the rear wheel locking information indicating that the rear wheel of the first vehicle has a locking event, and the duration of the locking event does not reach a preset duration threshold, determining that the road condition information is that the first vehicle is on the first type of road surface, where the first type of road surface means that the rear wheel of the first vehicle is on a high-adhesion road surface; or, In response to the rear wheel locking information indicating that the locking event occurred at the rear wheels of the first vehicle and the duration of the locking event reached the preset duration threshold, it is determined that the road condition information is that the first vehicle is on a second type of road surface, and the second type of road surface means that the rear wheels of the first vehicle are located on a low-adhesion road surface.

8. The method according to claim 7, characterized in that The determining a corresponding target control strategy based on the road condition information includes: When the road condition information indicates that the first vehicle is traveling from the high-adhesion road surface to the low-adhesion road surface, the target control strategy is determined to increase the caliper release time of the rear wheels of the first vehicle by a fifth time threshold.

9. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured to acquire a vehicle speed of the first vehicle and a wheel speed of each wheel when a parking brake function of the first vehicle is turned on, wherein the parking brake function is used to indicate the start of braking control of the first vehicle; a determination module, configured to determine a slip ratio of each wheel based on the vehicle speed and the wheel speed of each wheel, wherein the slip ratio is used to indicate a slip condition of the wheel during the driving of the first vehicle; The determination module is further configured to determine road condition information of a road surface on which the first vehicle is located based on the slip rate of each wheel, wherein the road condition information includes a friction force provided by the road surface on which the first vehicle is located for the wheels of the first vehicle; A control module is used to determine a corresponding target control strategy based on the road condition information, and adjust the braking control of the first vehicle based on the target control strategy, wherein the target control strategy is used to control the wheels of the first vehicle so that the first vehicle remains stable during braking.

10. A computer device, characterized in that: The computer device includes a processor and a memory, wherein the memory stores at least one program, and the at least one program is loaded and executed by the processor to implement the vehicle control method as described in any one of claims 1 to 8.

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