Method and device for determining anti-skid strategy of vehicle

Abstract

The invention relates to the technical field of vehicle control, and discloses a method and device for determining an anti-skid strategy of a vehicle. The method comprises the following steps: acquiring an environment state of a vehicle, a running state of the vehicle and running data of the vehicle; detecting whether the environment state of the vehicle is in a preset environment state or not; if the environment state of the vehicle is in the preset environment state, detecting whether the running state of the vehicle is in a preset running state or not; and if the running state of the vehicle is the preset running state, determining an anti-skid strategy of the vehicle based on the running data of the vehicle. By detecting the environment state of the vehicle, whether the vehicle is in the environment where anti-skid measures need to be taken or not can be judged in real time. And meanwhile, whether the vehicle is in an easy-to-slip or out-of-control state or not can be further determined by detecting the running state of the vehicle, and when the vehicle is in the easy-to-slip or out-of-control state, the anti-slip strategy of the vehicle is determined, so that the running stability and safety of the vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a method, device, computer equipment, storage medium and program product for determining an anti-skid strategy for a vehicle. Background Art

[0002] In winter, especially in cold and snowy areas, snow and ice on roads are common natural phenomena. These bad road conditions pose a major challenge to car driving safety. When a vehicle is driving on snowy or icy roads, the friction between the wheels and the ground is significantly reduced, and the vehicle is prone to idling, skidding and other uncontrolled phenomena, greatly increasing the risk of traffic accidents. Therefore, improving the driving stability and safety of vehicles under these bad road conditions has become a technical problem that needs to be solved urgently. Summary of the invention

[0003] In view of this, the present invention provides a method, an apparatus, a computer device, a storage medium and a program product for determining an anti-skid strategy of a vehicle.

[0004] In a first aspect, the present invention provides a method for determining an anti-skid strategy of a vehicle, the method comprising: obtaining the environmental state of the vehicle, the operating state of the vehicle and the operating data of the vehicle; detecting whether the environmental state of the vehicle is in a preset environmental state; if the environmental state of the vehicle is in the preset environmental state, detecting whether the operating state of the vehicle is in a preset operating state; if the operating state of the vehicle is in the preset operating state, determining the anti-skid strategy of the vehicle based on the operating data of the vehicle.

[0005] The method for determining the anti-skid strategy of a vehicle provided in this embodiment can determine in real time whether the vehicle is in an environment where anti-skid measures need to be taken by detecting the environmental state of the vehicle. At the same time, detecting the running state of the vehicle can further confirm whether the vehicle is in a state prone to skidding or loss of control. When the vehicle is in a state prone to skidding or loss of control, the anti-skid strategy of the vehicle is determined, thereby improving the driving stability and safety of the vehicle.

[0006] In an optional embodiment, at least one anti-skid device is arranged in the wheels of the vehicle, and the operation data of the vehicle includes the vehicle speed information; wherein, the anti-skid strategy of the vehicle is determined based on the operation data of the vehicle, including: when the speed information of the vehicle is within a first preset range, controlling the anti-skid device arranged in the wheels of the vehicle to adjust from a fourth initial position to a fourth target position according to a first speed; or, when the speed information of the vehicle is within a second preset range, controlling the anti-skid device arranged in the wheels of the vehicle to adjust from a third initial position to a third target position according to a second speed; wherein, the minimum value of the second preset range is greater than the maximum value of the first preset range, and the second speed is greater than the first speed.

[0007] The method for determining the anti-skid strategy of the vehicle provided in this embodiment, by setting the first preset range and the second preset range (and the minimum value of the second preset range is greater than the maximum value of the first preset range), the design can accurately distinguish between low-speed and high-speed driving states. When driving at low speed, the anti-skid device adjusts to the target position at a slower speed, which helps to provide stable anti-skid support when the vehicle starts or drives at low speed. When driving at high speed, the anti-skid device adjusts to the target position at a faster speed, which can respond quickly and prevent the vehicle from slipping due to high-speed driving, thereby improving the driving stability and safety of the vehicle.

[0008] In an optional embodiment, the vehicle operating status includes the vehicle's road surface adhesion status; wherein, the process of determining the vehicle operating status includes: obtaining the friction coefficient of the driving road surface by acquiring the vehicle's current traction, wheel characteristics and vehicle weight; determining the actual friction coefficient between each wheel and the ground based on the usage status data of each wheel in the vehicle and the friction coefficient of the driving road surface; determining the road surface adhesion coefficient based on the vehicle's operating information and the actual friction coefficient; and determining the vehicle's operating status based on the road surface adhesion coefficient.

[0009] The method for determining the anti-skid strategy of a vehicle provided in this embodiment is a vehicle control method based on the road surface adhesion coefficient. It determines the friction coefficient between each wheel and the ground by comprehensively calculating the road surface state information and the vehicle operation information, accurately determines the adhesion coefficient between the entire vehicle and the ground, and then accurately determines the vehicle's operating state.

[0010] In an optional embodiment, a plurality of anti-skid devices are arranged in the wheels of the vehicle; wherein the operating data of the vehicle includes: an initial vehicle posture and initial steering angle information; wherein, if the operating state of the vehicle is in a preset operating state, an anti-skid strategy of the vehicle is determined based on the operating data of the vehicle, including: if the operating state of the vehicle is in a preset operating state, based on the initial vehicle posture and initial steering angle information, a plurality of first target anti-skid devices are determined from a plurality of anti-skid devices, and the first target anti-skid device is controlled to be adjusted from a first initial position to a first target position; when the initial vehicle posture of the vehicle is adjusted to the target vehicle posture and the initial steering angle information is adjusted to the target steering angle information, a plurality of second target anti-skid devices are determined from the plurality of anti-skid devices; and the second target anti-skid devices are detected. whether there is the first target anti-skid device in the target anti-skid device; if the first target anti-skid device does not exist in the second target anti-skid device, controlling the first target anti-skid device to adjust from the first target position to the first initial position, and controlling the second target anti-skid device to adjust from the second initial position to the second target position; if the first target anti-skid device exists in the second target anti-skid device, controlling the third target anti-skid device to adjust from the first target position to the first initial position, and controlling the fourth target anti-skid device to adjust from the third initial position to the third target position; wherein the third target anti-skid device is an anti-skid device in the first target anti-skid device that does not exist in the second target anti-skid device, and the fourth target anti-skid device is an anti-skid device in the second target anti-skid device that does not exist in the first target anti-skid device.

[0011] The method for determining the anti-skid strategy of a vehicle provided in this embodiment can accurately determine the current state and driving direction of the vehicle according to the initial posture and initial steering angle information of the vehicle. On this basis, selecting and adjusting a suitable anti-skid device to the target position can significantly improve the driving stability and safety of the vehicle. In particular, the stability of the vehicle is crucial when driving at high speeds or under complex road conditions. By accurately controlling the position and state of the anti-skid device, traffic accidents caused by side slipping or loss of control of the vehicle can be effectively prevented. When the initial posture and initial steering angle information change, the position of the anti-skid device can be readjusted according to the changed initial posture and initial steering angle information, thereby improving the driving stability and safety of the vehicle.

[0012] In an optional embodiment, the method further includes: when the environmental state of the vehicle is not in a preset environmental state, controlling the anti-skid device of the vehicle to return to the target initial position.

[0013] The method for determining the anti-skid strategy of a vehicle provided in this embodiment can realize precise control of the anti-skid device by real-time monitoring of the environmental state and adjusting the position of the anti-skid device. Such precise control can ensure that the anti-skid device works when needed and avoids working under unnecessary conditions, thereby improving the anti-skid effect.

[0014] In a second aspect, the present invention provides a device for determining an anti-skid strategy of a vehicle, the device comprising: an acquisition module for acquiring the environmental state of the vehicle, the operating state of the vehicle and the operating data of the vehicle; a first detection module for detecting whether the environmental state of the vehicle is in a preset environmental state; a second detection module for detecting whether the operating state of the vehicle is in a preset operating state if the environmental state of the vehicle is in the preset environmental state; and a determination module for determining the anti-skid strategy of the vehicle based on the operating data of the vehicle if the operating state of the vehicle is in the preset operating state.

[0015] In a third aspect, the present invention provides a vehicle, comprising: an anti-skid device controller, an information sensor and a computer device, wherein the computer device is used to execute the operation of the method for determining the anti-skid strategy of the vehicle in the first aspect.

[0016] In a fourth aspect, the present invention provides a computer device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the method for determining the anti-skid strategy of a vehicle according to the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0017] In a fifth aspect, the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the method for determining an anti-skid strategy for a vehicle according to the first aspect or any corresponding embodiment thereof.

[0018] In a sixth aspect, the present invention provides a computer program product, comprising computer instructions for causing a computer to execute the method for determining an anti-skid strategy for a vehicle according to the first aspect or any corresponding embodiment thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 is a schematic diagram of an example of a vehicle according to an embodiment of the present invention;

[0021] Figure 2 is a flow chart of a method for determining an anti-skid strategy for a vehicle according to an embodiment of the present invention;

[0022] Figure 3is a schematic diagram of an example of an anti-slip device according to an embodiment of the present invention

[0023] Figure 4 is a structural block diagram of a device for determining an anti-skid strategy for a vehicle according to an embodiment of the present invention;

[0024] Figure 5 It is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0026] Based on relevant technologies, it is known that in winter, especially in cold and snowy areas, snow and ice on the roads are common natural phenomena. These harsh road conditions pose a major challenge to automobile driving safety. When a vehicle is driving on a snowy or icy road, the friction between the wheels and the ground is significantly reduced, and the vehicle is prone to idling, skidding and other uncontrollable phenomena, greatly increasing the risk of traffic accidents. Therefore, improving the driving stability and safety of vehicles under these harsh road conditions has become a technical problem that needs to be solved urgently.

[0027] Based on this, the present invention provides a method for determining the anti-skid strategy of a vehicle. By detecting the environmental state of the vehicle (such as whether the road surface is icy, snowy, temperature, humidity, etc.), it can be determined in real time whether the vehicle is in an environment where anti-skid measures need to be taken. At the same time, detecting the running state of the vehicle can further confirm whether the vehicle is in a state that is prone to skidding or loss of control. When the vehicle is in a state that is prone to skidding or loss of control, the anti-skid strategy of the vehicle is determined, thereby improving the driving stability and safety of the vehicle.

[0028] Please refer to Figure 1 , Figure 1 A schematic diagram showing an example of a vehicle provided by an embodiment of the present invention.

[0029] The vehicle includes an information sensor, an anti-skid device controller and a computer device; wherein the information sensor is used to obtain the environmental state of the vehicle, the operating state of the vehicle and the operating data of the vehicle, and send the environmental state of the vehicle, the operating state of the vehicle and the operating data of the vehicle to the computer device, the computer device detects whether the environmental state of the vehicle is in a preset environmental state, and if the environmental state of the vehicle is in the preset environmental state, detects whether the operating state of the vehicle is in a preset operating state; wherein, if the operating state of the vehicle is in the preset operating state, the computer device controls the anti-skid device controller to implement the anti-skid strategy of the vehicle.

[0030] According to an embodiment of the present invention, a method embodiment for determining an anti-skid strategy for a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0031] In this embodiment, a method for determining an anti-skid strategy for a vehicle is provided, which can be used in computer devices, such as computers, servers, etc. Figure 2 is a flow chart of a method for determining an anti-skid strategy for a vehicle according to an embodiment of the present invention. Figure 2 As shown, the process includes the following steps:

[0032] Step S101, obtaining the environmental state of the vehicle, the operating state of the vehicle and the operating data of the vehicle.

[0033] The environmental state of the vehicle can characterize the external environmental conditions in which the vehicle is currently located, including but not limited to road conditions (such as dry, slippery, icy, etc.), weather conditions (such as sunny, rainy, snowy, etc.), temperature, humidity, etc. The operating state of the vehicle can characterize the driving state of the vehicle on the ground (such as whether the vehicle is skidding, etc.). The operating data of the vehicle can characterize various data generated during the driving process of the vehicle, including but not limited to vehicle speed data, engine speed data, wheel speed data, brake pressure data, steering angle data, etc. Specifically, the current environmental state (such as road conditions, weather conditions, etc.), operating state (such as driving speed, gear status, etc.) and operating data (such as vehicle speed data, wheel speed data, etc.) of the vehicle can be obtained in real time through the vehicle's sensors and control system.

[0034] In one possible implementation, the vehicle's environmental status, operating status, and operating data are acquired in real time through sensor devices such as the vehicle's radar, camera, temperature and humidity sensors, and control systems such as the vehicle's ECU (electronic control unit).

[0035] Step S102, detecting whether the environment state of the vehicle is in a preset environment state.

[0036] The acquired environmental state is compared with the preset environmental state to determine whether the vehicle's current environmental state meets the preset environmental state (such as whether the road is slippery, whether the weather is bad, etc.). Specifically, the acquired environmental state is compared with the preset environmental state threshold, or the environmental state is classified using a machine learning model to determine whether the vehicle's current environmental state meets the preset conditions.

[0037] Step S103: if the environmental state of the vehicle is in a preset environmental state, detecting whether the operating state of the vehicle is in a preset operating state.

[0038] If the environmental state of the vehicle meets the preset conditions, it is further determined whether the operating state of the vehicle meets the preset conditions (such as whether the driving speed is too fast, whether the gear is in the forward gear, etc.).

[0039] Step S104: if the running state of the vehicle is in a preset running state, an anti-skid strategy of the vehicle is determined based on the running data of the vehicle.

[0040] If the running state of the vehicle also meets the preset conditions, the best anti-skid strategy is calculated through an algorithm or model based on the running data of the vehicle (such as vehicle speed data, wheel speed data, etc.), and corresponding measures are taken (such as adjusting wheel pressure, starting the anti-skid system, adjusting the vehicle speed, etc.) to prevent the vehicle from skidding. Specifically, based on the running data of the vehicle, the best anti-skid strategy is calculated using an algorithm or model (such as a machine learning model, a neural network model, etc.). Then, the anti-skid strategy is implemented by taking corresponding measures through the vehicle's control system (such as an ABS system, an ESP system, etc.).

[0041] For example, when a vehicle is driving on a highway in rainy weather, radar and camera can be used to obtain the environmental conditions of slippery road surface and low visibility; the vehicle speed sensor and engine speed sensor can be used to obtain the vehicle's current speed of 120km / h and the gear is in the forward gear state; the vehicle's driving data can be obtained through the vehicle speed data and wheel speed data. The obtained environmental conditions of slippery road surface and low visibility are compared with the preset rainy highway environmental conditions to determine whether the vehicle's current environmental conditions meet the preset conditions. The obtained operating conditions of the vehicle driving at a speed of 120km / h and the gear is in the forward gear are compared with the preset highway driving conditions to determine whether the vehicle's operating conditions meet the preset conditions. Based on the vehicle's operating data (such as vehicle speed data, wheel speed data, etc.), the machine learning model is used to calculate the best anti-skid strategy, which is to reduce the vehicle speed to 80km / h and start the ABS system. Then, the vehicle's control system takes corresponding measures to implement the anti-skid strategy.

[0042] The method for determining the anti-skid strategy of a vehicle provided in this embodiment can determine in real time whether the vehicle is in an environment where anti-skid measures need to be taken by detecting the environmental state of the vehicle (such as whether the road surface is icy, snowy, temperature, humidity, etc.). At the same time, detecting the running state of the vehicle can further confirm whether the vehicle is in a state that is prone to skidding or loss of control. When the vehicle is in a state that is prone to skidding or loss of control, the anti-skid strategy of the vehicle is determined, thereby improving the driving stability and safety of the vehicle.

[0043] In an optional embodiment, at least one anti-skid device is provided in a wheel of the vehicle, and the operation data of the vehicle includes the speed information of the vehicle; wherein, in the above step S104, determining the anti-skid strategy of the vehicle based on the operation data of the vehicle includes:

[0044] Step a1, when the vehicle speed information is within a first preset range, controlling the anti-skid device provided in the wheel of the vehicle to adjust from a fourth initial position to a fourth target position according to a first speed.

[0045] Step a2, when the vehicle speed information is within a second preset range, control the anti-skid device set in the vehicle's wheels to adjust from a fourth initial position to a fourth target position according to a second speed; wherein the minimum value of the second preset range is greater than the maximum value of the first preset range, and the second speed is greater than the first speed.

[0046] The anti-skid device may be an anti-skid tire chain, an anti-skid spike, etc. The vehicle speed information may represent the current speed of the vehicle, which is usually provided by the vehicle speed sensor. The first preset range may represent a specific interval of the vehicle speed information. When the vehicle speed falls within this interval, a specific anti-skid device adjustment operation will be triggered. The third initial position may represent the initial installation position of the anti-skid device in the vehicle wheel, which is usually a position to keep the anti-skid device in a non-working state or a standby state without affecting normal driving and wheel performance. The third target position may represent the working position to which the anti-skid device needs to be adjusted so as to provide an anti-skid effect or enhance the grip of the wheel when the vehicle speed is within a specific range. The first speed may represent a slower speed when the anti-skid device is adjusted from the third initial position to the third target position. The second preset range may represent another higher speed interval of the vehicle speed information similar to the first preset range. The second speed may represent a faster speed when the anti-skid device is adjusted from the third initial position to the third target position, which is usually used when the vehicle speed is high to respond to the anti-skid demand more quickly.

[0047] Specifically, when the vehicle speed information is detected to be within the first preset range, the vehicle control system will send an instruction to the control unit of the anti-skid device to control the anti-skid device in the wheel to move from the third initial position to the third target position at a first speed. This is usually to adjust the anti-skid device in a gentler manner when the vehicle speed is slow, so as to avoid unnecessary impact on the wheel and the vehicle. When the vehicle speed information is detected to be within the second preset range, the vehicle control system will send an instruction to the control unit of the anti-skid device to control the anti-skid device in the wheel to move from the third initial position to the third target position at a second speed. Since the second preset range represents a higher vehicle speed, the anti-skid device needs to be adjusted at a faster speed in order to respond to the anti-skid demand in a timely manner and ensure the safety and stability of the vehicle.

[0048] In one possible implementation, the vehicle speed information is detected in real time by the vehicle's ECU (electronic control unit), and a control instruction is sent to the control unit of the anti-skid device according to a preset range and speed value. Alternatively, the vehicle speed information is directly detected by the vehicle's sensor system (such as a speed sensor), and the detection result is transmitted to the control unit of the anti-skid device by wired or wireless means, and the control unit determines whether the anti-skid device needs to be adjusted and the adjustment speed according to the preset logic and algorithm. Alternatively, in combination with the vehicle's navigation system or intelligent driving assistance system, the preset range and speed value are dynamically adjusted according to factors such as current road conditions and weather conditions to achieve more intelligent and flexible anti-skid device control.

[0049] The method for determining the anti-skid strategy of the vehicle provided in this embodiment, by setting the first preset range and the second preset range (and the minimum value of the second preset range is greater than the maximum value of the first preset range), the design can accurately distinguish between low-speed and high-speed driving states. When driving at low speed, the anti-skid device adjusts to the target position at a slower speed, which helps to provide stable anti-skid support when the vehicle starts or drives at low speed. When driving at high speed, the anti-skid device adjusts to the target position at a faster speed, which can respond quickly and prevent the vehicle from slipping due to high-speed driving, thereby improving the driving stability and safety of the vehicle.

[0050] In an optional embodiment, the vehicle operating state includes the vehicle's road surface adhesion state; wherein the process of determining the vehicle operating state includes:

[0051] Step b1, obtaining the current traction force, wheel characteristics and vehicle weight of the vehicle to obtain the friction coefficient of the driving road.

[0052] Traction can represent the driving force transmitted from the vehicle engine to the wheels through the transmission system, which determines the vehicle's ability to accelerate and climb. Traction can include the material, structure, size, pattern, etc. of the wheel, which will affect the friction between the wheel and the road surface, and thus affect the vehicle's driving performance. Vehicle weight Traction can represent the total mass of the vehicle, including the weight of all loads such as the body, passengers, and cargo. The weight of the vehicle will affect the pressure of the wheel on the ground, thereby affecting the friction. The friction coefficient can refer to the ratio of the friction between the two contact surfaces to the normal pressure, and here specifically refers to the friction coefficient between the wheel and the road surface. Specifically, the vehicle's current traction, wheel characteristics (such as wheel model, air pressure, etc.) and vehicle weight are obtained through the vehicle's sensor system (such as traction sensor, wheel pressure sensor, etc.). Then, using these data and the known wheel-road friction model or table lookup method, the friction coefficient of the current driving road surface is estimated.

[0053] In one possible implementation, the traction of the vehicle is directly measured using a traction sensor, and the friction coefficient is estimated by a table lookup method or a model in combination with the wheel pressure and vehicle weight data. The friction coefficient of the driving road surface can also be inferred by using the dynamic response of the vehicle (such as acceleration changes) and a known wheel-road friction model.

[0054] Step b2, determining the actual friction coefficient between each wheel and the ground according to the usage status data of each wheel in the vehicle and the friction coefficient of the driving road surface.

[0055] The friction coefficient refers to the ratio of the friction force to the normal pressure between two contact surfaces, and specifically refers to the friction coefficient between the wheel and the road surface. The actual friction coefficient refers to the friction coefficient actually generated between the wheel and the ground during actual driving, which may be affected by various factors such as wheel wear, road pollution, temperature, etc. Specifically, the use status data (such as wear degree, temperature, etc.) of each wheel is obtained through the vehicle's wheel monitoring system (such as wheel wear sensor, temperature sensor, etc.). Then, combined with the road surface friction coefficient obtained in step c1, the real-time estimation algorithm or model of wheel-road friction is used to determine the actual friction coefficient between each wheel and the ground.

[0056] In one possible implementation, the wheel wear sensor can be used to monitor the degree of wheel wear in real time, and combined with other wheel status data (such as temperature, air pressure, etc.) and the friction coefficient of the road surface, the actual friction coefficient can be estimated using an algorithm. The vehicle's ABS system or ESP system can also be used to monitor the slip rate of the wheel, and combined with the wheel characteristics and the friction coefficient of the road surface, the actual friction coefficient can be estimated.

[0057] Step b3, determining the road surface adhesion coefficient based on the vehicle's operating information and the actual friction coefficient.

[0058] The road surface adhesion coefficient can be used to measure the adhesion between the road surface and the wheels, and can be obtained through a specific test method. Specifically, based on the vehicle's operating information (such as vehicle speed, acceleration, steering angle, etc.) and the actual friction coefficient, the current road surface adhesion coefficient is calculated using the estimation algorithm or model of the road surface adhesion coefficient. This algorithm or model may take into account a variety of factors, such as wheel slip rate, vehicle dynamic response, etc.

[0059] In one possible implementation, the road surface adhesion coefficient is estimated using a machine learning algorithm or a neural network model based on the real-time operating information of the vehicle (such as vehicle speed, acceleration, steering angle, etc.) and the actual friction coefficient. The road surface adhesion coefficient can also be estimated using the dynamic response of the vehicle (such as wheel bounce, side deviation, etc.) and a known wheel-road friction model, combined with feedback data from the vehicle's control system (such as ABS, ESP, etc.).

[0060] Step b4, determining the running state of the vehicle based on the road surface adhesion coefficient.

[0061] The calculated road surface adhesion coefficient is compared with a preset threshold or range to determine whether the vehicle's operating state is safe, stable or dangerous. This step may also involve adjustments or interventions to the vehicle's control system to ensure the vehicle's driving safety under adverse road conditions.

[0062] In one possible implementation, the calculated road surface adhesion coefficient is compared with a preset safety threshold. If it is lower than the threshold, the vehicle's control system (such as ABS, ESP, etc.) is triggered to intervene. According to the changing trend of the road surface adhesion coefficient and the dynamic response of the vehicle, the vehicle's control strategy (such as vehicle speed, steering angle, etc.) is adjusted in real time to ensure driving safety. For example, the calculated road surface adhesion coefficient of 0.7 is compared with the preset safety threshold of 0.6, and it is found that the current road condition is within a safe range. However, considering possible changes in road conditions in the future (such as rain, snow, etc.), the vehicle can adjust the control strategy in real time (such as reducing the speed, increasing the distance between vehicles, etc.) to ensure driving safety.

[0063] The method for determining the anti-skid strategy of a vehicle provided in this embodiment is a vehicle control method based on the road surface adhesion coefficient. It determines the friction coefficient between each wheel and the ground by comprehensively calculating the road surface state information and the vehicle operation information, accurately determines the adhesion coefficient between the entire vehicle and the ground, and then accurately determines the vehicle's operating state.

[0064] In an optional embodiment, a plurality of anti-skid devices are provided in the wheels of the vehicle; wherein the operation data of the vehicle includes: initial vehicle posture and initial steering angle information; wherein the above step S104 includes:

[0065] Step c1, if the running state of the vehicle is in a preset running state, based on the initial vehicle posture and the initial steering angle information, multiple first target anti-skid devices are determined from multiple anti-skid devices, and the first target anti-skid devices are controlled to adjust from a first initial position to a first target position.

[0066] The initial vehicle posture can characterize the position, angle and posture of the vehicle before starting to travel or performing a specific operation, such as the vehicle's tilt angle, pitch angle, roll angle, etc. The initial steering angle information can characterize the steering angle of the front wheels (or steering wheels) of the vehicle before starting to travel or performing a specific operation, which determines the driving direction of the vehicle. When the vehicle has multiple anti-skid devices, according to the initial posture and initial steering angle information of the vehicle, an algorithm or logic is used to determine which anti-skid devices (i.e., the first target anti-skid devices) need to be activated or adjusted to a specific position, and then these anti-skid devices are controlled to adjust from the first initial position to the first target position.

[0067] In a possible implementation, the vehicle's posture and steering angle information can be acquired in real time based on the vehicle's sensor data (such as a posture sensor, a steering angle sensor, etc.), and the first target anti-skid device can be determined through an algorithm. The first target anti-skid device can also be determined by combining the vehicle's real-time posture and steering angle information with information provided by the vehicle's navigation system or intelligent driving assistance system.

[0068] Step c2: when the initial vehicle posture of the vehicle is adjusted to the target vehicle posture and the initial steering angle information is adjusted to the target steering angle information, a plurality of second target anti-skid devices are determined from the plurality of anti-skid devices.

[0069] The target vehicle posture may represent the position, angle and posture reached by the vehicle during driving or after performing a specific operation. The target steering angle information may represent the steering angle of the front wheels (or steering wheels) reached by the vehicle during driving or after performing a specific operation. Specifically, when the vehicle posture and steering angle information change and reach the target vehicle posture and target steering angle information, it is determined again based on the new vehicle posture and steering angle information which anti-skid devices (i.e., the second target anti-skid devices) need to be activated or adjusted to a specific position.

[0070] In a possible implementation, when the vehicle posture and steering angle information change, the second target anti-skid device can be re-determined through real-time data provided by the sensor or system. The target position of the anti-skid device can also be adjusted in real time by using the dynamic response of the vehicle and preset logical judgment rules.

[0071] Step c3, detecting whether the first target anti-skid device exists in the second target anti-skid device.

[0072] The second target anti-skid device is compared with the first target anti-skid device to check whether there is overlap, that is, whether the first target anti-skid device is included in the second target anti-skid device.

[0073] Step c4, if the first target anti-skid device does not exist in the second target anti-skid device, control the first target anti-skid device to adjust from the first target position to the first initial position, and control the second target anti-skid device to adjust from the second initial position to the second target position.

[0074] If the second target anti-skid device does not include the first target anti-skid device, it means that the driving state or demand of the vehicle has changed and the position of the anti-skid device needs to be adjusted. At this time, the first target anti-skid device is controlled to return from the first target position to the first initial position, and the second target anti-skid device is controlled to adjust from the fourth position to the fourth target position.

[0075] Step c5, if the first target anti-skid device exists in the second target anti-skid device, control the third target anti-skid device to adjust from the first target position to the first initial position, and control the fourth target anti-skid device to adjust from the third initial position to the third target position; wherein the third target anti-skid device is an anti-skid device in the first target anti-skid device that does not exist in the second target anti-skid device, and the fourth target anti-skid device is an anti-skid device in the second target anti-skid device that does not exist in the first target anti-skid device.

[0076] If the second target anti-skid device includes the first target anti-skid device, it means that the positions of some anti-skid devices do not need to be changed, but other anti-skid devices still need to be adjusted. At this time, those anti-skid devices in the first target anti-skid device but not in the second target anti-skid device (i.e., the third target anti-skid device) are controlled to return from the first target position to the first initial position, and those anti-skid devices in the second target anti-skid device but not in the first target anti-skid device (i.e., the fourth target anti-skid device) are controlled to adjust from the fourth position to the fourth target position.

[0077] Please refer to Figure 3 , Figure 3 is a schematic diagram of an example of an anti-slip device according to an embodiment of the present invention.

[0078] When the vehicle is in a forward state, the wheels of the vehicle are in a forward rotating state, the tire spikes of the part of the wheel of the vehicle that touches the ground extend, and the tire spikes that do not touch the ground remain in the original position. As the vehicle moves, the part of the wheel of the vehicle that touches the ground will change, so the tire spikes of the part of the wheel that touched the ground last time can return to the original position, and the tire spikes of the part of the wheel that touched the ground last time can extend. In this process, it is also necessary to detect whether the part of the wheel that touched the ground last time and the part of the wheel that touched the ground currently overlap. If the part of the wheel that touched the ground last time and the part of the wheel that touched the ground currently overlap, then the overlapping part does not need to be changed.

[0079] The method for determining the anti-skid strategy of a vehicle provided in this embodiment can accurately determine the current state and driving direction of the vehicle according to the initial posture and initial steering angle information of the vehicle. On this basis, selecting and adjusting a suitable anti-skid device to the target position can significantly improve the driving stability and safety of the vehicle. In particular, the stability of the vehicle is crucial when driving at high speeds or under complex road conditions. By accurately controlling the position and state of the anti-skid device, traffic accidents caused by side slipping or loss of control of the vehicle can be effectively prevented. When the initial posture and initial steering angle information change, the position of the anti-skid device can be readjusted according to the changed initial posture and initial steering angle information, thereby improving the driving stability and safety of the vehicle.

[0080] In an optional embodiment, the method further comprises: when the environmental state of the vehicle is not in a preset environmental state, controlling the anti-skid device of the vehicle to return to an initial position.

[0081] When the vehicle is driving, if it is detected that the environment state of the vehicle is not in a preset environment state (such as an ice and snow environment, etc.), the anti-skid device of the vehicle is controlled to adjust from a first target position to a first initial position.

[0082] The method for determining the anti-skid strategy of a vehicle provided in this embodiment can realize precise control of the anti-skid device by real-time monitoring of the environmental state and adjusting the position of the anti-skid device. Such precise control can ensure that the anti-skid device works when needed and avoids working under unnecessary conditions, thereby improving the anti-skid effect.

[0083] In the present embodiment, a device for determining an anti-skid strategy is also provided, and the device is used to implement the above-mentioned embodiments and preferred embodiments, and the descriptions thereof will not be repeated. As used below, the term "module" may be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and contemplated.

[0084] This embodiment provides a device for determining an anti-slip strategy, such as Figure 4 As shown, it includes: an acquisition module 401, used to acquire the environmental state of the vehicle, the operating state of the vehicle and the operating data of the vehicle; a first detection module 402, used to detect whether the environmental state of the vehicle is in a preset environmental state; a second detection module 403, used to detect whether the operating state of the vehicle is in a preset operating state if the environmental state of the vehicle is in the preset environmental state; a determination module 404, used to determine the anti-skid strategy of the vehicle based on the operating data of the vehicle if the operating state of the vehicle is in the preset operating state.

[0085] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0086] The device for determining the anti-skid strategy of the vehicle in this embodiment is presented in the form of a functional unit, where the functional unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0087] The embodiment of the present invention also provides a computer device having the above Figure 4 An apparatus for determining an anti-skid strategy for a vehicle is shown.

[0088] See also Figure 5 , Figure 5 is a schematic diagram of the structure of a computer device provided by an optional embodiment of the present invention, such as Figure 5 As shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Various components are connected to each other using different buses for communication, and can be installed on a common mainboard or installed in other ways as needed. The processor can process the instructions executed in the computer device, including instructions stored in or on the memory to display the graphical information of the GUI on an external input / output device (such as, a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 5 A processor 10 is taken as an example.

[0089] The processor 10 may be a central processing unit, a network processor or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be a dedicated integrated circuit, a programmable logic device or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic or any combination thereof.

[0090] The memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

[0091] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created according to the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely arranged relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0092] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid state drive; the memory 20 may also include a combination of the above types of memory.

[0093] The computer device further comprises a communication interface 30 for the computer device to communicate with other devices or a communication network.

[0094] The embodiment of the present invention also provides a computer-readable storage medium. The method according to the embodiment of the present invention can be implemented in hardware, firmware, or can be implemented as a computer code that can be recorded in a storage medium, or can be implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and will be stored in a local storage medium through a network download, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state hard disk, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor, or hardware, the method shown in the above embodiment is implemented.

[0095] A part of the present invention may be applied as a computer program product, such as a computer program instruction, which, when executed by a computer, can call or provide the method and / or technical solution according to the present invention through the operation of the computer. Those skilled in the art should understand that the existence of the computer program instruction in a computer-readable medium includes, but is not limited to, a source file, an executable file, an installation package file, etc., and accordingly, the way in which the computer program instruction is executed by the computer includes, but is not limited to: the computer directly executes the instruction, or the computer compiles the instruction and then executes the corresponding compiled program, or the computer reads and executes the instruction, or the computer reads and installs the instruction and then executes the corresponding installed program. Here, the computer-readable medium may be any available computer-readable storage medium or communication medium accessible to the computer.

[0096] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A method for determining an anti-skid strategy for a vehicle, characterized in that: The method comprises: Obtain the vehicle's environmental status, vehicle's operating status and vehicle's operating data; Detecting whether the environmental state of the vehicle is in a preset environmental state; If the environmental state of the vehicle is in the preset environmental state, detecting whether the operating state of the vehicle is in the preset operating state; If the operating state of the vehicle is in a preset operating state, an anti-skid strategy of the vehicle is determined based on the operating data of the vehicle.

2. The method for determining the anti-skid strategy of a vehicle according to claim 1, characterized in that: A plurality of anti-skid devices are arranged in the wheels of the vehicle; wherein the operation data of the vehicle includes: initial vehicle posture and initial steering angle information; wherein, if the operation state of the vehicle is in a preset operation state, the anti-skid strategy of the vehicle is determined based on the operation data of the vehicle, including: If the running state of the vehicle is in a preset running state, based on the initial vehicle posture and the initial steering angle information, a plurality of first target anti-skid devices are determined from the plurality of anti-skid devices, and the first target anti-skid devices are controlled to be adjusted from a first initial position to a first target position; When the initial vehicle posture of the vehicle is adjusted to the target vehicle posture, and the initial steering angle information is adjusted to the target steering angle information, determining a plurality of second target anti-skid devices from the plurality of anti-skid devices; detecting whether the first target anti-skid device exists in the second target anti-skid device; If the first target anti-skid device does not exist in the second target anti-skid device, controlling the first target anti-skid device to adjust from the first target position to the first initial position, and controlling the second target anti-skid device to adjust from the second initial position to the second target position; If the first target anti-skid device exists in the second target anti-skid device, the third target anti-skid device is controlled to be adjusted from the first target position to the first initial position, and the fourth target anti-skid device is controlled to be adjusted from the third initial position to the third target position; wherein the third target anti-skid device is an anti-skid device in the first target anti-skid device that does not exist in the second target anti-skid device, and the fourth target anti-skid device is an anti-skid device in the second target anti-skid device that does not exist in the first target anti-skid device.

3. The method for determining the anti-skid strategy of a vehicle according to claim 1, characterized in that: At least one anti-skid device is arranged in a wheel of a vehicle; wherein the operation data of the vehicle includes the vehicle speed information; wherein the anti-skid strategy of the vehicle is determined based on the operation data of the vehicle, including: When the vehicle speed information of the vehicle is within a first preset range, controlling the anti-skid device provided in the wheel of the vehicle to adjust from a fourth initial position to a fourth target position according to the first speed; or, When the vehicle speed information is within a second preset range, the anti-skid device arranged in the wheel of the vehicle is controlled to adjust from a fourth initial position to a fourth target position according to a second speed; wherein the minimum value of the second preset range is greater than the maximum value of the first preset range, and the second speed is greater than the first speed.

4. The method for determining the anti-skid strategy of a vehicle according to claim 1, characterized in that: The vehicle running state includes the road surface adhesion state of the vehicle; wherein the process of determining the vehicle running state includes: Obtain the current traction of the vehicle, wheel characteristics and vehicle weight to obtain the friction coefficient of the driving road; Determine the actual friction coefficient between each wheel and the ground according to the usage status data of each wheel in the vehicle and the friction coefficient of the driving road surface; Determine the road surface adhesion coefficient based on the vehicle's operating information and the actual friction coefficient; A running state of the vehicle is determined based on the road surface adhesion coefficient.

5. The method for determining the anti-skid strategy of a vehicle according to any one of claims 1 to 4, characterized in that: The method further comprises: When the environment state of the vehicle is not in the preset environment state, the anti-skid device of the vehicle is controlled to return to the target initial position.

6. A device for determining an anti-skid strategy for a vehicle, characterized in that: The device comprises: An acquisition module is used to acquire the environmental state of the vehicle, the operating state of the vehicle and the operating data of the vehicle; A first detection module, used to detect whether the environmental state of the vehicle is in a preset environmental state; A second detection module, configured to detect whether the operating state of the vehicle is in a preset operating state if the environmental state of the vehicle is in the preset environmental state; A determination module is used to determine an anti-skid strategy of the vehicle based on the operating data of the vehicle if the operating state of the vehicle is in a preset operating state.

7. A vehicle, characterized in that: The vehicle comprises: an anti-skid device controller, an information sensor and a computer device, wherein the computer device is used to execute the operation of the method for determining the anti-skid strategy of the vehicle according to any one of claims 1-5.

8. A computer device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method for determining the anti-skid strategy of a vehicle according to any one of claims 1 to 5 by executing the computer instructions.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the method for determining an anti-skid strategy for a vehicle according to any one of claims 1 to 5.

10. A computer program product, characterized in that The method comprises computer instructions for causing a computer to execute the method for determining an anti-skid strategy of a vehicle according to any one of claims 1 to 5.

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