Method and device for determining anti-skid strategy of vehicle

Abstract

The present invention relates to the technical field of vehicle control, and discloses a method and device for determining an anti-slip strategy of a vehicle. The method includes: obtaining the environmental state of the vehicle, the running state of the vehicle, and the running 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 running state of the vehicle is in a preset running state; if the running state of the vehicle is in the preset running state, determining the anti-slip strategy of the vehicle based on the running data of the vehicle. By detecting the environmental state of the vehicle, the present invention can determine in real time whether the vehicle is in an environment where anti-slip 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 where it is prone to skidding or losing control. When the vehicle is in a state where it is prone to skidding or losing control, the anti-slip strategy of the vehicle is determined, thereby improving the driving stability and safety of the vehicle.

Description

Technical Field

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

[0002] In winter, especially in cold and snowy areas, road snow accumulation and icing are common natural phenomena. These adverse road conditions pose a major challenge to driving safety. When a vehicle is traveling on a snow-covered or icy road surface, due to the significantly reduced friction between the wheels and the ground, the vehicle is prone to spinning, skidding and other out-of-control phenomena, greatly increasing the risk of traffic accidents. Therefore, improving the driving stability and safety of vehicles under these adverse road conditions has become a technical problem to be solved urgently. Summary of the Invention

[0003] In view of this, the present invention provides a method, device, computer device, storage medium and 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, operating state and 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 the vehicle provided in this embodiment can, by detecting the environmental state of the vehicle, determine in real time whether the vehicle is in an environment where anti-skid measures need to be taken. At the same time, detecting the operating state of the vehicle can further confirm whether the vehicle is in a state where it is prone to skidding or getting out of control. When the vehicle is in a state where it is prone to skidding or getting out 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 provided inside the wheels of the vehicle, and the operating data of the vehicle includes the vehicle speed information; wherein, determining the anti-skid strategy of the vehicle based on the operating data of the vehicle includes: when the vehicle speed information is within a first preset range, controlling the anti-skid device provided inside the wheels of the vehicle to adjust from a fourth initial position to a fourth target position at a first speed; or, when the vehicle speed information is within a second preset range, controlling the anti-skid device provided inside the wheels of the vehicle to adjust from a third initial position to a third target position at 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 a vehicle provided in this embodiment can accurately distinguish between low-speed and high-speed driving states by setting a first preset range and a second preset range (and the minimum value of the second preset range is greater than the maximum value of the first preset range). When driving at a 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 a low speed. When driving at a high speed, the anti-skid device adjusts to the target position at a faster speed, which can quickly respond and prevent the vehicle from skidding due to high-speed driving, thereby improving the driving stability and safety of the vehicle.

[0008] In an alternative embodiment, the vehicle operating state includes the road surface adhesion state of the vehicle; wherein, the process of determining the vehicle operating state includes: obtaining the current traction force, wheel characteristics, and vehicle weight of the vehicle, obtaining the friction coefficient of the driving road surface; determining the actual friction coefficient between each wheel and the ground according to the usage state 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 operating information of the vehicle and the actual friction coefficient; and determining the vehicle operating state 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 operating information, accurately determines the adhesion coefficient between the vehicle as a whole and the ground, and then accurately determines the vehicle operating state.

[0010] In an alternative embodiment, a plurality of anti-slip devices are provided inside the wheels of the vehicle; wherein, the operating data of the vehicle includes: the initial vehicle attitude and the initial steering angle information; wherein, if the operating state of the vehicle is in a preset operating state, determining an anti-slip strategy for the vehicle based on the operating data of the vehicle, includes: if the operating state of the vehicle is in a preset operating state, based on the initial vehicle attitude and the initial steering angle information, determining a plurality of first target anti-slip devices from the plurality of anti-slip devices, and controlling the first target anti-slip devices to adjust from a first initial position to a first target position; when the initial vehicle attitude of the vehicle is adjusted to a target vehicle attitude and the initial steering angle information is adjusted to a target steering angle information, determining a plurality of second target anti-slip devices from the plurality of anti-slip devices; detecting whether any of the first target anti-slip devices exists among the second target anti-slip devices; if none of the first target anti-slip devices exists among the second target anti-slip devices, controlling the first target anti-slip devices to adjust from the first target position to the first initial position, and controlling the second target anti-slip devices to adjust from a second initial position to a second target position; if any of the first target anti-slip devices exists among the second target anti-slip devices, controlling a third target anti-slip device to adjust from the first target position to the first initial position, and controlling a fourth target anti-slip device to adjust from a third initial position to a third target position; wherein, the third target anti-slip device is an anti-slip device among the first target anti-slip devices that does not exist in the second target anti-slip devices, and the fourth target anti-slip device is an anti-slip device among the second target anti-slip devices that does not exist in the first target anti-slip devices.

[0011] The method for determining the anti-slip strategy of the vehicle provided in this embodiment can accurately judge the current state and driving direction of the vehicle according to the initial attitude and initial steering angle information of the vehicle. On this basis, selecting and adjusting appropriate anti-slip devices to the target positions can significantly improve the driving stability and safety of the vehicle. Especially when driving at high speeds or in complex road conditions, the stability of the vehicle is crucial. By precisely controlling the positions and states of the anti-slip devices, traffic accidents caused by vehicle skidding or losing control can be effectively prevented. After the initial attitude and initial steering angle information change, the positions of the anti-slip devices can be readjusted according to the changed initial attitude and initial steering angle information, thereby improving the driving stability and safety of the vehicle.

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

[0013] The method for determining the anti-slip strategy of the vehicle provided in this embodiment can achieve precise control of the anti-slip devices by real-time monitoring of the environmental state and adjustment of the positions of the anti-slip devices. This precise control can ensure that the anti-slip devices function when needed and avoid working under unnecessary conditions, thereby improving the anti-slip effect.

[0014] Second aspect, the present invention provides a device for determining an anti-skid strategy of a vehicle. The device includes: an acquisition module, configured to acquire the environmental state of the vehicle, the running state of the vehicle, and the running data of the vehicle; a first detection module, configured to detect whether the environmental state of the vehicle is in a preset environmental state; a second detection module, configured to detect whether the running state of the vehicle is in a preset running state if the environmental state of the vehicle is in the preset environmental state; and a determination module, configured to determine the anti-skid strategy of the vehicle based on the running data of the vehicle if the running state of the vehicle is in the preset running state.

[0015] Third aspect, the present invention provides a vehicle, which includes: an anti-skid device controller, an information sensor, and a computer device. The computer device is configured to execute the operations of the method for determining the anti-skid strategy of the vehicle in the first aspect above.

[0016] Fourth aspect, the present invention provides a computer device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the method for determining the anti-skid strategy of the vehicle in the first aspect above or any corresponding embodiment thereof.

[0017] Fifth aspect, the present invention provides a computer-readable storage medium, on which computer instructions are stored. The computer instructions are used to cause a computer to execute the method for determining the anti-skid strategy of the vehicle in the first aspect above or any corresponding embodiment thereof.

[0018] Sixth aspect, the present invention provides a computer program product, including computer instructions, which are used to cause a computer to execute the method for determining the anti-skid strategy of the vehicle in the first aspect above or any corresponding embodiment thereof. Description of the Drawings

[0019] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[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 flowchart of the method for determining the anti-skid strategy of the vehicle according to an embodiment of the present invention;

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

[0023] Figure 4 Block diagram of the structure of a device for determining an anti-slip strategy for a vehicle according to an embodiment of the present invention;

[0024] Figure 5 Schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed implementation manners

[0025] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0026] Based on the related art, it is known that in winter, especially in cold and snowy areas, road snow accumulation and icing are common natural phenomena. These harsh road conditions pose a major challenge to the safety of vehicle driving. When a vehicle is driving on a snow-covered or icy road surface, due to the significantly reduced friction between the wheels and the ground, the vehicle is prone to spin, skid and other out-of-control phenomena, greatly increasing the risk of traffic accidents. Therefore, improving the driving stability and safety of vehicles under these harsh road conditions has become an urgent technical problem to be solved.

[0027] Based on this, the present invention provides a method for determining an anti-slip strategy for a vehicle. By detecting the environmental state of the vehicle (such as whether the road surface is icy, snow-covered, temperature, humidity, etc.), it is possible to determine in real time whether the vehicle is in an environment where anti-slip 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 where it is prone to skidding or losing control. When the vehicle is in a state where it is prone to skidding or losing control, an anti-slip strategy for the vehicle is determined, thereby improving the driving stability and safety of the vehicle.

[0028] Please refer to Figure 1 , Figure 1 which shows a schematic diagram of 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. 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. If the environmental state of the vehicle is in the preset environmental state, it detects whether the operating state of the vehicle is in a preset operating state. Among them, 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, there is provided a method embodiment for determining the anti-skid strategy of a vehicle. 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 the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

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

[0032] Step S101, obtain 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 represent the current external environmental conditions of the vehicle, including but not limited to road surface 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 represent the driving state of the vehicle on the ground (such as whether the vehicle has skidded, etc.). The operating data of the vehicle can represent various data generated during the vehicle's driving process, including but not limited to vehicle speed data, engine speed data, wheel speed data, brake pressure data, steering angle data, etc. Specifically, the environmental state (such as road surface conditions, weather conditions, etc.), operating state (such as driving speed, gear state, etc.), and operating data (such as vehicle speed data, wheel speed data, etc.) of the vehicle can be obtained in real time through the sensors and control systems of the vehicle.

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

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

[0036] Compare the obtained environmental state with the preset environmental state to determine whether the current environmental state of the vehicle meets the preset environmental state (such as whether the road surface is slippery, whether the weather is bad, etc.). Specifically, compare the obtained environmental state with the preset environmental state threshold, or use a machine learning model to classify the environmental state to determine whether the current environmental state of the vehicle meets the preset conditions.

[0037] Step S103, if the environmental state of the vehicle is in a preset environmental state, detect whether the running state of the vehicle is in a preset running state.

[0038] If the environmental state of the vehicle meets the preset conditions, further determine whether the running 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, determine the anti-skid strategy of the vehicle based on the running data of the vehicle.

[0040] If the running state of the vehicle also meets the preset conditions, then according to the running data of the vehicle (such as vehicle speed data, wheel rotation speed data, etc.), calculate the optimal anti-skid strategy through an algorithm or a model, and take corresponding measures (such as adjusting the 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, use an algorithm or a model (such as a machine learning model, a neural network model, etc.) to calculate the optimal anti-skid strategy. Then, through the vehicle control system (such as the ABS system, the ESP system, etc.), take corresponding measures to execute the anti-skid strategy.

[0041] For example: The vehicle is driving on a highway in rainy weather. The environmental state of the slippery road surface and low visibility is obtained through radar and cameras; the current driving state of the vehicle at a speed of 120 km / h and the gear in the forward gear is obtained through the vehicle speed sensor and the engine speed sensor; the driving data of the vehicle is obtained through the vehicle speed data and the wheel rotation speed data. Compare the obtained environmental state of the slippery road surface and low visibility with the preset environmental state of the highway in rainy weather to determine that the current environmental state of the vehicle meets the preset conditions. Compare the obtained running state of the vehicle driving at a speed of 120 km / h and the gear in the forward gear with the preset running state of driving on the highway to determine that the running state of the vehicle meets the preset conditions. Based on the running data of the vehicle (such as vehicle speed data, wheel rotation speed data, etc.), use a machine learning model to calculate the optimal anti-skid strategy as reducing the vehicle speed to 80 km / h and starting the ABS system. Then, through the vehicle control system, take corresponding measures to execute the anti-skid strategy.

[0042] The method for determining the anti-skid strategy of a vehicle provided in this embodiment can detect the environmental state of the vehicle (such as whether the road surface is frozen, snow-covered, temperature, humidity, etc.), and can judge 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 where it is easy to skid or lose control. When the vehicle is in a state where it is easy to skid or lose control, the anti-skid strategy of the vehicle is determined, thereby improving the driving stability and safety of the vehicle.

[0043] In an alternative embodiment, at least one anti-skid device is provided inside the wheels of the vehicle, and the running data of the vehicle includes the vehicle speed information; wherein, determining the anti-skid strategy of the vehicle based on the running data in step S104 includes:

[0044] Step a1, when the vehicle speed information is within the first preset range, control the anti-skid device provided inside the vehicle wheels to adjust from the fourth initial position to the fourth target position at the first speed.

[0045] Step a2, when the vehicle speed information is within the second preset range, control the anti-skid device provided inside the vehicle wheels to adjust from the fourth initial position to the fourth target position at the 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 can be an anti-skid tire chain, anti-skid spikes, etc. The vehicle speed information can represent the current driving speed of the vehicle, usually provided by the vehicle speed sensor. The first preset range can 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 can represent the initial installation position of the anti-skid device inside the vehicle wheels. Usually, without affecting normal driving and wheel performance, it is the position where the anti-skid device is kept in a non-working state or standby state. The third target position can represent the working position to which the anti-skid device needs to be adjusted to provide anti-skid effect or enhance the grip of the wheels when the vehicle speed is within a specific range. The first speed can represent the slower speed when the anti-skid device adjusts from the third initial position to the third target position. The second preset range can be similar to the first preset range, but represents another higher-speed interval of the vehicle speed information. The second speed can represent the faster speed when the anti-skid device adjusts from the third initial position to the third target position, usually used when the vehicle speed is relatively high to respond to anti-skid requirements more quickly.

[0047] Specifically, when the vehicle speed information of the vehicle is detected to be within the first preset range, the vehicle control system sends 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 the first speed. This is usually to adjust the anti-skid device in a gentler manner when the vehicle speed is slow to avoid unnecessary impacts on the wheels and the vehicle. When the vehicle speed information of the vehicle is detected to be within the second preset range, the vehicle control system sends 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 the second speed. Since the second preset range represents a higher vehicle speed, the anti-skid device needs to be adjusted at a faster speed to respond to the anti-skid requirements in a timely manner and ensure the safety and stability of the vehicle.

[0048] In a possible implementation, the vehicle's ECU (Electronic Control Unit) is used to detect the vehicle speed information in real time and send control instructions to the control unit of the anti-skid device according to the preset range and speed value. Or the vehicle's sensor system (such as a speed sensor) is used to directly detect the vehicle speed information and transmit the detection result to the control unit of the anti-skid device by wired or wireless means. The control unit determines whether to adjust the anti-skid device and its adjustment speed according to the preset logic and algorithm. Or 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 the current road condition and weather conditions to achieve more intelligent and flexible control of the anti-skid device.

[0049] The method for determining the anti-skid strategy of the vehicle provided in this embodiment can accurately distinguish between low-speed and high-speed driving states 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). When driving at a low speed, the anti-skid device is adjusted to the target position at a slower speed, which helps to provide stable anti-skid support when the vehicle starts or drives at a low speed. When driving at a high speed, the anti-skid device is adjusted to the target position at a faster speed, which can quickly respond and prevent the vehicle from skidding due to high-speed driving, thereby improving the driving stability and safety of the vehicle.

[0050] In an alternative implementation, the vehicle operating state includes the road surface adhesion state of the vehicle; wherein, the process of determining the vehicle operating state includes:

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

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

[0053] In a possible implementation, the traction force of the vehicle is directly measured using a traction sensor, and at the same time, combined with the wheel pressure and vehicle weight data, the friction coefficient is estimated through a look-up table method or a model. It is also possible to use the vehicle's dynamic response (such as acceleration change) and the known wheel-road friction model to inversely deduce the friction coefficient of the driving road surface.

[0054] Step b2, 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.

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

[0056] In a possible implementation, the wear degree of the wheels can be monitored in real time through wheel wear sensors, and combined with other wheel status data (such as temperature, air pressure, etc.) and the friction coefficient of the driving road surface, the actual friction coefficient is estimated using an algorithm. It is also possible to use the vehicle's ABS system or ESP system to monitor the slip ratio of the wheels, and combined with the wheel characteristics and the friction coefficient of the driving road surface, the actual friction coefficient is estimated.

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

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

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

[0060] Step b4, determine the vehicle's operating state based on the road surface adhesion coefficient.

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

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

[0063] The method for determining the anti-slip strategy of the vehicle provided in this embodiment, the vehicle control method based on the road surface adhesion coefficient, determines the friction coefficient between each wheel and the ground through comprehensive calculation of the road surface state information and the vehicle operating information, accurately determines the adhesion coefficient between the vehicle as a whole and the ground, and then accurately determines the vehicle's operating state.

[0064] In an alternative implementation, a plurality of anti-slip devices are provided inside the vehicle wheels; wherein, the vehicle's operating data includes: the initial vehicle attitude and the 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 attitude and the initial steering angle information, determine multiple first target anti-slip devices from multiple anti-slip devices, and control the first target anti-slip devices to adjust from the first initial position to the first target position.

[0066] The initial vehicle attitude can characterize the position, angle, and attitude of the vehicle before starting to drive or performing a specific operation, such as the tilt angle, pitch angle, roll angle, etc. of the vehicle. The initial steering angle information can characterize the steering angle of the front wheels (or steering wheels) of the vehicle before starting to drive or performing a specific operation, which determines the driving direction of the vehicle. When the number of anti-slip devices of the vehicle is multiple, according to the initial attitude and initial steering angle information of the vehicle, through algorithms or logical judgments, determine which anti-slip devices (i.e., the first target anti-slip devices) need to be activated or adjusted to a specific position, and then control these anti-slip devices to adjust from the first initial position to the first target position.

[0067] In a possible implementation, the attitude and steering angle information of the vehicle can be obtained in real time based on the sensor data of the vehicle (such as attitude sensors, steering angle sensors, etc.), and the first target anti-slip devices are judged through algorithms. It is also possible to use the information provided by the vehicle's navigation system or intelligent driving assistance system, combined with the real-time attitude and steering angle information of the vehicle, to judge the first target anti-slip devices.

[0068] Step c2, when the initial vehicle attitude of the vehicle is adjusted to the target vehicle attitude and the initial steering angle information is adjusted to the target steering angle information, determine multiple second target anti-slip devices from multiple anti-slip devices.

[0069] The target vehicle attitude can characterize the position, angle, and attitude of the vehicle after driving or performing a specific operation. The target steering angle information can characterize the steering angle of the front wheels (or steering wheels) of the vehicle after driving or performing a specific operation. Specifically, when the attitude and steering angle information of the vehicle change and reach the target vehicle attitude and target steering angle information, re-judge which anti-slip devices (i.e., the second target anti-slip devices) need to be activated or adjusted to a specific position according to the new vehicle attitude and steering angle information.

[0070] In a possible implementation, when the vehicle attitude and steering angle information change, the second target anti-slip devices can be re-judged through the real-time data provided by sensors or systems. It is also possible to use the dynamic response of the vehicle and preset logical judgment rules to adjust the target positions of the anti-slip devices in real time.

[0071] Step c3, detect whether there are any first target anti-slip devices among the second target anti-slip devices.

[0072] Compare the second target anti-slip device with the first target anti-slip device to check for overlap, that is, whether the first target anti-slip device is included in the second target anti-slip device.

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

[0074] If the first target anti-slip device is not included in the second target anti-slip device, it indicates that the driving state or requirements of the vehicle have changed, and the position of the anti-slip device needs to be adjusted. At this time, control the first target anti-slip device to return from the first target position to the first initial position, and control the second target anti-slip device to adjust from the fourth position to the fourth target position.

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

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

[0077] Please refer to Figure 3 , Figure 3 which 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 state of rotating forward. The tire studs on the part of the vehicle's wheels that are in contact with the ground protrude, and the tire studs that are not in contact with the ground remain in their original positions. As the vehicle moves, the part of the vehicle's wheels that is in contact with the ground changes. Then, the tire studs on the part of the wheel that was in contact with the ground last time can return to their original positions, and the tire studs on the part of the wheel that is in contact with the ground this time can protrude. During this process, it is also necessary to detect whether there is an overlap between the part of the wheel that was in contact with the ground last time and the part of the wheel that is in contact with the ground this time. If there is an overlap between the part of the wheel that was in contact with the ground last time and the part of the wheel that is in contact with the ground this time, 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 judge the current state and driving direction of the vehicle according to the initial attitude 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. Especially when driving at high speed or in complex road conditions, the stability of the vehicle is crucial. By precisely controlling the position and state of the anti-skid device, traffic accidents caused by vehicle skidding or out-of-control can be effectively prevented. After the initial attitude and initial steering angle information change, the position of the anti-skid device can be readjusted according to the changed initial attitude and initial steering angle information, thereby improving the driving stability and safety of the vehicle.

[0080] In an alternative embodiment, the above 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 initial position.

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

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

[0083] In this embodiment, a device for determining the anti-skid strategy is also provided. This device is used to implement the above embodiments and preferred embodiments, and those that have been described will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in 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, as follows Figure 4 As shown, it includes: an acquisition module 401, configured 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, configured to detect whether the environmental state of the vehicle is in a preset environmental state; a second detection module 403, 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; and a determination module 404, configured to determine the anti-slip 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 function descriptions of the above-mentioned modules and units are the same as those in the corresponding embodiments above, and will not be elaborated here.

[0086] The device for determining the anti-slip strategy of the vehicle in this embodiment is presented in the form of functional units. Here, the functional units refer to ASIC (Application Specific Integrated Circuit) circuits, processors and memories that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0087] This embodiment of the present invention further provides a computer device having the above-mentioned Figure 4 device for determining the anti-slip strategy of the vehicle.

[0088] Please refer to Figure 5 , Figure 5 which is a schematic structural diagram of a computer device provided by an optional embodiment of the present invention. As Figure 5 shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common main board or installed in other ways as needed. The processor can process instructions executed within the computer device, including instructions stored in the memory or on the memory to display 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 (such as a server array, a set of blade servers, or a multi-processor system). Figure 5 One processor 10 is taken as an example in

[0089] The processor 10 may be a central processing unit, a network processor, or a combination thereof. Among them, the processor 10 may further include a hardware chip. The above-mentioned hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The above-mentioned programmable logic device may be a complex programmable logic device, a field programmable gate array, a generic array logic, or any combination thereof.

[0090] Among them, 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 embodiments.

[0091] The memory 20 may include a program storage area and a data storage area. Among them, the program storage area may store an operating system and application programs 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 further include a non-transitory memory, such as at least one disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely disposed relative to the processor 10, and these remote memories may be connected to the computer device through a network. Examples of the above network include but are not limited to the Internet, an enterprise 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 further include a combination of the above types of memories.

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

[0094] The embodiments of the present invention also provide a computer-readable storage medium. The method according to the embodiments of the present invention may be implemented in hardware, firmware, or may be implemented as computer code recorded on a storage medium, or may be implemented as computer code originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and stored in a local storage medium, so that the method described herein may 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 may be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium may further 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, and when the software or computer code is accessed and executed by the computer, the processor, or the hardware, the method shown in the above embodiments is implemented.

[0095] A part of the present invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can call or provide the methods and / or technical solutions according to the present invention through the operations of the computer. Those skilled in the art should understand that the forms of existence of computer program instructions in a computer-readable medium include but are not limited to source files, executable files, installation package files, etc. Correspondingly, the ways for a computer to execute computer program instructions include but are not limited to: the computer directly executes the instructions, or the computer compiles the instructions and then executes the corresponding compiled program, or the computer reads and executes the instructions, or the computer reads and installs the instructions and then executes the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible by the computer.

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

Claims

1. A method for determining an anti-skid strategy of a vehicle, characterized in that, The method includes: 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 an anti-skid strategy for the vehicle based on the operating data of the vehicle; A plurality of anti-skid devices are provided inside the wheels of the vehicle; wherein, the operating data of the vehicle includes: the initial vehicle attitude, the initial steering angle information, and the vehicle speed information; wherein, if the operating state of the vehicle is in the preset operating state, determining an anti-skid strategy for the vehicle based on the operating data of the vehicle includes: If the operating state of the vehicle is in the preset operating state, based on the initial vehicle attitude and the initial steering angle information, determining a plurality of first target anti-skid devices from the plurality of anti-skid devices, and controlling the first target anti-skid devices to adjust from a first initial position to a first target position; When the initial vehicle attitude of the vehicle is adjusted to a target vehicle attitude and the initial steering angle information is adjusted to a 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 devices; If the first target anti-skid device does not exist in the second target anti-skid devices, controlling the first target anti-skid devices to adjust from the first target position to the first initial position, and controlling the second target anti-skid devices to adjust from a second initial position to a second target position; If the first target anti-skid device exists in the second target anti-skid devices, controlling the third target anti-skid devices to adjust from the first target position to the first initial position, and controlling the fourth target anti-skid devices to adjust from a third initial position to a third target position; wherein, the third target anti-skid devices are the anti-skid devices that do not exist in the second target anti-skid devices among the first target anti-skid devices, and the fourth target anti-skid devices are the anti-skid devices that do not exist in the first target anti-skid devices among the second target anti-skid devices; Determining an anti-skid strategy for the vehicle based on the operating data of the vehicle further includes: When the vehicle speed information is within a first preset range, controlling the anti-skid devices provided inside the wheels of the vehicle to adjust from a fourth initial position to a fourth target position at a first speed; When the vehicle speed information is within a second preset range, controlling the anti-skid devices provided inside the wheels of the vehicle to adjust from a fourth initial position to a fourth target position at 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.

2. The method for determining an anti-skid strategy of a vehicle according to claim 1, characterized in that, The operating state of the vehicle includes the road surface adhesion state of the vehicle; wherein, the process of determining the operating state of the vehicle includes: Obtaining the current traction force of the vehicle, the wheel characteristics, and the vehicle weight to obtain the friction coefficient of the driving road surface; Determining the actual friction coefficient between each wheel and the ground according to the usage state 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; Determine the vehicle's operating state based on the road surface adhesion coefficient.

3. The method for determining an anti-skid strategy of a vehicle according to any one of claims 1-2, characterized in that, The method further includes: When the environmental state of the vehicle is not in a preset environmental state, control the anti-skid device of the vehicle to return to the target initial position.

4. A device for determining an anti-skid strategy of a vehicle, characterized in that, The device includes: An acquisition module, configured 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, configured to detect whether the environmental state of the vehicle is in a preset environmental state; A second detection module, configured to, if the environmental state of the vehicle is in the preset environmental state, detect whether the operating state of the vehicle is in a preset operating state; A determination module, configured to, if the operating state of the vehicle is in a preset operating state, determine the anti-skid strategy of the vehicle based on the operating data of the vehicle; A plurality of anti-skid devices are provided inside the wheels of the vehicle; wherein, the operating data of the vehicle includes: the initial vehicle attitude, the initial steering angle information, and the vehicle speed information; wherein, the determination module is configured to, if the operating state of the vehicle is in a preset operating state, determine a plurality of first target anti-skid devices from the plurality of anti-skid devices based on the initial vehicle attitude and the initial steering angle information, and control the first target anti-skid devices to be adjusted from the first initial position to the first target position; when the initial vehicle attitude of the vehicle is adjusted to the target vehicle attitude and the initial steering angle information is adjusted to the target steering angle information, determine a plurality of second target anti-skid devices from the plurality of anti-skid devices; detect whether the first target anti-skid devices exist in the second target anti-skid devices; if the first target anti-skid devices do not exist in the second target anti-skid devices, control the first target anti-skid devices to be adjusted from the first target position to the first initial position, and control the second target anti-skid devices to be adjusted from the second initial position to the second target position; if the first target anti-skid devices exist in the second target anti-skid devices, control the third target anti-skid devices to be adjusted from the first target position to the first initial position, and control the fourth target anti-skid devices to be adjusted from the third initial position to the third target position; wherein, the third target anti-skid devices are the anti-skid devices that do not exist in the second target anti-skid devices among the first target anti-skid devices, and the fourth target anti-skid devices are the anti-skid devices that do not exist in the first target anti-skid devices among the second target anti-skid devices; The determination module is configured to, when the vehicle speed information is within a first preset range, control the anti-skid devices provided inside the wheels of the vehicle to be adjusted from the fourth initial position to the fourth target position at a first speed; when the vehicle speed information is within a second preset range, control the anti-skid devices provided inside the wheels of the vehicle to be adjusted from the fourth initial position to the fourth target position at 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.

5. A vehicle, characterized in that, The vehicle includes: an anti-skid device controller, an information sensor, and a computer device, and the computer device is configured to perform the operations of the method for determining an anti-skid strategy of the vehicle according to any one of claims 1-3.

6. A computer device, characterized in that, Comprising: a memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to execute the method for determining an anti-skid strategy of the vehicle according to any one of claims 1 to 3.

7. A computer-readable storage medium, characterized in that, Computer instructions are stored on the computer-readable storage medium, and the computer instructions are used to cause a computer to execute the method for determining an anti-skid strategy of the vehicle according to any one of claims 1 to 3.

8. A computer program product, characterized in that, Comprising computer instructions, the computer instructions are used to cause a computer to execute the method for determining an anti-skid strategy of the vehicle according to any one of claims 1 to 3.

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