Vehicle control method and device

Abstract

The invention provides a vehicle control method and device. The method comprises the following steps: acquiring driving data of a target vehicle; calculating a road adhesion coefficient based on the driving data, and calculating a vehicle switching threshold according to the driving data; judging and determining whether the target vehicle meets a control activation condition or not based on the driving data and a vehicle switching threshold; determining a to-be-switched operation state and a current operation state of the target vehicle in response to the condition that the target vehicle meets the control activation condition; and controlling the target vehicle. Therefore, by comprehensively considering information of multiple dimensions, comprehensive and intelligent control over the vehicle is achieved, the driving safety and comfort are improved, the energy-saving and environment-friendly requirements are considered, meanwhile, the road adhesion coefficient is calculated based on the driving data, data such as road conditions and temperature do not need to be collected, the difficulty of calculating the road adhesion coefficient can be reduced, and the road adhesion coefficient calculation efficiency is improved. Meanwhile, by setting the steady-state control state, the situation that the vehicle is out of control or damaged in the rapid switching process of the closing state and the rapid control state can be prevented.

Description

Technical Field

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

[0002] At present, electric vehicles on the market generally have coasting energy recovery, which makes more efficient use of the power system and improves the vehicle's range. When the driver releases the accelerator pedal and the vehicle is in the coasting process, the motor characteristics are used to deliver additional power to the battery pack to achieve the purpose of recovering energy and improving battery life. Strong coasting recovery means that during the energy recovery process, the motor outputs a larger negative torque value (positive torque when driving, negative torque when recovering) and acts on the drive wheel end. The drive wheel has the risk of longitudinal instability such as excessive slip rate. At this time, the Electronic Stability Control (ESC) will request the motor to act in the form of torque intervention, ultimately ensuring the safety of the entire vehicle. Summary of the invention

[0003] The present disclosure aims to solve one of the technical problems in the related art at least to some extent.

[0004] To this end, an object of the present disclosure is to provide a vehicle control method.

[0005] A second objective of the present disclosure is to provide a vehicle control device.

[0006] A third objective of the present disclosure is to provide an electronic device.

[0007] A fourth object of the present disclosure is to provide a non-transitory computer-readable storage medium.

[0008] A fifth object of the present disclosure is to provide a computer program product.

[0009] To achieve the above-mentioned purpose, the first aspect of the present disclosure proposes a vehicle control method, including: acquiring driving data of a target vehicle; calculating a road adhesion coefficient based on the driving data, and calculating a vehicle switching threshold based on the driving data; determining whether the target vehicle meets a control activation condition based on the driving data and the vehicle switching threshold; in response to the target vehicle meeting the control activation condition, determining a to-be-switched operating state and a current operating state of the target vehicle, wherein the to-be-switched operating state and the current operating state are two of a closed state, a steady-state control state and a fast control state; and controlling the target vehicle based on the road adhesion coefficient, the to-be-switched operating state and the current operating state.

[0010] According to one embodiment of the present disclosure, the control of the target vehicle based on the road adhesion coefficient, the operating state to be switched and the current operating state includes: in response to the operating state to be switched being a steady-state control state, determining a control torque range based on the road adhesion coefficient; and controlling the torque of the target vehicle based on the current operating state and the control torque range.

[0011] According to one embodiment of the present disclosure, the torque of the target vehicle is controlled based on the current operating state and the control torque range, including: determining the initial torque of the target vehicle based on the current operating state and the control torque range; calculating the control torque based on the initial torque, the first speed, the target axle speed difference, the drive shaft speed and the control coefficient, and gradually adjusting the torque of the target vehicle to the control torque.

[0012] According to one embodiment of the present disclosure, determining the initial torque of the target vehicle based on the current operating state and the control torque range includes: in response to the current operating state being a closed state, taking the minimum torque in the control torque range as the initial torque; or, in response to the current operating state being a fast control state, taking the last output torque value of the target vehicle in the fast control state as the initial torque.

[0013] According to one embodiment of the present disclosure, the control of the target vehicle based on the road adhesion coefficient, the operating state to be switched and the current operating state includes: in response to the operating state to be switched being a fast control state, obtaining a feedforward torque in the driving data of the target vehicle, and obtaining a proportional coefficient, an integral coefficient and a differential coefficient; calculating a control torque based on the proportional coefficient, the integral coefficient, the differential coefficient and the feedforward torque; and gradually adjusting the torque of the target vehicle to the control torque.

[0014] According to one embodiment of the present disclosure, calculating the road adhesion coefficient based on the driving data includes: determining the motor torque, vehicle lateral acceleration, and vehicle longitudinal acceleration of the target vehicle based on the driving data; and calculating the lateral force, longitudinal force, and normal force of the target vehicle; and calculating the road adhesion coefficient based on the lateral force, the longitudinal force, and the normal force.

[0015] According to one embodiment of the present disclosure, calculating the vehicle switching threshold based on the driving data includes: calculating an initial vehicle switching threshold value based on the vehicle speed in the driving data and a preset deviation threshold; and determining a target vehicle switching threshold value of the target vehicle based on the initial vehicle switching threshold value and the corrected deviation.

[0016] According to one embodiment of the present disclosure, a target operating state of the target vehicle is determined, and the target operating state is an operating state to be switched or a current operating state of the target vehicle, including: in response to the shaft speed being between a first threshold and a fourth threshold, determining that the target operating state of the target vehicle is a stable control state; in response to the shaft speed being greater than a second threshold, determining that the target operating state of the target vehicle is a closed state; in response to the shaft speed being less than a third threshold, determining that the target operating state of the target vehicle is a rapid control state.

[0017] According to one embodiment of the present disclosure, the determination of whether the target vehicle satisfies the control activation condition based on the driving data and the vehicle switching threshold includes: determining the operating state of the target vehicle based on the driving data and the vehicle switching gate; in response to the operating state of the target vehicle being a stable control state or a rapid control state, determining that the target vehicle satisfies the control activation condition.

[0018] According to one embodiment of the present disclosure, the determination of whether the target vehicle satisfies the control activation condition based on the driving data and the vehicle switching threshold includes: determining the operating state of the target vehicle based on the driving data and the vehicle switching gate; in response to the operating state of the target vehicle being a stable control state or a rapid control state, determining that the target vehicle satisfies the control activation condition.

[0019] To achieve the above-mentioned purpose, the second aspect embodiment of the present disclosure proposes a vehicle control device, including: an acquisition module, used to acquire driving data of a target vehicle; a calculation module, used to calculate a road adhesion coefficient based on the driving data, and to calculate a vehicle switching threshold based on the driving data; a judgment module, used to determine whether the target vehicle meets a control activation condition based on the driving data and the vehicle switching threshold; a determination module, used to determine a to-be-switched operating state and a current operating state of the target vehicle in response to the target vehicle meeting the control activation condition, wherein the to-be-switched operating state and the current operating state are two of a closed state, a steady-state control state and a fast control state; a control module, used to control the target vehicle based on the road adhesion coefficient, the to-be-switched operating state and the current operating state.

[0020] To achieve the above-mentioned purpose, the third aspect embodiment of the present disclosure proposes an electronic device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to implement the vehicle control method as described in the first aspect embodiment of the present disclosure.

[0021] To achieve the above-mentioned purpose, the fourth aspect embodiment of the present disclosure proposes a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to implement the vehicle control method as described in the first aspect embodiment of the present disclosure.

[0022] To achieve the above-mentioned purpose, the fifth aspect of the present disclosure proposes a computer program product, including a computer program, which, when executed by a processor, is used to implement the vehicle control method as described in the first aspect of the present disclosure.

[0023] Therefore, the intelligent control system based on driving data, road adhesion coefficient and vehicle switching threshold realizes comprehensive and intelligent control of the vehicle by comprehensively considering information from multiple dimensions. It not only improves driving safety and comfort, but also takes into account the needs of energy conservation and environmental protection. It reflects the innovative application of modern technology in the automotive field. At the same time, the road adhesion coefficient is calculated based on driving data, and there is no need to collect road conditions, temperature and other data, which can reduce the difficulty of calculating the road adhesion coefficient. At the same time, by setting a steady-state control state, it can prevent the vehicle from losing control or being damaged during the rapid conversion between the closed state and the fast control state. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic diagram of a vehicle control method according to an embodiment of the present disclosure;

[0025] Figure 2 is a schematic diagram of another vehicle control method according to an embodiment of the present disclosure;

[0026] Figure 3 is a schematic diagram of another vehicle control method according to an embodiment of the present disclosure;

[0027] Figure 4 is a schematic diagram of determining the operating state according to conditions according to an embodiment of the present disclosure;

[0028] Figure 5 is a schematic diagram of another vehicle control method according to an embodiment of the present disclosure;

[0029] Figure 6 is a schematic diagram of a vehicle control device according to one embodiment of the present disclosure;

[0030] Figure 7 is a schematic diagram of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0031] Embodiments of the present disclosure are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present disclosure, and should not be construed as limiting the present disclosure.

[0032] The acquisition, storage, use, and processing of data in the technical solution disclosed in this disclosure are in compliance with the relevant provisions of relevant laws and regulations.

[0033] It should be noted that in the embodiments of the present application, certain software, components, models and other existing solutions in the industry may be mentioned, and they should be considered as exemplary. Their purpose is only to illustrate the feasibility of implementing the technical solution of the present application, but it does not mean that the applicant has or will necessarily use the solution.

[0034] Figure 1 is a schematic diagram of a vehicle control method according to an embodiment of the present disclosure, such as Figure 1 As shown, the vehicle control method includes the following steps:

[0035] S101, obtaining driving data of a target vehicle.

[0036] The vehicle control method of the embodiment of the present application can be applied to the scenario of automatic driving of the vehicle. The executor of the vehicle control of the embodiment of the present application can be the vehicle control device of the embodiment of the present application, and the vehicle control device can be set on an electronic device.

[0037] In the embodiment of the present disclosure, the driving data of the target vehicle may include multiple types, which are not limited here and may be limited according to actual design requirements. For example, the driving data may include the vehicle's shaft speed, acceleration, speed, etc.

[0038] In the disclosed embodiment, the driving data may be acquired through a controller of the target vehicle or a sensor disposed on the target vehicle.

[0039] After the driving data is acquired, the driving data may be preprocessed to generate data that is convenient for the processor to analyze and process. There may be many preprocessing methods, for example, filtering, normalization, completion, etc.

[0040] S102, calculating a road adhesion coefficient based on the driving data, and calculating a vehicle switching threshold based on the driving data.

[0041] In the disclosed embodiment, the road adhesion coefficient is an important indicator to measure the friction between the tire and the ground, which directly affects the traction, braking performance and handling stability of the vehicle. In short, the higher the adhesion coefficient, the stronger the grip between the tire and the ground, which means the better the performance of the vehicle during acceleration, deceleration and turning.

[0042] It should be noted that the road adhesion coefficient is affected by many factors, including: 1. Road conditions: Dry, slippery, ice-covered roads have different adhesion. Generally speaking, the adhesion coefficient is higher on dry roads, and lower on slippery or frozen roads. 2. Tire characteristics: Different tire patterns, tire pressures, and degrees of wear will affect the adhesion coefficient. New tires generally have better adhesion performance than old tires. 3. Load: The weight of the vehicle will affect the pressure of the tire on the ground, which in turn affects the adhesion coefficient. 4. Speed: In some cases, changes in speed may also affect the adhesion coefficient, especially when the speed exceeds a certain critical value, the adhesion coefficient may decrease. 5. Temperature: The temperature of the road and tires will also affect the adhesion coefficient. Too cold or too hot may lead to a decrease in adhesion performance.

[0043] However, since it is impossible to obtain accurate data such as road conditions and temperature during driving of the vehicle, the road adhesion coefficient is calculated through driving data in the present disclosure.

[0044] The vehicle switching threshold is a critical value for switching the control state of the vehicle. There may be multiple vehicle switching thresholds, and the control measures for the current vehicle may be determined based on the vehicle switching thresholds.

[0045] In the disclosed embodiment, there are many methods for calculating the road adhesion coefficient and the vehicle switching threshold through driving data, and no limitation is made here.

[0046] In a possible implementation, the driving data can be calculated by an adhesion coefficient calculation algorithm and a vehicle switching threshold calculation algorithm to obtain a road adhesion coefficient and a vehicle switching threshold. The adhesion coefficient calculation algorithm and the vehicle switching threshold calculation algorithm are designed in advance and can be changed according to actual design needs. No limitation is made here.

[0047] In another possible implementation, the driving data can also be processed by an adhesion coefficient generation model and a vehicle switching threshold generation model to generate a road adhesion coefficient and a vehicle switching threshold. The adhesion coefficient generation model and the vehicle switching threshold generation model are trained in advance and stored in the storage space of the electronic device for easy retrieval when needed.

[0048] S103: Determine whether the target vehicle meets the control activation condition based on the driving data and the vehicle switching threshold.

[0049] It should be noted that the control activation condition is that the target control can be activated when a certain parameter of the target vehicle reaches the vehicle switching threshold. The control activation condition can be changed according to actual design needs and is not limited here.

[0050] S104, in response to the target vehicle satisfying the control activation condition, determining the operating state to be switched and the current operating state of the target vehicle, wherein the operating state to be switched and the current operating state are two of the off state, the steady-state control state and the fast control state.

[0051] It should be noted that the steady-state control state is a transition state between the off state and the fast control state proposed in the present disclosure. By setting the steady-state control state, it is possible to prevent the vehicle from losing control or being damaged during the rapid transition between the off state and the fast control state.

[0052] S105, controlling the target vehicle based on the road adhesion coefficient, the operating state to be switched, and the current operating state.

[0053] It should be noted that before the target vehicle is controlled, the initial control point of the drag torque and the torque variation range will be calculated based on the current road adhesion and motor torque to ensure that the target vehicle will not be jerked due to a sudden change in torque.

[0054] In the disclosed embodiment, firstly, the driving data of the target vehicle is obtained, then the road adhesion coefficient is calculated based on the driving data, and the vehicle switching threshold is calculated based on the driving data, and then the driving data and the vehicle switching threshold are used to determine whether the target vehicle meets the control activation condition, and then in response to the target vehicle meeting the control activation condition, the target vehicle's to-be-switched running state and the current running state are determined, wherein the to-be-switched running state and the current running state are two of the closed state, the steady-state control state and the rapid control state, and finally the target vehicle is controlled based on the road adhesion coefficient, the to-be-switched running state and the current running state. Thus, the intelligent control system based on the driving data, the road adhesion coefficient and the vehicle switching threshold realizes comprehensive and intelligent control of the vehicle by comprehensively considering information of multiple dimensions, which not only improves driving safety and comfort, but also takes into account the needs of energy conservation and environmental protection, and reflects the innovative application of modern technology in the automotive field, and at the same time, the road adhesion coefficient is calculated based on the driving data, and there is no need to collect data such as road conditions and temperature, which can reduce the difficulty of calculating the road adhesion coefficient, and at the same time, by setting the steady-state control state, it can prevent the closed state and the rapid control state from causing the vehicle to lose control or be damaged during the rapid conversion process.

[0055] In the disclosed embodiment, the driving data of the target vehicle can be obtained to obtain the wheel speed information and vehicle acceleration information collected by the wire control brake system. The four wheel speeds and the lateral and longitudinal acceleration information can first be subjected to a first-order low-pass filter, that is: filter value = filter coefficient x current value + (1-filter coefficient) x previous value, and then the axle speed is calculated: the basic value is calculated by averaging the two coaxial wheel speeds, and then the axle speed is compensated and corrected according to the lateral acceleration.

[0056] Vehicle speed calculation: Use the non-driven axle shaft speed as the vehicle speed.

[0057] In the above embodiment, the vehicle switching threshold is calculated based on the driving data, and the Figure 2 Explaining further, the method includes:

[0058] S201, calculating an initial vehicle switching threshold value based on the vehicle speed in the driving data and a preset deviation threshold.

[0059] In the embodiments of the present disclosure, the deviation threshold may be designed in advance, or may be obtained by looking up a table, and no limitation is made here.

[0060] In one possible implementation, the initial vehicle switching threshold value may be calculated as follows:

[0061] The initial first speed calculation of the drag torque control activation threshold base value is as follows: initial first speed = vehicle speed - deviation threshold 1, where deviation threshold 1 is the sum of the deviation value obtained by looking up the table according to the current vehicle acceleration and the fixed deviation value. The above table deviation value and fixed deviation value need to be calibrated according to the actual vehicle conditions.

[0062] The initial second speed calculation of the drag torque control state from stable control to fast control threshold base value is: initial first speed = initial first speed - deviation threshold 2, where deviation threshold 2 is a calibration value and needs to be calibrated according to actual vehicle conditions.

[0063] The initial third speed calculation of the drag torque control state from fast control to stable control threshold basic value is: initial third speed = vehicle speed - deviation threshold 3, deviation threshold 3 is a calibrated value, which needs to be calibrated according to the actual vehicle conditions.

[0064] The initial fourth speed of the drag torque control exit activation threshold base value is calculated as follows: the initial fourth speed=the initial third speed-the deviation threshold 4, where the deviation threshold 4 is a calibrated value and needs to be calibrated according to the actual vehicle conditions.

[0065] S202, determining a target vehicle switching threshold value of a target vehicle based on the initial vehicle switching threshold value and the correction deviation.

[0066] In the embodiment of the present disclosure, the correction deviation is set in advance and can be changed according to actual design needs, and no limitation is made here.

[0067] In one possible implementation, based on the initial vehicle switching threshold value and the correction deviation, the target vehicle switching threshold value of the target vehicle may be determined as follows:

[0068] The first speed calculation of the drag torque control activation threshold correction value: first speed = initial first speed - correction deviation 1. Correction deviation 1 takes effect when the brake is applied and the anti-lock braking system (ABS) is triggered. The purpose is to reduce the sensitivity of the drag torque control in the unstable state of the vehicle after the ABS is triggered, and prevent it from interfering with the ABS control under unnecessary circumstances. The correction deviation needs to be calibrated according to the actual vehicle conditions.

[0069] The second speed calculation of the first correction value of the drag torque control state from stable control to fast control threshold: second speed = initial second speed - correction deviation 2 - correction deviation 3, where correction deviation 2 is used when the brake is pressed but the ABS is not triggered, and correction deviation 3 is used when the brake is pressed and the ABS is triggered, the purpose is to reduce the sensitivity of entering fast control under braking to prevent it from interfering with braking control; correction deviation 2 and correction deviation 3 need to be calibrated according to the actual vehicle conditions;

[0070] The third speed calculation of the first correction value of the drag torque control state from fast control to stable control threshold: the third speed = initial third speed - correction deviation 4. This correction is added to match the first correction calculation from stable control to fast control threshold to prevent threshold value crossing; correction deviation 4 is a calibration value, which needs to be calibrated according to the actual vehicle conditions;

[0071] The fourth speed calculation of the base value of the drag torque control exit activation threshold is: the fourth speed = the initial fourth speed + the correction deviation 5. This correction is used when the ABS is triggered to prevent the control from exiting too early and affecting the ABS control effect; the correction deviation 5 is a calibration value and needs to be calibrated according to the actual vehicle conditions.

[0072] The fifth speed calculation of the second correction value of the drag torque control state from stable control to rapid control threshold is: the fifth speed = initial second speed - correction deviation 6, wherein the correction deviation 6 takes effect when the vehicle turns, and the correction deviation 6 is obtained by looking up the table according to the steering wheel angle, the purpose is to reduce the sensitivity of entering rapid control in the case of turning, and prevent it from falsely triggering rapid control; the correction deviation 6 table value needs to be calibrated according to the actual vehicle condition;

[0073] The sixth speed calculation of the second correction value of the drag torque control state from fast control to stable control threshold is: sixth speed = initial first speed - correction deviation 7. The purpose is to exit the fast control too slowly in a turning situation; the correction deviation 7 is a calibration value and needs to be calibrated according to the actual vehicle conditions.

[0074] It should be noted that the threshold of the target vehicle can be as follows:

[0075] First threshold: first speed.

[0076] Second threshold: fourth speed.

[0077] The third threshold: fifth speed.

[0078] The fourth threshold: the sixth speed.

[0079] In the above embodiment, the target vehicle is controlled based on the road adhesion coefficient, the running state to be switched and the current running state. Figure 3 Explaining further, the method includes:

[0080] S301, determining the to-be-switched running state and the current running state of the target vehicle based on the switching threshold and the axle speed in the driving data of the target vehicle.

[0081] In the disclosed embodiment, the target operating state of the target vehicle is determined, and the target operating state is the operating state to be switched or the current operating state of the target vehicle. In response to the shaft speed being between the first threshold and the fourth threshold, the target operating state of the target vehicle is determined to be a stable control state. In response to the shaft speed being greater than the second threshold, the target operating state of the target vehicle is determined to be a closed state. In response to the shaft speed being less than the third threshold, the target operating state of the target vehicle is determined to be a fast control state.

[0082] In another possible implementation, the target operating state of the target vehicle may be determined by converting the threshold into a judgment condition. For example, as shown below:

[0083] Condition 1: The drive shaft speed is lower than the first speed.

[0084] Condition 2: The drive shaft speed is higher than the second speed.

[0085] Condition 3: The drive shaft speed is lower than the third speed.

[0086] Condition 4: The drive shaft speed is higher than the fourth speed.

[0087] like Figure 4As shown, when the activation condition of the drag torque control (i.e., condition 1) is not met, the control state is in the closed state; when the activation condition (i.e., condition 1) is met, the drag torque control system first enters the stable control state, calculates the starting torque value of the drag torque control and the drag control torque range, and then continues to fine-tune the drag torque for stable control, while monitoring the running state of the target vehicle and waiting for the state machine to switch; if condition 3 is met, the drag torque control system enters the fast control state from the steady-state control state, adjusts the fast control motor torque to prevent the wheel from locking; if condition 4 is met, the drag torque control system enters the steady-state control state from the fast control state, at which time the wheel is only in a state with a tendency to lock, and only stable control based on the final output torque in the fast control stage is required to make the vehicle run stably, and at the same time, the vehicle energy recovery intensity can be kept at a relatively strong level; if condition 2 is met, the drag torque control system enters the closed state from the steady-state control state, and the torque control is closed.

[0088] S302, controlling the target vehicle based on the road adhesion coefficient, the operating state to be switched, and the current operating state.

[0089] In an embodiment of the present disclosure, in response to the operating state to be switched being a steady-state control state, the current operating state of the target vehicle is acquired, and the control torque range is determined based on the road adhesion coefficient, and finally the torque of the target vehicle is controlled based on the current operating state and the control torque range.

[0090] It should be noted that the initial torque of the target vehicle can be first determined based on the control torque range and the current operating state, and then the control torque can be calculated based on the initial torque, the first speed, the target shaft speed difference, the drive shaft speed and the control coefficient to gradually adjust the torque of the target vehicle to the control torque.

[0091] In the embodiment of the present disclosure, the formula for calculating the control torque may be as follows:

[0092] Control torque = control torque at the previous moment + (first speed + target shaft speed difference - drive shaft speed) * control coefficient.

[0093] The target axle speed difference and control coefficient are obtained according to the actual vehicle calibration. During this control process, the control torque will not change dramatically. At the same time, it ensures strong energy recovery when the wheels tend to lock.

[0094] It should be noted that the initial torque of the target vehicle is determined based on the current operating state. In response to the current operating state being the closed state, the minimum torque in the control torque range is used as the initial torque; or, in response to the current operating state being the fast control state, the last output torque value of the target vehicle in the fast control state is used as the initial torque.

[0095] In an embodiment of the present disclosure, in response to the operating state to be switched to a fast control state, the feedforward torque in the driving data of the target vehicle is obtained, and the proportional coefficient, integral coefficient and differential coefficient are obtained, and then the control torque is calculated based on the proportional coefficient, integral coefficient, differential coefficient and feedforward torque, and finally the torque of the target vehicle is gradually adjusted to the control torque.

[0096] Among them, the proportional coefficient reflects the proportion of the error, that is, the difference between the current state and the target state.

[0097] The integral coefficient accumulates past errors in order to eliminate steady-state errors.

[0098] The differential coefficient reflects the error change rate and is mainly used to improve the response speed and stability of the system.

[0099] It should be noted that the proportional coefficient, integral coefficient and differential coefficient are designed in advance and can be changed according to actual design requirements and vehicle conditions. No limitation is made here.

[0100] It should be noted that the feedforward torque uses the motor torque as the base value, and then limits and compensates it to obtain the final feedforward value, which can prevent the vehicle from stalling due to sudden changes in the control torque.

[0101] In the disclosed embodiment, the running state of the target vehicle is first determined based on the switching threshold and the axle speed in the driving data of the target vehicle, and then the target vehicle is controlled based on the road adhesion coefficient, the running state to be switched and the current running state. Thus, by setting the threshold and determining the running state of the target vehicle based on the driving data and the threshold, the target vehicle can be accurately controlled, and a basis for automatic driving can be provided.

[0102] In the disclosed embodiment, whether the target vehicle satisfies the control activation condition is determined based on the driving data and the vehicle switching threshold. The operating state of the target vehicle can be first determined based on the driving data and the vehicle switching threshold. In response to the operating state of the target vehicle being a stable control state or a rapid control state, it is determined that the target vehicle satisfies the control activation condition.

[0103] In the above embodiment, the road adhesion coefficient is calculated based on the driving data, and the Figure 5 Explaining further, the method includes:

[0104] S501, determining the motor torque, vehicle lateral acceleration, and vehicle longitudinal acceleration of the target vehicle based on the driving data, and calculating the lateral force, longitudinal force, and normal force of the target vehicle.

[0105] S502: Calculate the road adhesion coefficient based on the lateral force, the longitudinal force and the normal force.

[0106] In the embodiment of the present disclosure, the longitudinal force, lateral force and normal force of the vehicle are calculated according to the motor torque and the lateral and longitudinal acceleration of the vehicle, and then and Calculate the longitudinal and lateral road adhesion coefficients and use Estimate the adhesion coefficient of the road surface where the vehicle is currently located.

[0107] Where μ is the road adhesion coefficient, F X is the lateral force, F Y is the longitudinal force, F Z is the normal force, μ X is the lateral road adhesion coefficient, μ Y is the longitudinal road adhesion coefficient.

[0108] In the disclosed embodiment, the motor torque, lateral acceleration and longitudinal acceleration of the target vehicle are first determined based on the driving data to calculate the lateral force, longitudinal force and normal force of the target vehicle, and then the road adhesion coefficient is calculated based on the lateral force, longitudinal force and normal force. Calculating the road adhesion coefficient in this way can bring higher safety, better driving experience and stronger adaptability to the vehicle, and provide a data basis for subsequent vehicle control.

[0109] Corresponding to the vehicle control methods provided in the above-mentioned embodiments, an embodiment of the present disclosure also provides a vehicle control device. Since the vehicle control device provided in the embodiment of the present disclosure corresponds to the vehicle control methods provided in the above-mentioned embodiments, the implementation methods of the above-mentioned vehicle control methods are also applicable to the vehicle control devices provided in the embodiments of the present disclosure and will not be described in detail in the following embodiments.

[0110] Figure 6 is a schematic diagram of a vehicle control device according to an embodiment of the present disclosure, such as Figure 6 As shown, the vehicle control device 600 includes: an acquisition module 610, a calculation module 620, a judgment module 630, a determination module 650 and a control module 650.

[0111] The acquisition module 610 is used to acquire the driving data of the target vehicle.

[0112] The calculation module 620 is used to calculate the road adhesion coefficient based on the driving data, and calculate the vehicle switching threshold according to the driving data.

[0113] The judgment module 630 is used to determine whether the target vehicle meets the control activation condition based on the driving data and the vehicle switching threshold.

[0114] The determination module 640 is used to determine the operating state to be switched and the current operating state of the target vehicle in response to the target vehicle satisfying the control activation condition, wherein the operating state to be switched and the current operating state are two of the closed state, the steady-state control state and the fast control state.

[0115] The control module 650 is used to control the target vehicle based on the road adhesion coefficient, the operating state to be switched and the current operating state.

[0116] In one embodiment of the present disclosure, the control module 650 is further used to: in response to the operating state to be switched being a steady-state control state, determine a control torque range based on a road adhesion coefficient; and control the torque of the target vehicle based on the current operating state and the control torque range.

[0117] In one embodiment of the present disclosure, the control module 650 is also used to: determine the initial torque of the target vehicle based on the current operating state and the control torque range; calculate the control torque based on the initial torque, the first speed, the target shaft speed difference, the drive shaft speed and the control coefficient, and gradually adjust the torque of the target vehicle to the control torque.

[0118] In one embodiment of the present disclosure, the initial torque of the target vehicle is determined based on the current operating state and the control torque range, including: in response to the current operating state being the off state, the minimum torque in the control torque range is used as the initial torque; or, in response to the current operating state being the fast control state, the last output torque value of the target vehicle in the fast control state is used as the initial torque.

[0119] In one embodiment of the present disclosure, a target vehicle is controlled based on a road adhesion coefficient, an operating state to be switched, and a current operating state, including: in response to the operating state to be switched being a fast control state, obtaining a feedforward torque from driving data of the target vehicle, and obtaining a proportional coefficient, an integral coefficient, and a differential coefficient; calculating a control torque based on the proportional coefficient, the integral coefficient, the differential coefficient, and the feedforward torque; and gradually adjusting the torque of the target vehicle to the control torque.

[0120] In one embodiment of the present disclosure, a road adhesion coefficient is calculated based on driving data, including: determining the motor torque, vehicle lateral acceleration, and vehicle longitudinal acceleration of the target vehicle based on the driving data; and calculating the road adhesion coefficient based on the lateral force, longitudinal force, and normal force.

[0121] In one embodiment of the present disclosure, a vehicle switching threshold is calculated based on driving data, including: calculating an initial vehicle switching threshold value based on the vehicle speed in the driving data and a preset deviation threshold; and determining a target vehicle switching threshold value of the target vehicle based on the initial vehicle switching threshold value and the corrected deviation.

[0122] In one embodiment of the present disclosure, a target operating state of a target vehicle is determined, where the target operating state is the operating state to be switched or the current operating state of the target vehicle, including: in response to the shaft speed being between a first threshold and a fourth threshold, determining that the target operating state of the target vehicle is a stable control state; in response to the shaft speed being greater than a second threshold, determining that the target operating state of the target vehicle is a closed state; in response to the shaft speed being less than a third threshold, determining that the target operating state of the target vehicle is a rapid control state.

[0123] In one embodiment of the present disclosure, whether a target vehicle satisfies a control activation condition is determined based on driving data and a vehicle switching threshold, including: determining the operating state of the target vehicle based on the driving data and the vehicle switching threshold; and determining that the target vehicle satisfies the control activation condition in response to the operating state of the target vehicle being a stable control state or a rapid control state.

[0124] Therefore, the intelligent control system based on driving data, road adhesion coefficient and vehicle switching threshold realizes comprehensive and intelligent control of the vehicle by comprehensively considering information from multiple dimensions. It not only improves driving safety and comfort, but also takes into account the needs of energy conservation and environmental protection. It reflects the innovative application of modern technology in the automotive field. At the same time, the road adhesion coefficient is calculated based on driving data, and there is no need to collect road conditions, temperature and other data, which can reduce the difficulty of calculating the road adhesion coefficient. At the same time, by setting a steady-state control state, it can prevent the vehicle from losing control or being damaged during the rapid conversion between the closed state and the fast control state.

[0125] In order to implement the above embodiment, the present disclosure further provides an electronic device 700, Figure 7 is a schematic diagram of an electronic device according to an embodiment of the present disclosure, such as Figure 7 As shown, the electronic device 700 includes: a processor 701 and a memory 702 that is communicatively connected to the processor, the memory 702 stores instructions that can be executed by at least one processor, and the instructions are executed by at least one processor 701 to implement the present disclosure. Figure 1-Figure 5 A vehicle control method according to an embodiment.

[0126] In order to implement the above embodiments, the present disclosure also provides a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to enable the computer to implement the above embodiments. Figure 1-Figure 5 A vehicle control method according to an embodiment.

[0127] In order to implement the above embodiments, the present disclosure also provides a computer program product, including a computer program. When the computer program is executed by a processor, the computer program implements the above embodiments. Figure 1-Figure 5 A vehicle control method according to an embodiment.

[0128] It should be noted that personal information from users should be collected for legitimate and reasonable purposes and should not be shared or sold outside of these legitimate uses. In addition, such collection / sharing should be carried out after receiving the user's informed consent, including but not limited to notifying the user to read the user agreement / user notice and sign the agreement / authorization including authorization of relevant user information before the user uses the function. In addition, any necessary steps should be taken to protect and safeguard access to such personal information data and ensure that others who have access to personal information data comply with its privacy policy and procedures.

[0129] The present application is expected to provide an implementation scheme for users to selectively block the use or access of personal information data. That is, the present disclosure is expected to provide hardware and / or software to prevent or block access to such personal information data. Once the personal information data is no longer needed, the risk can be minimized by limiting data collection and deleting the data. In addition, when applicable, such personal information is de-identified to protect the privacy of the user.

[0130] In the description of the aforementioned embodiments, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0131] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0132] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0133] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that contains, stores, communicates, propagates or transmits a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0134] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0135] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0136] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0137] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle control method, characterized in that: include: Obtaining driving data of the target vehicle; calculating a road adhesion coefficient based on the driving data, and calculating a vehicle switching threshold based on the driving data; Determining whether the target vehicle meets a control activation condition based on the driving data and the vehicle switching threshold; In response to the target vehicle satisfying a control activation condition, determining a to-be-switched operating state and a current operating state of the target vehicle, wherein the to-be-switched operating state and the current operating state are two of a closed state, a steady-state control state, and a fast control state; The target vehicle is controlled based on the road adhesion coefficient, the operating state to be switched, and the current operating state.

2. The method according to claim 1, characterized in that The controlling the target vehicle based on the road adhesion coefficient, the operating state to be switched and the current operating state includes: In response to the operating state to be switched being a steady-state control state, determining a control torque range based on the road adhesion coefficient; The torque of the target vehicle is controlled based on the current operating state and the control torque range.

3. The method according to claim 2, characterized in that The controlling the torque of the target vehicle based on the current operating state and the control torque range includes: determining an initial torque of the target vehicle based on the current operating state and the control torque range; Based on the initial torque, the first speed, the target shaft speed difference, the drive shaft speed and the control coefficient, a control torque is calculated, and the torque of the target vehicle is gradually adjusted to the control torque.

4. The method according to claim 3, characterized in that The determining the initial torque of the target vehicle based on the current operating state and the control torque range includes: In response to the current operating state being the off state, taking the minimum torque in the control torque range as the initial torque; or, In response to the current operating state being a fast control state, a last output torque value of the target vehicle in the fast control state is used as an initial torque.

5. The method according to claim 1, characterized in that The controlling the target vehicle based on the road adhesion coefficient, the operating state to be switched and the current operating state includes: In response to the running state to be switched being a fast control state, obtaining a feedforward torque in the driving data of the target vehicle, and obtaining a proportional coefficient, an integral coefficient, and a differential coefficient; calculating a control torque based on the proportional coefficient, the integral coefficient, the differential coefficient, and the feedforward torque; The torque of the target vehicle is gradually adjusted to the control torque.

6. The method according to claim 1, characterized in that The calculating the road adhesion coefficient based on the driving data includes: Determine the motor torque, vehicle lateral acceleration, and vehicle longitudinal acceleration of the target vehicle based on the driving data and calculate the lateral force, longitudinal force, and normal force of the target vehicle; The road adhesion coefficient is calculated based on the lateral force, the longitudinal force and the normal force.

7. The method according to claim 2, characterized in that The calculating the vehicle switching threshold according to the driving data includes: Calculating an initial vehicle switching threshold value based on the vehicle speed in the driving data and a preset deviation threshold value; A target vehicle switching threshold value of the target vehicle is determined based on the initial vehicle switching threshold value and the correction deviation.

8. The method according to claim 7, characterized in that Determining a target operating state of the target vehicle, where the target operating state is an operating state to be switched or a current operating state of the target vehicle, including: In response to the shaft speed being between the first threshold and the fourth threshold, determining that the target operating state of the target vehicle is a stable control state; In response to the shaft speed being greater than a second threshold, determining that the target operating state of the target vehicle is a shutdown state; In response to the shaft speed being less than a third threshold, determining that the target operating state of the target vehicle is a fast control state.

9. The method according to claim 1, characterized in that: The determining whether the target vehicle meets the control activation condition based on the driving data and the vehicle switching threshold comprises: determining an operating state of the target vehicle based on the driving data and the vehicle switching gate; In response to the operating state of the target vehicle being a stable control state or a rapid control state, it is determined that the target vehicle satisfies a control activation condition.

10. A vehicle control device, characterized in that: include: An acquisition module, used to acquire the driving data of the target vehicle; A calculation module, used to calculate a road adhesion coefficient based on the driving data, and to calculate a vehicle switching threshold based on the driving data; A judgment module, configured to determine whether the target vehicle meets a control activation condition based on the driving data and the vehicle switching threshold; a determination module, configured to determine, in response to the target vehicle satisfying a control activation condition, a to-be-switched operating state and a current operating state of the target vehicle, wherein the to-be-switched operating state and the current operating state are two of a closed state, a steady-state control state, and a fast control state; A control module is used to control the target vehicle based on the road adhesion coefficient, the operating state to be switched and the current operating state.

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