Vehicle control method, device, vehicle, storage medium and program product

Abstract

The present disclosure relates to a vehicle control method, apparatus, vehicle, storage medium, and program product. In response to at least one wheel of a vehicle slipping, a driving parameter of the vehicle is obtained; for each target wheel experiencing slipping, an initial driving torque of the target wheel is obtained as determined by a driving anti-skid system of the vehicle; the initial driving torque is corrected based on the driving parameter to obtain a target driving torque; and driving anti-skid control is performed on the target wheel based on the target driving torque.

Description

Technical Field

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

[0002] Currently, vehicle safety, particularly the vehicle's anti-skid control function, remains a crucial concern for personal safety. The driving force exerted by a vehicle during operation depends not only on the torque output by the power source, such as the engine or motor, but also on the road's adhesion coefficient. When a vehicle starts or accelerates on low-adhesion surfaces (such as ice, snow, or flooded roads), the maximum driving force provided to the wheels by the road surface is low due to the low adhesion coefficient. When the power source's output torque (i.e., driving torque) exceeds the maximum adhesion provided by the ground, the wheels will slip, potentially leading to vehicle instability or even loss of control.

[0003] In the related art, a traction control system (TCS) is used to prevent the driving wheels of a vehicle from slipping to ensure the stability of the vehicle. However, during the anti-skid control process based on TCS, motor vibration problems may occur, which also affects the driving ability of the vehicle. Summary of the Invention

[0004] To overcome the problems existing in the related art, the present disclosure provides a vehicle control method, device, vehicle, storage medium and program product.

[0005] According to a first aspect of an embodiment of the present disclosure, there is provided a vehicle control method, comprising:

[0006] In response to at least one wheel of the vehicle slipping, obtaining a driving parameter of the vehicle;

[0007] For each target wheel that is slipping, obtaining an initial driving torque of the target wheel determined by a driving anti-skid system of the vehicle;

[0008] Correcting the initial driving torque according to the driving parameter to obtain a target driving torque;

[0009] The target wheel is subjected to drive anti-slip control according to the target drive torque.

[0010] Optionally, the correcting the initial driving torque according to the driving parameter to obtain the target driving torque includes:

[0011] determining a target road adhesion of the target wheel according to the driving parameter;

[0012] The initial driving torque is corrected according to the target road surface adhesion and the driving parameter to obtain the target driving torque.

[0013] Optionally, the driving parameters include motor operating parameters corresponding to the target wheel at different times;

[0014] Determining the target road adhesion of the target wheel according to the driving parameter includes:

[0015] Obtaining a preset initial road adhesion of the target wheel;

[0016] The target road adhesion is obtained by correcting the initial road adhesion according to the motor operating parameters corresponding to different moments.

[0017] Optionally, for each moment, the motor operating parameters include an actual motor speed and an actual motor torque of the target wheel collected at the moment; and the target road adhesion obtained by correcting the initial road adhesion according to the motor operating parameters corresponding to different moments includes:

[0018] using the initial road surface adhesion as a first road surface adhesion, using the actual motor speed acquired at a first moment as a first motor speed, and using the actual motor torque acquired at the first moment as a first motor torque, wherein the first moment includes any moment among a plurality of moments at which the motor operating parameters are acquired;

[0019] updating the first road adhesion by cyclically executing a road adhesion correction step according to the first road adhesion, the first motor speed, the first motor torque, and the motor operating parameters collected at other times except the first time, until a preset loop termination condition is satisfied;

[0020] The first road surface adhesion when the preset cycle termination condition is met is used as the target road surface adhesion.

[0021] Optionally, the road adhesion correction step includes:

[0022] determining, based on the first road surface adhesion, the first motor speed, and the first motor torque, a predicted motor speed of the target wheel corresponding to a second moment, where the second moment is a next moment adjacent to the first moment;

[0023] When an absolute value of a speed difference between the predicted motor speed and the second motor speed is greater than a preset speed difference threshold, the first road surface adhesion is corrected according to the speed difference to obtain a corrected second road surface adhesion, where the second motor speed is the actual motor speed of the target wheel acquired at the second moment;

[0024] Using the second road surface adhesion as the updated first road surface adhesion, using the second moment as the updated first moment, using the second motor speed as the updated first motor speed, and using the second motor torque as the updated first motor torque, where the second motor torque is the actual motor torque of the target wheel acquired at the second moment;

[0025] The preset cycle termination condition includes: the absolute value of the speed difference is less than or equal to the preset speed difference threshold.

[0026] Optionally, determining the predicted motor speed of the target wheel corresponding to the second moment according to the first road surface adhesion, the first motor speed, and the first motor torque includes:

[0027] determining a motor acceleration corresponding to the target wheel according to the first road surface adhesion, the first motor speed, and the first motor torque;

[0028] The predicted motor speed is determined based on the motor acceleration and the first motor speed.

[0029] Optionally, the correcting the initial driving torque according to the target road surface adhesion and the driving parameter to obtain the target driving torque includes:

[0030] determining a running state of the target wheel according to the driving parameter, wherein different running states represent different degrees of slip of the target wheel;

[0031] The initial driving torque is corrected according to the operating state and the target road surface adhesion to obtain the target driving torque.

[0032] Optionally, the driving parameters include the vehicle speed and the wheel acceleration and wheel speed corresponding to the target wheel; and determining the operating state of the target wheel according to the driving parameters includes:

[0033] When the wheel acceleration is greater than or equal to a preset acceleration threshold value, and the difference between the wheel speed and the vehicle speed is greater than or equal to a first preset speed difference threshold value, determining that the operating state is the first operating state; or,

[0034] When the difference between the wheel speed and the vehicle speed is greater than or equal to a second preset speed difference threshold, the operating state is determined to be the second operating state; wherein, the second preset speed difference threshold is smaller than the first preset speed difference threshold, and the slip degree of the target wheel in the second operating state is lower than the slip degree of the target wheel in the first operating state.

[0035] Optionally, the correcting the initial driving torque according to the operating state and the target road surface adhesion to obtain the target driving torque includes:

[0036] When the operating state is the first operating state, a torque difference between the target road surface adhesion and the initial driving torque is used as a target braking torque corresponding to the target wheel;

[0037] The target driving torque is determined as the target torque.

[0038] Optionally, the correcting the initial driving torque according to the operating state and the target road surface adhesion to obtain the target driving torque includes:

[0039] When the operating state is the second operating state, adjusting the target road surface adhesion according to a preset adjustment coefficient to obtain an adjusted road surface adhesion, wherein the adjusted road surface adhesion is less than the target road surface adhesion;

[0040] When the adjusted road surface adhesion is greater than the initial driving torque, a torque difference between the adjusted road surface adhesion and the initial driving torque is used as a target braking torque corresponding to the target wheel;

[0041] The target driving torque is determined as the target torque.

[0042] Optionally, performing drive anti-slip control on the target wheel according to the target driving torque includes:

[0043] The target wheel is subjected to drive anti-slip control according to the target driving torque and the target braking torque.

[0044] Optionally, the drive anti-skid system includes a drive anti-skid control system TCS; and obtaining, for each target wheel that is slipping, an initial drive torque of the target wheel determined by the drive anti-skid system of the vehicle comprises:

[0045] For each target wheel, an initial driving torque corresponding to the target wheel determined by the TCS is obtained.

[0046] According to a second aspect of an embodiment of the present disclosure, there is provided a vehicle control device, comprising:

[0047] an acquisition module configured to acquire a driving parameter of the vehicle in response to slippage of at least one wheel of the vehicle; and for each target wheel that is slipping, acquire an initial driving torque of the target wheel determined by a driving anti-skid system of the vehicle;

[0048] a correction module configured to correct the initial driving torque according to the driving parameter to obtain a target driving torque;

[0049] The control module is configured to perform driving anti-slip control on the target wheel according to the target driving torque.

[0050] According to a third aspect of an embodiment of the present disclosure, there is provided a vehicle, comprising:

[0051] processor;

[0052] a memory for storing processor-executable instructions;

[0053] Wherein, the processor is configured to: execute the steps of the vehicle control method described in the first aspect of the present disclosure.

[0054] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle control method described in the first aspect of the present disclosure are implemented.

[0055] According to a fifth aspect of an embodiment of the present disclosure, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle control method described in the first aspect of the present disclosure.

[0056] The technical solution provided by the embodiments of the present disclosure can include the following beneficial effects: for each target wheel experiencing slippage, the initial driving torque of the target wheel determined by the vehicle's drive anti-skid system can be obtained; the initial driving torque can be corrected according to the vehicle's driving parameters to obtain a target driving torque, and drive anti-skid control can be performed on the target wheel based on the target driving torque. In this way, correcting the initial driving torque can avoid reducing the driving torque of the target wheel experiencing slippage too low, which can avoid motor vibration to a certain extent and also improve the vehicle's driving ability during anti-skid drive.

[0057] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0059] Figure 1 The figure is a flow chart showing a vehicle control method according to an exemplary embodiment.

[0060] Figure 2 is based on Figure 1 The illustrated embodiment shows a flow chart of a vehicle control method.

[0061] Figure 3 is based on Figure 2 The illustrated embodiment shows a flow chart of a vehicle control method.

[0062] Figure 4 is based on Figure 3 The illustrated embodiment shows a flow chart of a vehicle control method.

[0063] Figure 5 is based on Figure 2 The illustrated embodiment shows a flow chart of a vehicle control method.

[0064] Figure 6 is a block diagram of a vehicle control device according to an exemplary embodiment.

[0065] Figure 7 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0066] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

[0067] It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the corresponding data protection laws and policies of the country where they are located and with the authorization given by the owner of the corresponding device.

[0068] The present disclosure is primarily applicable to scenarios where a vehicle anti-skid control system (TCS) is used to implement anti-skid control on a vehicle when at least one wheel of the vehicle is slipping. For example, if the wheel is a drive wheel, the TCS can determine whether the drive wheel is slipping based on the wheel speed of the drive wheel and the wheel speed of the transmission wheel. When the former is greater than the latter, the drive wheel is determined to be slipping, and anti-skid control of the drive wheel can be implemented by suppressing the wheel speed of the drive wheel. Typically, the TCS can suppress the drive wheel speed by reducing the drive torque of the drive wheel.

[0069] The present disclosure is particularly applicable to vehicles in which each wheel is driven by its own motor (including in-wheel hub motors or wheel-side motors). In such vehicles, the transmission mechanism comprising the motors and wheels has very little rotational inertia. Consequently, when a wheel slips, the drive torque must be reduced to zero, or even negative, to restore the slipping wheel to a non-slip state. However, a rapid drop in motor torque to a low value can cause motor jitter. Furthermore, an excessive drop in motor torque can prevent the wheels from fully utilizing the road's adhesion limit, thereby impacting the vehicle's driving ability.

[0070] To solve the above problems, the present disclosure provides a vehicle control method, device, vehicle, storage medium and program product. Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.

[0071] Figure 1 FIG. 1 is a flow chart showing a vehicle control method according to an exemplary embodiment, which can be applied to a vehicle. Figure 1 As shown, the vehicle control method includes the following steps.

[0072] In step S11 , in response to at least one wheel of the vehicle slipping, a driving parameter of the vehicle is acquired.

[0073] The wheel may include a driving wheel of the vehicle, or the wheel may be any wheel of the vehicle.

[0074] In one possible implementation, the vehicle's TCS can determine whether a wheel is slipping. For example, the TCS can determine whether a wheel is slipping based on the wheel speed and the speed of the transmission wheel. If the wheel speed is greater than the transmission wheel speed, the wheel is determined to be slipping.

[0075] The driving parameters may include motor operating parameters corresponding to each target wheel experiencing slip. As described above, each wheel of the vehicle involved in the present disclosure is equipped with a separate motor for driving and controlling the wheel. Therefore, for each target wheel, the driving parameters include the motor operating parameters corresponding to the target wheel at different times. The motor operating parameters may include, for example, the actual motor speed and actual motor torque of the target wheel.

[0076] In addition, the driving parameters may also include the vehicle speed and data such as the wheel acceleration and wheel speed corresponding to each target wheel. Considering that the vehicle speed calculated based on the wheel speed is generally inaccurate when the vehicle is in a slipping state, the vehicle speed in the present disclosure can be determined based on changes in GPS location information received by the vehicle's perception module.

[0077] In step S12, for each target wheel that is slipping, the initial driving torque of the target wheel determined by the driving anti-skid system of the vehicle is obtained.

[0078] The driving anti-skid system may include a driving anti-skid control system TCS of the vehicle. By performing this step, the initial driving torque of each target wheel determined by the TCS may be obtained.

[0079] As mentioned above, when at least one wheel of a vehicle slips, a drive anti-skid control system TCS can be used to perform drive anti-skid control on the vehicle. Specifically, TCS can determine that a wheel has slipped based on the wheel speed and the wheel speed of the transmission wheel, and then implement drive anti-skid control on the wheel by suppressing the wheel speed. TCS can suppress the wheel speed by reducing the driving torque of the wheel. In other words, in order to repair a target wheel in a slipping state to a non-slipping state, TCS can output a lower driving torque as the driving torque of the target wheel. The lower driving torque may be close to 0, equal to 0, or a negative torque. Therefore, the initial driving torque is the lower driving torque determined by TCS.

[0080] In addition, the magnitude of the driving torque output by the TCS to the target wheel in order to correct the slipping state of the target wheel generally depends on the magnitude of the adhesion between the target wheel and the road surface.

[0081] In step S13 , the initial driving torque is corrected according to the driving parameter to obtain a target driving torque.

[0082] Wherein, when the initial driving torque is less than the target road adhesion corresponding to the target wheel, the corrected target driving torque is greater than the initial driving torque.

[0083] For vehicles where each wheel is driven by its own motor, the rotational inertia of the transmission mechanism comprising the motor and wheels is very small. Consequently, when a wheel slips, the drive torque must be reduced to zero, or even negative, to restore the slipping wheel to a non-slip state. In other words, the initial drive torque determined by the TCS must be sufficiently low (for example, zero or negative) to restore the slipping wheel to a non-slip state. However, a rapid decrease in motor torque to a low value may cause motor jitter. Furthermore, an excessive decrease in motor torque can also affect the vehicle's driving ability.

[0084] By executing this step, the initial driving torque can be corrected according to the driving parameters, so that the corrected target driving torque is greater than the initial driving torque. In this way, when the target wheel is subsequently driven for anti-skid control according to the target driving torque, the target driving torque can be greater than the initial driving torque determined by TCS. This can avoid reducing the driving torque of the target wheel that slips too much, avoid motor vibration to a certain extent, and improve the driving ability of the vehicle during anti-skid drive.

[0085] In step S14, drive anti-slip control is performed on the target wheel according to the target drive torque.

[0086] In this step, the target driving torque may be sent to the motor of the target wheel so that the motor can provide the target driving torque to the target wheel, and then drive anti-slip control is performed on the target wheel based on the target driving torque.

[0087] Using this method, the initial drive torque for each target wheel experiencing slip is determined by the vehicle's anti-skid system. This initial drive torque is then modified based on the vehicle's driving parameters to obtain a target drive torque, and anti-skid control is then performed on that target wheel based on this target drive torque. This modification of the initial drive torque prevents excessive reductions in the drive torque for the target wheel experiencing slip, thus preventing motor vibration to a certain extent and improving the vehicle's driving capability during anti-skid driving.

[0088] Figure 2 is based on Figure 1 The embodiment shown is a flow chart of a vehicle control method, as shown in FIG. Figure 2 As shown, step S13 includes the following sub-steps:

[0089] In step S131 , the target road adhesion of the target wheel is determined according to the driving parameter.

[0090] Among them, the driving parameters used to determine the target road adhesion of the target wheel may include the motor operating parameters corresponding to the target wheel at different times. For each moment, the motor operating parameters include the actual motor speed and actual motor torque of the motor corresponding to the target wheel collected at that moment.

[0091] In a possible implementation, the target road adhesion may be obtained according to the driving parameters through a Romberg observer, wherein the Romberg observer may determine the target road adhesion through three steps: data initialization, prediction, and correction.

[0092] For example, Figure 3 is based on Figure 2 The embodiment shown is a flow chart of a vehicle control method, as shown in FIG. Figure 3 As shown, step S131 includes the following sub-steps:

[0093] In step S1311, the preset initial road adhesion of the target wheel is obtained.

[0094] The initial road surface adhesion may be an empirical value, or may be determined based on a target road surface type on the road surface currently located by the vehicle and the initial road surface adhesion corresponding to the target road surface type.

[0095] For example, a correspondence between different road surface types and different road surface adhesion can be pre-set. In this way, the vehicle can identify the target road surface type of the current road surface in real time (such as obtained based on image recognition), and then determine the initial road surface adhesion corresponding to the target road surface type based on the correspondence. This is only an example and is not limited to this in the present disclosure.

[0096] In step S1312, the initial road adhesion is corrected according to the motor operating parameters corresponding to different moments to obtain the target road adhesion.

[0097] For each moment, the motor operating parameters include the actual motor speed and actual motor torque of the target wheel collected at that moment. Figure 4 is based on Figure 3 The embodiment shown is a flow chart of a vehicle control method, which is described below in conjunction with Figure 4 The specific implementation of this step is described.

[0098] like Figure 4 As shown, step S1312 includes the following sub-steps:

[0099] In step S13121, the initial road adhesion is used as the first road adhesion, the actual motor speed collected at the first moment is used as the first motor speed, and the actual motor torque collected at the first moment is used as the first motor torque.

[0100] In actual application scenarios, the motor operating parameters can be periodically collected according to a preset collection frequency. The first moment can be any moment among multiple moments for collecting the motor operating parameters. For example, the first moment can be the beginning moment among the multiple moments.

[0101] By executing this step, any moment can be selected from multiple moments as the first moment, and the initial road adhesion is used as the first road adhesion, the actual motor speed collected at the first moment is used as the first motor speed, and the actual motor torque collected at the first moment is used as the first motor torque, so as to complete the initialization step of the Romberg observer.

[0102] In step S13122, the first road adhesion is updated by cyclically executing the road adhesion correction step according to the first road adhesion, the first motor speed, the first motor torque, and the motor operating parameters collected at other moments except the first moment, until a preset loop termination condition is met.

[0103] The road adhesion correction step includes:

[0104] S1: Determine a predicted motor speed of the target wheel corresponding to a second moment according to the first road adhesion, the first motor speed, and the first motor torque, where the second moment is a next moment adjacent to the first moment.

[0105] In one implementation, the motor acceleration corresponding to the target wheel can be determined based on the first road adhesion, the first motor speed, and the first motor torque; and the predicted motor speed can be determined based on the motor acceleration and the first motor speed.

[0106] For example, the predicted motor speed can be determined by the following formula:

[0107]

[0108] in, represents the predicted motor speed of the target wheel corresponding to the second moment, represents the first motor speed, represents the motor acceleration, represents the moment of inertia of the target wheel, represents the first motor torque, represents the damping coefficient, Indicates the first road adhesion.

[0109] S2: When the absolute value of the speed difference between the predicted motor speed and the second motor speed is greater than a preset speed difference threshold, the first road adhesion is corrected according to the speed difference to obtain a corrected second road adhesion, and the second motor speed is the actual motor speed of the target wheel collected at the second moment.

[0110] It can be understood that if the absolute value of the speed difference between the predicted motor speed and the second motor speed is greater than the preset speed difference threshold, that is, the motor speed of the target wheel predicted by the Romberg observer at the second moment is significantly different from the actual motor speed of the target wheel at the second moment, then the road adhesion can be corrected based on the above formula according to the speed difference between the actual motor speed at the second moment and the predicted motor speed.

[0111] For example, combining the above formula, it can be seen that if the predicted motor speed Greater than the second motor speed, that is, the speed difference is greater than 0, and its absolute value is greater than the preset speed difference threshold, representing the motor acceleration calculated in the above formula Greater than the actual motor acceleration, based on The calculation formula shows that the first road adhesion can be increased by To make the motor accelerate Become smaller, (adjust the first road adhesion The numerical adjustment range can be set arbitrarily based on experience or business needs, and this disclosure does not limit this). If the predicted motor speed is less than the second motor speed, that is, the speed difference is less than 0, and its absolute value is greater than the preset speed difference threshold, representing the motor acceleration calculated in the above formula Less than the actual motor acceleration, based on The calculation formula shows that the first road adhesion can be reduced by To make the motor accelerate Increase, so that the first road adhesion can be achieved according to the speed difference The above examples are merely illustrative and are not intended to be limiting in the present disclosure.

[0112] It should be noted that if the absolute value of the speed difference between the predicted motor speed and the second motor speed is less than or equal to the preset speed difference threshold, it indicates that the predicted motor speed at the second moment currently predicted is closer to the actual motor speed at the second moment. Accordingly, the first road adhesion used to calculate the motor acceleration is also accurate. At this time, it can be determined that the preset cycle termination condition is currently met, and the first road adhesion when the preset cycle termination condition is met can be used as the target road adhesion.

[0113] S3: The second road adhesion is used as the updated first road adhesion, the second moment is used as the updated first moment, the second motor speed is used as the updated first motor speed, and the second motor torque is used as the updated first motor torque, where the second motor torque is the actual motor torque of the target wheel collected at the second moment.

[0114] After executing step S2, the road adhesion corresponding to the target wheel is corrected once. It is understood that, typically, multiple corrections are required to obtain a target road adhesion that approximates the actual road adhesion. Therefore, executing step S3 updates the first road adhesion, the first moment, the first motor speed, and the first motor torque. Steps S1-S2 are then re-executed based on the updated data to further update the first road adhesion.

[0115] In step S13123, the first road surface adhesion when the preset cycle termination condition is satisfied is used as the target road surface adhesion.

[0116] The preset cycle termination condition includes: the absolute value of the speed difference being less than or equal to a preset speed difference threshold. In other words, if the absolute value of the speed difference is less than or equal to the preset speed difference threshold, indicating that the preset cycle termination condition has been met, the first road surface adhesion at the time the preset cycle termination condition is met can be used as the corrected target road surface adhesion.

[0117] At this point, the step of determining the target road adhesion of the target wheel according to the driving parameters is completed.

[0118] After the target road adhesion of the target wheel is determined, the initial driving torque may be corrected according to the target road adhesion and the driving parameter to obtain the target driving torque.

[0119] In step S132 , the initial driving torque is corrected according to the target road surface adhesion and the driving parameter to obtain the target driving torque.

[0120] Figure 5 is based on Figure 2 The embodiment shown is a flow chart of a vehicle control method, as shown in FIG. Figure 5 As shown, step S132 includes the following sub-steps:

[0121] In step S1321, the operating state of the target wheel is determined according to the driving parameter, and different operating states represent different degrees of slip of the target wheel.

[0122] The driving parameters include the vehicle speed and the wheel acceleration and wheel speed corresponding to the target wheel.

[0123] In the process of executing this step, the operating state can be determined to be the first operating state when the wheel acceleration is greater than or equal to the preset acceleration threshold value and the difference between the wheel speed and the vehicle speed is greater than or equal to the first preset speed difference threshold value; or, the operating state can be determined to be the second operating state when the difference between the wheel speed and the vehicle speed is greater than or equal to the second preset speed difference threshold value; wherein the second preset speed difference threshold value is smaller than the first preset speed difference threshold value, and the slip degree of the target wheel in the second operating state is lower than the slip degree of the target wheel in the first operating state.

[0124] For example, the preset acceleration threshold value may be 10 m / s 2 The first preset speed difference threshold may be, for example, 7 m / s, and the second preset speed difference threshold may be, for example, 3 m / s.

[0125] It is understood that in actual vehicle driving scenarios, if the wheel acceleration of the target wheel is large (i.e., the wheel acceleration is greater than or equal to the preset acceleration threshold value) and the difference between the wheel speed of the target wheel and the vehicle speed is also large (i.e., the difference is greater than or equal to the first preset speed difference threshold value), this generally indicates that the vehicle is in a starting state and the target wheel is experiencing severe slip. If only the wheel speed of the target wheel differs from the vehicle speed by a certain amount, and this difference is greater than or equal to the second preset speed difference threshold value (the second preset speed difference threshold value is less than the first preset speed difference threshold value), it indicates that the target wheel of the vehicle may be experiencing mild slip.

[0126] Different degrees of slip corresponding to the target wheel can be expressed as different operating states of the target wheel. For example, when the wheel acceleration is greater than or equal to the preset acceleration threshold value, and the difference between the wheel speed and the vehicle speed is greater than or equal to the first preset speed difference threshold value, the target wheel is determined to be in the first operating state, or when the difference between the wheel speed and the vehicle speed is greater than or equal to the second preset speed difference threshold value, the target wheel is determined to be in the second operating state.

[0127] It should be noted that the present disclosure only illustrates two operating states of the target wheel. In actual application scenarios, more operating states can be obtained by setting multiple preset acceleration threshold values of different sizes and / or setting multiple preset speed difference threshold values. Based on different operating states, the initial driving torque corresponding to the target wheel can be corrected more precisely and accurately. For example, the operating state of the target wheel can also include a first operating state, a second operating state, and a third operating state, wherein the degree of slip corresponding to the first operating state is higher than that of the second operating state, and the degree of slip corresponding to the second operating state is higher than that of the third operating state.

[0128] In step S1322, the initial driving torque is corrected according to the operating state and the target road surface adhesion to obtain the target driving torque.

[0129] Since the operating state represents the slip degree of the target wheel, by executing this step, the initial driving torque can be corrected based on the slip degree of the target wheel and the target road adhesion to obtain the target driving torque corresponding to different slip degrees.

[0130] In a possible embodiment of this step, when the operating state is the first operating state, the torque difference between the target road adhesion and the initial driving torque can be used as the target braking torque corresponding to the target wheel; and the torque sum of the initial driving torque and the target braking torque can be used as the target driving torque.

[0131] When the driving torque of a target wheel is greater than the road adhesion corresponding to the target wheel, the target wheel will slip. Therefore, in order to restore the target wheel from a slipping state to a non-slipping state, it is usually necessary to reduce the driving torque of the target wheel. In the related art, when using TCS to perform drive anti-slip control on the target wheel, the initial driving torque determined is usually less than the target road adhesion to achieve the purpose of restoring the target wheel from a slipping state to a non-slipping state. However, as mentioned above, if the initial driving torque is too low, the motor corresponding to the target wheel will experience vibration problems and also affect the vehicle's driving ability (the driving torque is too low, and the vehicle is underpowered). For example, if the target wheel is in the first operating state, indicating that the target wheel has the highest degree of slip, in this scenario, the TCS will usually quickly reduce the driving torque of the target wheel to achieve the best anti-slip control effect possible, and may reduce the driving torque of the target wheel too low (such as to 0 or to a negative torque).

[0132] Therefore, the present disclosure, in order to avoid the driving torque of target wheel from dropping too low, can, when determining that the operating state of the target wheel is the first operating state, use the torque difference between the target road surface adhesion and the initial driving torque as the target braking torque corresponding to the target wheel, and use the torque sum of the initial driving torque and the target braking torque as the target driving torque, it is understandable that the torque sum is the target road surface adhesion. That is to say, when determining that the operating state of the target wheel is the first operating state, the driving torque of the target wheel can be controlled to be reduced to the target road surface adhesion, thereby avoiding the driving torque of the target wheel from dropping too low. Like this, the jitter problem of motor can be avoided to a certain extent, the driving torque to the target wheel is also increased, and the driving ability of vehicle is improved.

[0133] Taking into account that if the driving torque of the target wheel is increased from the initial driving torque to the target driving torque, it may affect the anti-skid control effect of the target wheel in a slipping state, therefore, in order to avoid the vibration problem of the motor and improve the driving ability of the vehicle while taking into account the anti-skid control effect of the target wheel, the present disclosure can use the torque difference between the target road adhesion and the initial driving torque as the target braking torque applied to the target wheel. In this way, by applying the target driving torque to the target wheel, the target braking torque is also applied to it, so that the slip rate of the target wheel is controlled to be reduced through the target driving torque and the target braking torque in combination. In this way, the anti-skid control effect of the target wheel can be taken into account while avoiding the vibration problem of the motor and improving the driving ability of the vehicle.

[0134] In addition, as mentioned above, the operating state of the target wheel also includes a second operating state, and the slip degree of the target wheel corresponding to the second operating state is less than that of the first operating state. It is understandable that the lower the slip degree of the target wheel, the higher the initial driving torque determined by the TCS for the target wheel. Therefore, if the target wheel is in the second operating state, compared with the first operating state, by applying a smaller target braking torque to the target wheel, the motor vibration problem can be solved, the vehicle's driving ability can be improved, and the anti-skid control effect on the target wheel can be taken into account.

[0135] Therefore, in another possible embodiment of this step, when the operating state is the second operating state, the target road adhesion can be adjusted according to a preset adjustment coefficient to obtain an adjusted road adhesion, wherein the preset adjustment coefficient is less than 1, and the adjusted road adhesion is less than the target road adhesion. In this way, when the adjusted road adhesion is greater than the initial driving torque, the torque difference between the adjusted road adhesion and the initial driving torque can be used as the target braking torque corresponding to the target wheel, and the torque sum of the initial driving torque and the target braking torque can be used as the target driving torque. In this way, the target driving torque applied to the target wheel can be controlled to be reduced to a minimum of the adjusted road adhesion, thereby preventing the driving torque of the target wheel from being reduced too low, avoiding motor vibration to a certain extent, and increasing the driving torque of the target wheel, thereby improving the driving capability of the vehicle.

[0136] Similarly, in order to take into account the anti-skid control effect on the target wheel, the torque difference between the adjusted road adhesion and the initial driving torque can be used as the target braking torque applied to the target wheel. In this way, by applying the target driving torque to the target wheel, the target braking torque is also applied to it, so that the slip rate of the target wheel is controlled to be reduced through the target driving torque and the target braking torque. In this way, the anti-skid control effect on the target wheel can be taken into account while avoiding the motor vibration problem and improving the vehicle's driving ability.

[0137] It should be noted that if the adjusted road adhesion is less than or equal to the initial driving torque, it indicates that the initial driving torque determined by the TCS to be applied to the target wheel is not too low. At this time, the probability of motor vibration is also low. Therefore, corresponding to this scenario, the initial driving torque determined by the TCS can be used as the target driving torque (that is, in this scenario, there is no need to correct the initial driving torque), and the target braking torque can be 0.

[0138] It should also be noted that, as mentioned above, the operating state of the target wheel can also include a third operating state. The third operating state corresponds to the lowest degree of slip of the target wheel. At this time, the initial driving torque determined by the TCS will not be too low. At this time, the probability of motor vibration is also low. Corresponding to this scenario, the initial driving torque determined by the TCS can also be used as the target driving torque (that is, in this scenario, there is no need to correct the initial driving torque), and the target braking torque can also be 0.

[0139] After the target driving torque is determined, step S14 may be executed to perform drive anti-slip control on the target wheel according to the target driving torque.

[0140] As described above, in order to avoid the vibration problem of the motor and improve the driving ability of the vehicle while taking into account the anti-skid control effect of the target wheel, the present invention can apply the target driving torque to the target wheel while also applying the target braking torque thereto, so that the slip rate of the target wheel can be controlled to be reduced through the target driving torque and the target braking torque. In this way, the vibration problem of the motor can be avoided, the driving ability of the vehicle can be improved, and the anti-skid control effect of the target wheel can be taken into account.

[0141] Therefore, during step S14, the present disclosure may further perform anti-slip control on the target wheel based on the target driving torque and the target braking torque. For example, the target driving torque may be sent to the motor controller of the target wheel, and the target braking torque may be sent to the brake of the target wheel, thereby achieving anti-slip control on the target wheel through the target driving torque and the target braking torque.

[0142] Figure 6 FIG. 1 is a block diagram of a vehicle control device according to an exemplary embodiment. Figure 6 , the device comprises:

[0143] an acquisition module 601 configured to acquire a driving parameter of the vehicle in response to at least one wheel of the vehicle slipping; and for each target wheel that slips, acquire an initial driving torque of the target wheel determined by a driving anti-skid system of the vehicle;

[0144] a correction module 602 configured to correct the initial driving torque according to the driving parameter to obtain a target driving torque;

[0145] The control module 603 is configured to perform drive anti-slip control on the target wheel according to the target driving torque.

[0146] Optionally, the correction module 602 is configured to determine a target road adhesion of the target wheel according to the driving parameters; and correct the initial driving torque according to the target road adhesion and the driving parameters to obtain the target driving torque.

[0147] Optionally, the driving parameters include motor operating parameters corresponding to the target wheel at different times;

[0148] The correction module 602 is configured to obtain the preset initial road adhesion of the target wheel; and to correct the initial road adhesion according to the motor operating parameters corresponding to different moments to obtain the target road adhesion.

[0149] Optionally, for each moment, the motor operating parameters include an actual motor speed and an actual motor torque of the target wheel collected at the moment; the correction module 602 is configured to use the initial road adhesion as a first road adhesion, the actual motor speed collected at the first moment as a first motor speed, and the actual motor torque collected at the first moment as a first motor torque, where the first moment includes any moment among multiple moments at which the motor operating parameters are collected; update the first road adhesion by cyclically executing a road adhesion correction step based on the first road adhesion, the first motor speed, the first motor torque, and the motor operating parameters collected at other moments other than the first moment, until a preset loop termination condition is satisfied; and use the first road adhesion when the preset loop termination condition is satisfied as the target road adhesion;

[0150] Optionally, the road adhesion correction step includes:

[0151] determining, based on the first road surface adhesion, the first motor speed, and the first motor torque, a predicted motor speed of the target wheel corresponding to a second moment, where the second moment is a next moment adjacent to the first moment; when an absolute value of a speed difference between the predicted motor speed and the second motor speed is greater than a preset speed difference threshold, correcting the first road surface adhesion according to the speed difference to obtain a corrected second road surface adhesion, where the second motor speed is the actual motor speed of the target wheel collected at the second moment; using the second road surface adhesion as the updated first road surface adhesion, the second moment as the updated first moment, the second motor speed as the updated first motor speed, and the second motor torque as the updated first motor torque, where the second motor torque is the actual motor torque of the target wheel collected at the second moment;

[0152] The preset cycle termination condition includes: the absolute value of the speed difference is less than or equal to the preset speed difference threshold.

[0153] Optionally, the correction module 602 is configured to determine the motor acceleration corresponding to the target wheel according to the first road adhesion, the first motor speed and the first motor torque; and determine the predicted motor speed according to the motor acceleration and the first motor speed.

[0154] Optionally, the correction module 602 is configured to determine the operating state of the target wheel based on the driving parameters, and different operating states represent different degrees of slip of the target wheel; based on the operating state and the target road adhesion, the initial driving torque is corrected to obtain the target driving torque.

[0155] Optionally, the driving parameters include the vehicle speed and the wheel acceleration and wheel speed corresponding to the target wheel; the correction module 602 is configured to determine that the operating state is the first operating state when the wheel acceleration is greater than or equal to the preset acceleration threshold value and the difference between the wheel speed and the vehicle speed is greater than or equal to a first preset speed difference threshold value; or, determine that the operating state is the second operating state when the difference between the wheel speed and the vehicle speed is greater than or equal to a second preset speed difference threshold value; wherein the second preset speed difference threshold value is smaller than the first preset speed difference threshold value, and the slip degree of the target wheel in the second operating state is lower than the slip degree of the target wheel in the first operating state.

[0156] Optionally, the correction module 602 is configured to, when the operating state is the first operating state, use the torque difference between the target road adhesion and the initial driving torque as the target braking torque corresponding to the target wheel; and use the torque sum of the initial driving torque and the target braking torque as the target driving torque.

[0157] Optionally, the correction module 602 is configured to adjust the target road adhesion according to a preset adjustment coefficient to obtain an adjusted road adhesion when the operating state is the second operating state, and the adjusted road adhesion is less than the target road adhesion; when the adjusted road adhesion is greater than the initial driving torque, use the torque difference between the adjusted road adhesion and the initial driving torque as the target braking torque corresponding to the target wheel; and use the torque sum of the initial driving torque and the target braking torque as the target driving torque.

[0158] Optionally, the control module 603 is configured to perform drive anti-slip control on the target wheel according to the target driving torque and the target braking torque.

[0159] Optionally, the driving anti-skid system includes a driving anti-skid control system TCS; the acquisition module 601 is configured to acquire, for each target wheel, the initial driving torque of the target wheel determined by the TCS.

[0160] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0161] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon. When the program instructions are executed by a processor, the steps of the vehicle control method provided by the present disclosure are implemented.

[0162] Figure 7 7 is a block diagram illustrating a vehicle according to an exemplary embodiment. For example, vehicle 700 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or another type of vehicle. Vehicle 700 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0163] Reference Figure 7 Vehicle 700 may include various subsystems, such as an infotainment system 710, a perception system 720, a decision-making control system 730, a drive system 740, and a computing platform 750. Vehicle 700 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of vehicle 700 may be interconnected via wired or wireless means.

[0164] In some embodiments, the infotainment system 710 may include a communication system, an entertainment system, a navigation system, and the like.

[0165] Perception system 720 may include several sensors for sensing information about the environment surrounding vehicle 700. For example, perception system 720 may include a global positioning system (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera.

[0166] The decision control system 730 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0167] The drive system 740 may include components that provide power to the vehicle 700. In one embodiment, the drive system 740 may include an engine, a power source, a transmission system, and wheels. The engine may be an internal combustion engine, an electric motor, an air compression engine, or a combination thereof. The engine is capable of converting energy provided by the power source into mechanical energy.

[0168] Some or all functions of the vehicle 700 are controlled by a computing platform 750. The computing platform 750 may include at least one processor 751 and a memory 752. The processor 751 may execute instructions 753 stored in the memory 752.

[0169] The processor 751 can be any conventional processor, such as a commercially available CPU. The processor can also include a graphics processor (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof.

[0170] The memory 752 can be implemented by any type of volatile or non-volatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0171] In addition to instructions 753 , memory 752 may also store data, such as road maps, route information, and vehicle location, direction, speed, etc. The data stored in memory 752 may be used by computing platform 750 .

[0172] In the embodiment of the present disclosure, the processor 751 can execute the instruction 753 to complete all or part of the steps of the above-mentioned vehicle control method.

[0173] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device, and has a code portion for executing the above-mentioned vehicle control method when executed by the programmable device.

[0174] Those skilled in the art will also understand that the various illustrative logical blocks and steps listed in the embodiments of this application can be implemented through electronic hardware, computer software, or a combination of both. Whether such functions are implemented through hardware or software depends on the specific application and the design requirements of the entire system. Those skilled in the art may use various methods to implement the described functions for each specific application, but such implementation should not be construed as exceeding the scope of protection of the embodiments of this application.

[0175] Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the use of the word exemplary is intended to present concepts in a concrete manner. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or." That is, unless otherwise specified or clear from the context, "X applies to A or B" is intended to mean any of the natural inclusive permutations. That is, if X applies to A; X applies to B; or X applies to both A and B, then "X applies to A or B" satisfies any of the aforementioned instances. Furthermore, the articles "a" and "an," as used in this application and the appended claims, are generally understood to mean "one or more," unless otherwise specified or clear from the context to refer to the singular form.

[0176] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding this specification and the accompanying drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. With particular regard to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if not structurally equivalent to the disclosed structure. In addition, although particular features of the present disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations as may be desired and advantageous for any given or particular application. Furthermore, to the extent that the terms "include," "have," "have," "have," or variations thereof are used in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term "comprising."

[0177] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the appended claims.

[0178] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

[0179] In the foregoing detailed description, reference is made to the accompanying drawings, which illustrate, by way of illustration, specific aspects of the present disclosure in which it may be practiced. In this regard, terms indicating directions or expressing positional relationships, such as "center," "longitudinal," "lateral," "length," "width," "thickness," "up," "down," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inside," "outside," "clockwise," "counterclockwise," "axial," "radial," "circumferential," etc., may be used with reference to the orientation of the figures being described. Since the components of the described devices may be positioned in a plurality of different orientations, the directional terms may be used for illustrative purposes rather than restrictive. It should be understood that other aspects may be utilized and structural or logical changes may be made without departing from the concepts of the present disclosure. Therefore, the following detailed description should not be taken in a limiting sense.

[0180] It should be understood that, unless otherwise specifically noted, the features of the various embodiments of the present disclosure described herein may be combined with each other. As used herein, the term "and / or" includes any one of the relevant listed items and any combination of any two or more thereof; similarly, "at least one of" includes any one of the relevant listed items and any combination of any two or more thereof.

[0181] It should be understood that, unless otherwise expressly specified or limited, the terms "join," "attach," "install," "connect," "connect," "fix," etc. used in the embodiments of the present disclosure should be understood in a broad sense. For example, they can be fixedly connected, detachably connected, or integrated; they can be mechanically connected, electrically connected, or communicable with each other; they can be directly connected, or indirectly connected through an intermediate medium, and they can be internally connected between two elements or an interactive relationship between two elements, unless otherwise expressly limited. For those skilled in the art, the specific meanings of the above terms in this article can be understood according to specific circumstances.

[0182] Additionally, the term "over" as used in reference to a component, element, or material layer being formed "over" or located "over" a surface may be used herein to mean that the component, element, or material layer is "indirectly" positioned (e.g., placed, formed, deposited, etc.) on the surface such that one or more additional components, elements, or layers are disposed between the surface and the component, element, or material layer. However, the term "over" as used in reference to a component, element, or material layer being formed "over" or located "over" a surface may alternatively have a specific meaning: the component, element, or material layer is "directly" positioned (e.g., placed, formed, deposited, etc.) on the surface, e.g., in direct contact with the surface.

[0183] Although terms such as "first", "second" and "third" may be used herein to describe various components, parts, regions, layers or sections, these components, parts, regions, layers or sections are not limited to these terms. On the contrary, these terms are only used to distinguish one component, part, region, layer or section from another component, part, region, layer or section. Therefore, without departing from the teachings of each example, the first component, part, region, layer or section mentioned in the examples described herein may also be referred to as the second component, part, region, layer or section. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" can explicitly or implicitly include at least one such feature. In the description herein, the meaning of "multiple" is at least two, for example, two, three, etc., unless otherwise clearly and specifically defined.

[0184] It should be understood that spatially relative terms, such as "above," "upper," "below," and "lower," are used herein to describe the relationship of one element to another element shown in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, an element described as being "above" or "upper" relative to another element would then be "below" or "lower" relative to the other element. Thus, the term "above" encompasses both above and below orientations, depending on the spatial orientation of the device. The device may be oriented in other ways (e.g., rotated 90 degrees or in other orientations), and the spatially relative terms used herein should be interpreted accordingly.

Claims

1. A vehicle control method, characterized in that: include: In response to at least one wheel of the vehicle slipping, obtaining a driving parameter of the vehicle; For each target wheel that is slipping, obtaining an initial driving torque of the target wheel determined by a driving anti-skid system of the vehicle, wherein the initial driving torque is used to suppress a wheel speed of the target wheel; Correcting the initial driving torque according to the driving parameter to obtain a target driving torque; The target wheel is subjected to drive anti-slip control according to the target drive torque.

2. The method according to claim 1, characterized in that The correcting the initial driving torque according to the driving parameter to obtain the target driving torque includes: determining a target road adhesion of the target wheel according to the driving parameter; The initial driving torque is corrected according to the target road surface adhesion and the driving parameter to obtain the target driving torque.

3. The method according to claim 2, characterized in that The driving parameters include motor operating parameters corresponding to the target wheel at different times; Determining the target road adhesion of the target wheel according to the driving parameter includes: Obtaining a preset initial road adhesion of the target wheel; The target road adhesion is obtained by correcting the initial road adhesion according to the motor operating parameters corresponding to different moments.

4. The method according to claim 3, characterized in that For each moment, the motor operating parameters include an actual motor speed and an actual motor torque of the target wheel collected at the moment; and the target road adhesion obtained by correcting the initial road adhesion according to the motor operating parameters corresponding to different moments includes: using the initial road surface adhesion as a first road surface adhesion, using the actual motor speed acquired at a first moment as a first motor speed, and using the actual motor torque acquired at the first moment as a first motor torque, wherein the first moment includes any moment among a plurality of moments at which the motor operating parameters are acquired; updating the first road adhesion by cyclically executing a road adhesion correction step according to the first road adhesion, the first motor speed, the first motor torque, and the motor operating parameters collected at other times except the first time, until a preset loop termination condition is satisfied; The first road surface adhesion when the preset cycle termination condition is met is used as the target road surface adhesion.

5. The method according to claim 4, characterized in that The road adhesion correction step includes: determining, based on the first road surface adhesion, the first motor speed, and the first motor torque, a predicted motor speed of the target wheel corresponding to a second moment, where the second moment is a next moment adjacent to the first moment; When an absolute value of a speed difference between the predicted motor speed and the second motor speed is greater than a preset speed difference threshold, the first road surface adhesion is corrected according to the speed difference to obtain a corrected second road surface adhesion, where the second motor speed is the actual motor speed of the target wheel acquired at the second moment; Using the second road surface adhesion as the updated first road surface adhesion, using the second moment as the updated first moment, using the second motor speed as the updated first motor speed, and using the second motor torque as the updated first motor torque, where the second motor torque is the actual motor torque of the target wheel acquired at the second moment; The preset cycle termination condition includes: the absolute value of the speed difference is less than or equal to the preset speed difference threshold.

6. The method according to claim 5, characterized in that Determining the predicted motor speed of the target wheel corresponding to the second moment according to the first road surface adhesion, the first motor speed, and the first motor torque includes: determining a motor acceleration corresponding to the target wheel according to the first road surface adhesion, the first motor speed, and the first motor torque; The predicted motor speed is determined based on the motor acceleration and the first motor speed.

7. The method according to claim 2, characterized in that The correcting the initial driving torque according to the target road surface adhesion and the driving parameter to obtain the target driving torque includes: determining a running state of the target wheel according to the driving parameter, wherein different running states represent different degrees of slip of the target wheel; The initial driving torque is corrected according to the operating state and the target road surface adhesion to obtain the target driving torque.

8. The method according to claim 7, characterized in that The driving parameters include the vehicle speed and the wheel acceleration and wheel speed corresponding to the target wheel; and determining the operating state of the target wheel according to the driving parameters includes: When the wheel acceleration is greater than or equal to a preset acceleration threshold value, and the difference between the wheel speed and the vehicle speed is greater than or equal to a first preset speed difference threshold value, determining that the operating state is the first operating state; or, When the difference between the wheel speed and the vehicle speed is greater than or equal to a second preset speed difference threshold, the operating state is determined to be the second operating state; wherein, the second preset speed difference threshold is smaller than the first preset speed difference threshold, and the slip degree of the target wheel in the second operating state is lower than the slip degree of the target wheel in the first operating state.

9. The method according to claim 8, characterized in that The correcting the initial driving torque according to the operating state and the target road surface adhesion to obtain the target driving torque includes: When the operating state is the first operating state, a torque difference between the target road surface adhesion and the initial driving torque is used as a target braking torque corresponding to the target wheel; The target driving torque is determined as the target torque.

10. The method according to claim 8, characterized in that The correcting the initial driving torque according to the operating state and the target road surface adhesion to obtain the target driving torque includes: When the operating state is the second operating state, adjusting the target road surface adhesion according to a preset adjustment coefficient to obtain an adjusted road surface adhesion, wherein the adjusted road surface adhesion is less than the target road surface adhesion; When the adjusted road surface adhesion is greater than the initial driving torque, a torque difference between the adjusted road surface adhesion and the initial driving torque is used as a target braking torque corresponding to the target wheel; The target driving torque is determined as the target torque.

11. The method according to claim 9 or 10, characterized in that The performing drive anti-slip control on the target wheel according to the target driving torque comprises: The target wheel is subjected to drive anti-slip control according to the target driving torque and the target braking torque.

12. The method according to claim 1, characterized in that The driving anti-skid system includes a driving anti-skid control system TCS; and obtaining, for each target wheel that is slipping, an initial driving torque of the target wheel determined by the driving anti-skid system of the vehicle includes: For each of the target wheels, an initial driving torque of the target wheel determined by the TCS is obtained.

13. A vehicle control device, characterized in that: include: an acquisition module configured to acquire a driving parameter of the vehicle in response to slippage of at least one wheel of the vehicle; For each target wheel that is slipping, obtaining an initial driving torque of the target wheel determined by a driving anti-skid system of the vehicle, wherein the initial driving torque is used to suppress a wheel speed of the target wheel; a correction module configured to correct the initial driving torque according to the driving parameter to obtain a target driving torque; The control module is configured to perform driving anti-slip control on the target wheel according to the target driving torque.

14. A vehicle, characterized in that: include: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to: execute the steps of the vehicle control method described in any one of claims 1-12.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle control method according to any one of claims 1 to 12 are implemented.

16. A computer program product, characterized in that The invention comprises a computer program, which implements the steps of the vehicle control method according to any one of claims 1 to 12 when the computer program is executed by a processor.

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