Vehicle control method and device

Abstract

The invention discloses a vehicle control method and device and relates to the technical field of vehicles. The method comprises the steps of determining that at least one driving parameter of a vehicle meets a first activation condition and / or a second activation condition; a target control strategy is determined in multi-level control strategies, the multi-level control strategies comprise at least one control strategy associated with the slip control level, and the control strategy is used for adjusting at least one control parameter of the vehicle; determining target control information according to the target control strategy; and controlling the vehicle to run according to the target control information. The method can be used for adaptively adjusting the control parameters of related parts of the vehicle so as to guarantee the smoothness and comfort of vehicle driving.

Description

Technical Field

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

[0002] At present, the development of new energy vehicles has received attention from all countries.

[0003] Among them, new energy vehicles include battery electric vehicles (BEVs), which are powered by onboard power supplies and use motors to drive wheels. Due to the external characteristics of motors that can provide constant torque at low speeds, the torque response speed of electric vehicles is much faster than that of traditional fuel vehicles, which greatly improves the acceleration ability of electric vehicles compared to fuel vehicles. Taking the acceleration time of a vehicle from 0 kilometers per hour (km / h) to 100km / h as an example, a general fuel vehicle takes about 8-9 seconds (s), and fewer fuel vehicles can accelerate to 100km / h within 7s. Ordinary electric vehicles can easily accelerate to 100km / h within 5s.

[0004] However, the strong acceleration capability of electric vehicles is a double-edged sword and will bring new problems. For example, in terms of wheel slip control, on low-adhesion roads, under the same conditions, the faster torque response speed will make the wheel slip of electric vehicles much greater than that of fuel vehicles. The current slip control scheme is mainly designed and developed based on fuel vehicles, and it is difficult to achieve the expected performance when applied to electric vehicles.

[0005] Similar problems also exist when applying control solutions designed and developed for fuel vehicles to other types of new energy vehicles.

[0006] Therefore, how to design and develop vehicle control solutions that are adapted to the characteristics of new energy vehicles remains an important issue that needs to be addressed urgently. Summary of the invention

[0007] The embodiments of the present application provide a vehicle control method and device for adaptively adjusting control parameters of vehicle-related components to ensure the smoothness and comfort of vehicle driving.

[0008] In the first aspect, the embodiment of the present application provides a vehicle control method, which can be implemented by a vehicle control device, and the vehicle control device can be deployed on the vehicle side, for example, it can be a vehicle control unit (VCU) or a vehicle domain control unit (VDC) for realizing the whole vehicle control, or it can be a control unit for realizing intelligent driving or assisted driving functions such as an intelligent driving domain control unit or a mobile data center (MDC), or it can be a control unit for realizing the control of vehicle components such as a motor control unit (MCU) of the vehicle, and the embodiment of the present application does not limit the product form of the vehicle control device. Exemplarily, the vehicle can be a vehicle with a function of driving the vehicle with an electric motor, and can be a pure electric vehicle, a hybrid electric vehicle, a two-wheel drive electric vehicle (such as a front and rear dual motor), a three-wheel drive electric vehicle, or a four-wheel drive electric vehicle, and the embodiment of the present application does not limit the driving mode of the vehicle.

[0009] In specific implementation, the method may include: determining that at least one driving parameter of the vehicle meets the first activation condition and / or the second activation condition; determining a target control strategy in a multi-level control strategy, wherein the multi-level control strategy includes at least one control strategy associated with a slip control level, and the control strategy is used to adjust at least one control parameter of the vehicle; determining target control information based on the target control strategy; and controlling the driving of the vehicle based on the target control information.

[0010] Exemplarily, the at least one control parameter may include: a total torque value and / or a torque gradient. The determination of the target control strategy in the multi-level control strategy may include: if the at least one driving parameter does not meet the first activation condition and the second activation condition, determining the first-level control strategy as the target control strategy, wherein the first-level control strategy is not to activate the slip control function; if the at least one driving parameter meets the first activation condition or the second activation condition, determining the second-level control strategy as the target control strategy, wherein the second-level control strategy is to activate the slip control function and adjust the change rate of the control parameter to be adjusted; if the at least one driving parameter meets the first activation condition and the second activation condition, determining the third-level control strategy as the target control strategy, wherein the third-level control strategy is to activate the slip control function and adjust the value of the control parameter to be adjusted.

[0011] Through the above method, the vehicle control device can determine how to activate the slip control function according to at least one driving parameter of the vehicle, and according to which control strategy to adjust the corresponding control parameters of the vehicle, so as to adaptively determine the target control information of the vehicle, so as to realize adaptive adjustment of the relevant control parameters of the vehicle. In this way, when the vehicle control device provides the adjusted control parameters to the corresponding components of the vehicle, it can assist the vehicle in safe driving, thereby ensuring the smoothness and stability of the vehicle's driving.

[0012] In conjunction with the first aspect, in a possible implementation, each control strategy is associated with an adjustment coefficient, and the adjustment coefficient is used to reduce the value of the control parameter to be adjusted of the control strategy. For example, taking an electric vehicle scenario as an example, the control parameter to be adjusted may be the motor torque.

[0013] In combination with the first aspect, in a possible implementation, the at least one driving parameter includes wheel speed and wheel acceleration, and the method further includes: calculating the slip rate based on the wheel speed information; the first activation condition includes: the slip rate is greater than or equal to a first threshold within a preset first statistical number threshold or a first statistical time threshold; and / or the wheel acceleration is greater than or equal to a second threshold within a preset second statistical number threshold or a second statistical time threshold.

[0014] Through the above method, the vehicle service provider can preset the first activation condition so that when at least one driving parameter of the vehicle meets the first activation condition, the slip control function is activated and the corresponding control strategy is used to assist the slip control and improve the slip control effect of the vehicle.

[0015] In combination with the first aspect, in a possible implementation, the at least one driving parameter also includes: motor speed, acceleration, steering wheel angle, accelerator pedal opening information or brake pedal opening information; the method also includes: estimating a first vehicle speed based on at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information; calculating the slip rate based on the wheel speed information includes: calculating the slip rate based on the wheel speed information and the first vehicle speed.

[0016] In combination with the first aspect, in a possible implementation, the at least one driving parameter includes motor speed, acceleration, steering wheel angle, accelerator pedal opening information or brake pedal opening information; the method also includes: estimating a first vehicle speed based on at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information; calculating a second vehicle speed based on the motor speed; calculating a motor speed acceleration based on the motor speed; the second activation condition includes: a difference between the first vehicle speed and the second vehicle speed is greater than or equal to a third threshold within a preset third statistical number threshold or a third statistical duration threshold; and / or, the motor speed acceleration is greater than or equal to a fourth threshold within a preset fourth statistical number threshold or a fourth statistical duration threshold.

[0017] In combination with the first aspect, in a possible implementation, the method may also include: obtaining the required torque of the vehicle; determining the target control strategy in the multi-level control strategy also includes: determining the target control strategy in the multi-level control strategy based on the required torque, wherein the at least one control parameter also includes: the inter-axle torque distribution ratio and / or the brake electro-hydraulic distribution ratio.

[0018] In combination with the first aspect, in a possible implementation, the method may further include: turning off the ESC control function of the vehicle's body electronic stability control system; and adjusting adjustment coefficients associated with different control strategies according to different driving modes of the vehicle.

[0019] In combination with the first aspect, in a possible implementation, the method may further include: obtaining road surface characteristics of a first area, wherein the first area includes an area where the vehicle is currently located or an area that the vehicle will enter at a first moment in the future; and adjusting the driving mode of the vehicle according to the road surface characteristics.

[0020] In combination with the first aspect, in a possible implementation manner, acquiring the road surface characteristics of the first area includes: acquiring the road surface characteristics of the first area through at least one sensor associated with the vehicle.

[0021] In combination with the first aspect, in a possible implementation, controlling the vehicle driving according to the target control information includes: sending a control instruction to a target component of the vehicle, wherein the target component includes at least one of the following: a motor control unit, an electronic stability control system ESC, or a braking system.

[0022] In a second aspect, an embodiment of the present application provides a vehicle control device, including:

[0023] A determination unit is used to determine whether at least one driving parameter of a vehicle meets a first activation condition and / or a second activation condition; determine a target control strategy in a multi-level control strategy, wherein the multi-level control strategy includes at least one control strategy associated with a slip control level, and the control strategy is used to adjust at least one control parameter of the vehicle; determine target control information according to the target control strategy; and a control unit is used to control the driving of the vehicle according to the target control information.

[0024] In combination with the second aspect, in a possible implementation manner, the at least one control parameter includes: a total torque value and / or a torque gradient.

[0025] In combination with the second aspect, in a possible implementation, determining the target control strategy in the multi-level control strategy includes: if the at least one driving parameter does not meet the first activation condition and the second activation condition, determining the first-level control strategy as the target control strategy, wherein the first-level control strategy is to deactivate the slip control function; if the at least one driving parameter meets the first activation condition or the second activation condition, determining the second-level control strategy as the target control strategy, wherein the second-level control strategy is to activate the slip control function and adjust the rate of change of the control parameter to be adjusted; if the at least one driving parameter meets the first activation condition and the second activation condition, determining the third-level control strategy as the target control strategy, wherein the third-level control strategy is to activate the slip control function and adjust the value of the control parameter to be adjusted.

[0026] In conjunction with the second aspect, in a possible implementation manner, each control strategy is associated with an adjustment coefficient, and the adjustment coefficient is used to reduce the value of the control parameter to be adjusted of the control strategy.

[0027] In combination with the second aspect, in a possible implementation, the at least one driving parameter includes wheel speed and wheel acceleration, and the device also includes: a calculation unit for calculating the slip rate based on the wheel speed information; the first activation condition includes: the slip rate is greater than or equal to a first threshold within a preset first statistical number threshold or a first statistical time threshold; and / or the wheel acceleration is greater than or equal to a second threshold within a preset second statistical number threshold or a second statistical time threshold.

[0028] In conjunction with the second aspect, in a possible implementation, the at least one driving parameter further includes: motor speed, acceleration, steering wheel angle, accelerator pedal opening information or brake pedal opening information;

[0029] The calculation unit is further used to: estimate the first vehicle speed according to at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information;

[0030] The calculating the slip ratio according to the wheel speed information comprises:

[0031] The slip ratio is calculated based on the wheel speed information and the first vehicle speed.

[0032] In conjunction with the second aspect, in a possible implementation manner, the at least one driving parameter includes motor speed, acceleration, steering wheel angle, accelerator pedal opening information, or brake pedal opening information;

[0033] The calculation unit is also used to: estimate the first vehicle speed based on at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information; calculate the second vehicle speed based on the motor speed; calculate the motor speed acceleration based on the motor speed; the second activation condition includes: the difference between the first vehicle speed and the second vehicle speed is greater than or equal to a third threshold within a preset third statistical number threshold or a third statistical duration threshold; and / or, the motor speed acceleration is greater than or equal to a fourth threshold within a preset fourth statistical number threshold or a fourth statistical duration threshold.

[0034] In combination with the second aspect, in a possible implementation, the device also includes: an acquisition unit for acquiring the required torque of the vehicle; the determination unit is used to determine the target control strategy in the multi-level control strategy based on the required torque, wherein the at least one control parameter also includes: an inter-axle torque distribution ratio and / or a brake electro-hydraulic distribution ratio.

[0035] In combination with the second aspect, in a possible implementation, the device also includes: a processing unit, used to turn off the ESC control function of the vehicle's body electronic stability control system; and adjust the adjustment coefficients associated with different control strategies according to different driving modes of the vehicle.

[0036] In combination with the second aspect, in a possible implementation, the acquisition unit is also used to: acquire road surface characteristics of a first area, wherein the first area includes an area where the vehicle is currently located or an area that the vehicle will enter at a first moment in the future; the processing unit is also used to adjust the driving mode of the vehicle according to the road surface characteristics.

[0037] In combination with the second aspect, in a possible implementation manner, the acquisition unit is used to: acquire road surface characteristics of the first area through at least one sensor associated with the vehicle.

[0038] In combination with the second aspect, in a possible implementation, the control unit is used to: send a control instruction to a target component of the vehicle, wherein the target component includes at least one of the following: a motor control unit, a vehicle electronic stability control system ESC, or a braking system.

[0039] In a third aspect, an embodiment of the present application provides an electronic device, comprising a processor, which is coupled to a memory: the processor is used to execute a computer program or instruction stored in the memory, so that the electronic device executes the method described in the first aspect and any possible implementation method of the first aspect.

[0040] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising a unit for implementing the method described in the first aspect and any possible implementation of any one of the first aspect.

[0041] In a fifth aspect, an embodiment of the present application provides a communication device, comprising at least one processor and an interface circuit, wherein the interface circuit is used to provide data or code instructions to the at least one processor, and the at least one processor is used to implement the method described in the first aspect and any possible implementation method of the first aspect through a logic circuit or by executing code instructions.

[0042] In a sixth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable medium stores a program code. When the program code runs on a computer, the computer executes the method described in the first aspect and any possible implementation of the first aspect.

[0043] In a seventh aspect, an embodiment of the present application provides a computer program product. When the computer program product runs on a computer, the computer executes the method described in the first aspect and any possible implementation of the first aspect.

[0044] In an eighth aspect, an embodiment of the present application provides a terminal device, including a unit for implementing the method described in the first aspect and any possible design of the first aspect. By way of example, the terminal device includes, but is not limited to: intelligent transportation equipment (such as cars, ships, drones, trains, trucks, etc.), intelligent manufacturing equipment (such as robots, industrial equipment, intelligent logistics, intelligent factories, etc.), and intelligent terminals (mobile phones, computers, tablet computers, PDAs, desktops, headphones, speakers, wearable devices, vehicle-mounted devices, etc.).

[0045] Based on the implementations provided in the above aspects, the embodiments of the present application can be further combined to provide more implementations.

[0046] The technical effects that can be achieved by any possible implementation method in any of the second to eighth aspects mentioned above can be correspondingly referred to the description of the technical effects that can be achieved by any possible implementation method in any of the first aspect mentioned above, and the repetitions will not be discussed here. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 A schematic diagram showing an application scenario to which the embodiments of the present application are applicable;

[0048] Figure 2 A schematic diagram showing the principle of a vehicle control method according to an embodiment of the present application is shown;

[0049] Figure 3 A schematic flow chart of a vehicle control method according to an embodiment of the present application is shown;

[0050] Figure 4 An example of determining based on driving parameters related to wheel speed in an embodiment of the present application is shown;

[0051] Figure 5 An example of determining the driving parameters related to the motor speed according to an embodiment of the present application is shown;

[0052] Figure 6 The timing of the slip control function in the embodiment of the present application is shown;

[0053] Figure 7 shows the slip control curves in different modes of the embodiment of the present application;

[0054] Figure 8 A schematic diagram showing the structure of a vehicle control device according to an embodiment of the present application is shown;

[0055] Fig. 9 A schematic diagram of the structure of a communication device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0056] The embodiments of the present application provide a vehicle control method and device for adaptively adjusting the control parameters of vehicle-related components to ensure the smoothness and comfort of vehicle driving. Among them, the method and the device are based on the same technical concept. Since the principles of solving problems by the method and the device are similar, the implementation of the device and the method can refer to each other, and the repeated parts will not be repeated. In addition, in each embodiment of the present application, if there is no special explanation and logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form a new embodiment according to their inherent logical relationship.

[0057] The vehicle control scheme in the embodiment of the present application can be applied to the Internet of Vehicles, such as vehicle to everything (V2X), long-term evolution-vehicle (LTE-V), vehicle to vehicle (V2V), etc. For example, it can be applied to a vehicle with a driving mobile function, or other devices in a vehicle with a driving mobile function. The other devices include but are not limited to: other sensors such as a vehicle-mounted terminal, a vehicle-mounted control unit, a vehicle-mounted module, a vehicle-mounted module, a vehicle-mounted component, a vehicle-mounted chip, a vehicle-mounted unit, a vehicle-mounted radar or a vehicle-mounted camera. The vehicle can implement the vehicle control method provided in the embodiment of the present application through the vehicle-mounted terminal, the vehicle-mounted control unit, the vehicle-mounted module, the vehicle-mounted module, the vehicle-mounted component, the vehicle-mounted chip, the vehicle-mounted unit, the vehicle-mounted radar or the vehicle-mounted camera. Of course, the control scheme in the embodiment of the present application can also be used for other intelligent terminals with mobile control functions other than the vehicle, or be set in other intelligent terminals with mobile control functions other than the vehicle, or be set in a component of the intelligent terminal. The intelligent terminal can be an intelligent transportation device, a smart home device, a robot, etc. For example, it includes but is not limited to a smart terminal or a control unit in a smart terminal, a chip, other sensors such as a radar or a camera, and other components.

[0058] In the embodiments of the present application, "at least one" refers to one or more, and "plurality" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, c can be single or multiple.

[0059] Furthermore, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of the present application are used to distinguish multiple objects, and are not used to limit the priority or importance of multiple objects. For example, the first indication information and the second indication information are only used to distinguish different indication information, rather than indicating the difference in priority or importance of the two indication information.

[0060] The embodiments of the present application are introduced below in conjunction with the accompanying drawings.

[0061] Figure 1A schematic diagram of an application scenario to which the embodiment of the present application is applicable is shown. In the application scenario, a vehicle 100 may be included. In a possible implementation, the application scenario may also include a cloud server 200, and the vehicle 100 and the cloud server 200 may communicate via a network. In one embodiment, the cloud server 200 may also be implemented by a virtual machine.

[0062] Some or all functions of the vehicle 100 are controlled by its own computing platform 150 (or computer system). The computing platform 150 may include at least one processor 151, which can execute instructions 153 stored in a non-transitory computer-readable medium such as a memory 152. In some embodiments, the computing platform 150 can also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner. The processor 151 can be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 can also include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on chip (SoC), an application specific integrated circuit (ASIC), or a combination thereof.

[0063] Optionally, the vehicle 100 may be a car, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawn mower, an amusement vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, a train, etc., which is not particularly limited in the embodiments of the present application. In a possible implementation, the vehicle 100 may be a new energy vehicle, including an electric vehicle, such as a two-wheel drive electric vehicle or a four-wheel drive electric vehicle, which is not limited in the embodiments of the present application.

[0064] Figure 1 The structure of the vehicle should not be understood as a limitation to the embodiments of the present application.

[0065] The vehicle control method of the embodiment of the present application can be implemented by a vehicle control device, which can be an independent device or a Figure 1The chip or component in the vehicle 100 shown may also be a software module. The software module may be deployed on the relevant on-board equipment of the vehicle 100, such as the intelligent driving domain control unit (e.g., mobile data center (MDC)) of the computing platform 150 integrated in the aforementioned vehicle 100, or the vehicle control unit (VCU), or the vehicle domain control unit (VDC), or the motor control unit (MCU), or deployed on the control unit of other components of the vehicle. The embodiment of the present application does not limit the product form and deployment method of the vehicle control device.

[0066] The vehicle control scheme of the embodiment of the present application is introduced below.

[0067] Figure 2 A schematic diagram showing the principle of a vehicle control method according to an embodiment of the present application is shown.

[0068] See also Figure 2 As shown, the vehicle control device (equivalent to Figure 2 Taking the MDC integrated in the vehicle as an example, the MDC can interact with the cloud server or other modules in the vehicle to implement the vehicle control solution of the embodiment of the present application.

[0069] For example, the MDC can collect at least one driving parameter of the vehicle, and determine whether to activate the vehicle's slip control function and whether to use the vehicle's preset multi-level control strategy based on whether the at least one driving parameter meets the preset activation conditions. If so, the MDC can determine the target control strategy in the multi-level control strategy, determine the target control information based on the target control strategy, and send a control instruction to the VCU / VDC / MCU based on the target control information, so that the VCU / VDC / MCU controls the vehicle's driving based on the received control instruction. The multi-level control strategy includes at least one control strategy associated with the slip control level, and the control strategy is used to adjust at least one control parameter of the vehicle.

[0070] Alternatively, taking the example of a vehicle control device integrated in the vehicle's VDC, or VCU, or MCU, the VDC, or VCU, or MCU can interact with a cloud server or other modules in the vehicle to implement the vehicle control solution of the embodiment of the present application.

[0071] For example, the VDC / VCU / MCU can collect at least one driving parameter of the vehicle, and determine whether to activate the vehicle's slip control function and whether to use the vehicle's preset multi-level control strategy based on whether the at least one driving parameter meets the preset activation conditions. If yes, the VDC / VCU / MCU can determine the target control strategy in the multi-level control strategy, determine the target control information based on the target control strategy, and dynamically adjust the control parameters of the relevant components of the vehicle (such as the output torque of the motor, etc.) based on the target control information, to assist in controlling the safe driving of the vehicle, so as to ensure the smoothness and comfort of the vehicle's driving. Among them, the multi-level control strategy includes at least one control strategy associated with the slip control level, and the control strategy is used to adjust at least one control parameter of the vehicle.

[0072] Exemplarily, the MDC / VDC / VCU / MCU can be directly or indirectly connected to at least one sensor included in the vehicle's sensing system, and obtain corresponding perception information through the at least one sensor, and obtain at least one driving parameter of the vehicle based on the obtained perception information.

[0073] Taking the at least one driving parameter being a parameter related to the driving stability of the vehicle as an example, the at least one driving parameter may include but is not limited to the following driving parameters of the vehicle: driving speed, wheel speed, motor speed, yaw angular velocity, longitudinal (lateral) acceleration, steering wheel angle, heading angle, accelerator pedal opening information, brake pedal opening information, gear position, driving mode, road mode, etc.

[0074] The sensors used to obtain the at least one driving parameter may include but are not limited to (not all of them are shown in the figure): speed sensor, acceleration sensor, angular velocity sensor, roll angle sensor, steering wheel sensor, steering angle sensor, accelerator pedal position sensor, brake pedal position sensor, gear sensor, driving mode sensor, visual sensor (such as a camera), lidar or millimeter wave radar, etc.

[0075] The relevant components of the vehicle may include, for example, a motor control unit (MCU), and the MCU may include, for example, a front axle motor control unit (expressed as MCU_F) or a rear axle motor control unit (expressed as MCU_R). Or, for example, the relevant components of the vehicle may include an electronic stability controller (ESC). Or, for example, the relevant components of the vehicle may include a braking system of the vehicle, specifically, an intelligent integrated power brake (IPB), and the IPB may integrate, for example, an anti-lock brake system (ABS), ESP, an acceleration slip regulation (ASR) (also known as a traction control system (TCS), etc. The embodiments of the present application do not limit the vehicle components or corresponding control parameters.

[0076] In an embodiment of the present application, the slip function may be designed and developed by a vehicle service provider, and the vehicle service provider may design activation conditions and multi-level control strategies corresponding to different driving states of the vehicle in advance according to business needs, application scenarios, or experience, so that the vehicle control unit may obtain the target control information of the vehicle according to the multi-level control strategy associated with the activation condition according to the different driving states of the vehicle when the preset activation condition is met, so as to dynamically adjust the control parameters of relevant components of the vehicle (such as the output torque of the motor, etc.), assist in controlling the safe driving of the vehicle, and ensure the smoothness and comfort of the vehicle's driving.

[0077] Exemplarily, the information and / or multi-level control strategy used to describe the activation conditions can be pre-stored on a storage medium accessible to the MDC or VDC or VCU or MCU, which can be a local storage device of the vehicle, or can be a cloud server, which is not limited in the embodiments of the present application. In an optional embodiment, after determining the target control strategy, the MDC or VDC (or VCU, or MCU) can also output reminder information to the touch screen, speaker and other peripheral devices associated with the vehicle through the gateway to indicate the vehicle control decision results to the driver, so that the driver can be informed of the dynamic changes of the relevant control parameters of the vehicle. The MDC or VDC or VCU or MCU can also receive control information from the vehicle driver through (or through the gateway) peripheral devices such as a touch screen and a microphone, which can be associated with the aforementioned reminder information and can be used to assist the MDC or VDC or VCU or MCU in making vehicle control decisions.

[0078] Figure 2In the figure, the bidirectional arrows between different modules are only used to indicate that the corresponding modules can communicate with each other, and do not limit any communication method or information format. The MDC or VDC (or VCU, or MCU) can use different communication methods or information formats to communicate with different modules. The MDC or VDC (or VCU, or MCU) can also have a protocol conversion or format conversion function, which is not limited in the embodiments of the present application. Figure 2 The other modules in the vehicle shown in the figure are only examples, and the dotted box only indicates that the corresponding module is an optional module and may not be included in the vehicle. Figure 2 The modules shown may also include Figure 2 Other modules other than those shown, or Figure 2 Some modules in the figure are replaced with other modules not shown, which will not be described here. In some designs, the vehicle's sensor system can also be integrated into any one of the MDC, VCU or VDC or MCU, or the VCU or VDC or MCU can also be integrated into the MDC. The embodiments of the present application do not limit the product form or integration method of different modules of the vehicle.

[0079] Combination Figure 1 and Figure 2 The system architecture shown can implement the vehicle control method provided in the embodiment of the present application. Figure 3 As shown, the vehicle control method may include the following steps:

[0080] S310: The vehicle control device (eg, MDC or VDC or VCU or MCU) determines that at least one driving parameter of the vehicle meets the first activation condition and / or the second activation condition.

[0081] Exemplarily, taking the at least one driving parameter being a parameter related to the driving stability of the vehicle as an example, the at least one driving parameter may include but is not limited to the following driving parameters of the vehicle: driving speed, wheel speed, motor speed, yaw angular velocity, longitudinal (lateral) acceleration, steering wheel angle, heading angle, accelerator pedal opening information, brake pedal opening information, gear position, driving mode, road mode, etc.

[0082] Accordingly, the first activation condition may, for example, include: the slip rate is greater than or equal to a first threshold within a preset first statistical number threshold or a first statistical duration threshold; and / or the wheel acceleration is greater than or equal to a second threshold within a preset second statistical number threshold or a second statistical duration threshold.

[0083] The second activation condition may, for example, include: the difference between the first vehicle speed and the second vehicle speed is greater than or equal to a third threshold within a preset third statistical number threshold or a third statistical duration threshold; and / or the motor speed acceleration is greater than or equal to a fourth threshold within a preset fourth statistical number threshold or a fourth statistical duration threshold.

[0084] Among them, the first statistical number threshold, the second statistical number threshold, the third statistical number threshold and the fourth statistical number threshold can be the same or different, the first statistical duration threshold, the second statistical duration threshold, the third statistical duration threshold and the fourth statistical duration threshold can be the same or different, and can be adjusted according to the application scenario or business requirements, and the embodiments of the present application do not limit this.

[0085] When implementing S310, the vehicle control device can combine various driving parameters to directly or indirectly determine whether the first activation condition and / or the second activation condition are met, so as to determine how to activate the slip control function and how to use the multi-level control strategy associated with the slip control function to make vehicle control decisions. Different results will affect the target control strategy selected subsequently, so as to assist in the slip control of the vehicle and improve the slip control effect.

[0086] Taking the wheel speed and the first activation condition as an example, the at least one driving parameter may include wheel speed, wheel acceleration, motor speed, acceleration, steering wheel angle, accelerator pedal opening information or brake pedal opening information. The vehicle control device may Figure 4 The method step shown is to determine whether at least one driving parameter meets a first activation condition.

[0087] See also Figure 4 As shown, in a branch process, the method may include the following steps:

[0088] S411: Estimate a first vehicle speed according to at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information.

[0089] S412: Calculating a slip ratio according to the wheel speed information and the first vehicle speed.

[0090] S413: Determine whether the slip ratio is greater than or equal to the first threshold. If yes, proceed to S414. If no, proceed to S412 and S414 to recalculate the slip ratio and re-count.

[0091] S414: Record the number of times or duration that the slip rate is greater than or equal to the first threshold.

[0092] S415: Determine whether the slip rate is greater than or equal to (indicated by the symbol “≥”, which will not be described in detail below) a first threshold value within a preset first statistical number threshold value or a first statistical duration threshold value.

[0093] If yes, that is, the slip ratio is greater than or equal to the first threshold within the preset first statistical number threshold or the first statistical time threshold, then the process proceeds to S416. If no, then the process returns to S412 to recalculate the slip ratio.

[0094] S416: Determine whether the slip rate is greater than or equal to a first threshold within a preset first statistical number threshold or a first statistical duration threshold, ie, the first activation condition is met.

[0095] In another branch process, the method may include the following steps:

[0096] S421: Determine whether the wheel acceleration is greater than or equal to the second threshold. If yes, proceed to S422. If no, re-analyze whether the wheel acceleration is greater than or equal to the second threshold.

[0097] S422: Record the number of times or duration that the wheel acceleration is greater than or equal to the second threshold.

[0098] S423: Determine whether the wheel acceleration is greater than or equal to a second threshold within a preset second statistical number threshold or a second statistical duration threshold.

[0099] If yes, that is, the wheel acceleration is greater than or equal to the second threshold within the preset second statistical number threshold or second statistical duration threshold, then the process proceeds to S424. If no, then the process returns to S421 to reanalyze whether the wheel acceleration is greater than or equal to the second threshold.

[0100] S424: Determine that the wheel acceleration is greater than or equal to a second threshold within a preset second statistical number threshold or a second statistical duration threshold, ie, the first activation condition is met.

[0101] The vehicle control device may determine whether to activate the vehicle's slip control function according to the driving parameters related to the wheel speed according to whether the slip ratio and / or the wheel acceleration meets the first activation condition.

[0102] Taking the motor speed and the second activation condition as an example, the at least one driving parameter may include wheel speed, wheel acceleration, motor speed, acceleration, steering wheel angle, accelerator pedal opening information or brake pedal opening information. The vehicle control device may Figure 5 The method step shown determines whether at least one driving parameter meets a second activation condition.

[0103] In a branch flow, the method may include the following steps:

[0104] S511: Calculate a second vehicle speed according to the motor speed.

[0105] S512: Estimate a first vehicle speed according to at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information.

[0106] S513: Calculate the difference between the first vehicle speed and the second vehicle speed.

[0107] S514: Determine whether the difference between the first vehicle speed and the second vehicle speed is greater than or equal to a third threshold. If yes, proceed to S515. If no, proceed to S513 and S515 to recalculate the difference between the first vehicle speed and the second vehicle speed and re-count.

[0108] S515: Record the number of times or duration that the difference between the first vehicle speed and the second vehicle speed is greater than or equal to the third threshold.

[0109] S516: Determine whether the difference between the first vehicle speed and the second vehicle speed is greater than or equal to a third threshold within a preset third statistical number threshold or a third statistical duration threshold.

[0110] If yes, that is, the difference between the first vehicle speed and the second vehicle speed is greater than or equal to the third threshold within the preset third statistical number threshold or third statistical duration threshold, then enter S517. If no, return to S513 to re-analyze the difference between the first vehicle speed and the second vehicle speed.

[0111] S517: Determine that the difference between the first vehicle speed and the second vehicle speed is greater than or equal to a third threshold within a preset third statistical number threshold or a third statistical duration threshold, ie, the second activation condition is met.

[0112] In another branch process, the method may include the following steps:

[0113] S521: Perform differential calculation according to the motor speed to obtain the motor speed acceleration.

[0114] S522: Determine whether the motor speed acceleration is greater than or equal to the fourth threshold. If yes, proceed to S523. If no, proceed to S522 for re-comparison.

[0115] S523: Record the number of times or the duration that the motor speed acceleration is greater than or equal to the fourth threshold.

[0116] S524: Determine whether the motor speed acceleration is greater than or equal to a fourth threshold within a preset fourth statistical number threshold or a fourth statistical duration threshold.

[0117] If yes, that is, the motor speed acceleration is greater than or equal to the fourth threshold within the preset fourth statistical number threshold or fourth statistical duration threshold, then the process proceeds to S525. If no, then the process returns to S522 to re-analyze the motor speed acceleration.

[0118] S525: The motor speed acceleration is greater than or equal to a fourth threshold within a preset fourth statistical number threshold or a fourth statistical duration threshold, ie, the second activation condition is met.

[0119] The vehicle control device can determine whether to activate the vehicle's slip control function based on the driving control parameters related to the motor speed according to the difference between the first vehicle speed and the second vehicle speed, and / or whether the motor speed acceleration meets the second activation condition.

[0120] S320: The vehicle control device determines a target control strategy in a multi-level control strategy, wherein the multi-level control strategy includes at least one control strategy associated with a slip control level, and the control strategy is used to adjust at least one control parameter of the vehicle.

[0121] For example, based on Figure 4 and Figure 5 The relationship between the branch flow shown, the slip control function, the first activation condition, the second activation condition and the multi-level control strategy can be shown in Table 1 below:

[0122] Table 1

[0123]

[0124] Among them, the "determine the situation based on wheel speed" in the second column can be based on the previous text combined with Figure 4 If at least one of the slip ratio and wheel acceleration meets the first activation condition, it is considered to be a "compliant" situation based on wheel speed. On the contrary, if neither the slip ratio nor the wheel acceleration meets the first activation condition, it is considered to be a "non-compliant" situation based on wheel speed. Figure 5 According to the relevant introduction, if at least one of the difference between the first vehicle speed and the second vehicle speed and the motor speed acceleration meets the second activation condition, it is considered to be a "compliant" situation determined based on the motor speed. Conversely, if the difference between the first vehicle speed and the second vehicle speed and the motor speed acceleration do not meet the second activation condition, it is considered to be a "non-compliant" situation determined based on the motor speed.

[0125] Based on Table 1, the vehicle control device can determine not to activate the slip control function and use the first-level control strategy as the target control strategy when both the "determining the situation based on the wheel speed" and the "determining the situation based on the motor speed" are not met. When any one of the "determining the situation based on the wheel speed" and the "determining the situation based on the motor speed" is met, the slip control function is determined to be semi-activated, and the second-level control strategy is used as the target control strategy. The second-level control strategy can be to activate the slip control function and adjust the change rate of the control parameter to be adjusted. When both the "determining the situation based on the wheel speed" and the "determining the situation based on the motor speed" are met, the slip control function is determined to be fully activated, and the third-level control strategy is used as the target control strategy. The third-level control strategy can be to activate the slip control function and adjust the value of the control parameter to be adjusted.

[0126] In an optional embodiment, if the vehicle control device is based on Figure 4 and Figure 5 In the branch process shown, if the statistical number of times or the duration of the slip rate, wheel acceleration, the difference between the first vehicle speed and the second vehicle speed, and the motor speed acceleration being respectively greater than or equal to the corresponding threshold value exceeds the set upper threshold value, it can be considered that the vehicle is continuously in an unstable driving state. In order to ensure the driving stability of the vehicle, it can be determined to fully activate the slip control function and use the three-level control strategy as the target control strategy. The three-level control strategy can be to activate the slip control function and adjust the value of the control parameter to be adjusted.

[0127] Exemplarily, each control strategy in the multi-level control strategy may be associated with an adjustment coefficient, which may be used to reduce the value of the control parameter to be adjusted by the control strategy. Taking at least one control parameter including the total torque value and / or the torque gradient as an example, the vehicle control device may also obtain the required torque of the vehicle based on the accelerator pedal opening information and / or the brake pedal opening information. When the slip control function is in a semi-activated state, if the required torque of the vehicle increases, the vehicle control device may reduce the rate of torque growth or stop the torque growth according to the secondary control strategy; if the required torque of the vehicle remains unchanged, the vehicle control device may not make additional adjustments to the torque according to the secondary control strategy. When the slip control function is in a fully activated state, according to the third-level control strategy, regardless of whether the required torque of the vehicle changes, the vehicle control device may directly perform a calculation to reduce the torque to reduce the specific value of the motor torque to be output.

[0128] Therefore, the above vehicle control method is deployed in the application scenario of new energy vehicles, and the innovative hierarchical activation mechanism is used to assist TCS in slip control, so that the slip control function can be activated as early as possible. When the slip control function is semi-activated, the vehicle control device can use the secondary control strategy to make vehicle control decisions to suppress the growth of the required torque and achieve the purpose of early access to slip control. In the case of false triggering caused by some special road surfaces (such as low-adhesion road surfaces), the semi-activated slip control function can also reduce the impact of false triggering. When the slip control function is fully activated, the vehicle control device can directly make a control decision to reduce the torque, and achieve early intervention and control of slip control while reducing the impact of false triggering. For the continuous triggering situation counted, it is also possible to directly enter the state of fully activated slip control function to reduce the untimely activation caused by special circumstances.

[0129] In addition, since the types of electric vehicles included in new energy vehicles are diverse, for example, electric vehicles with front and rear dual motors, electric vehicles with three motors, and electric vehicles with four motors. The decision scenario introduced in conjunction with Table 1 above can be applied to when both the front and rear wheels of the vehicle slip, and the torque-related control parameters are adjusted on the front and rear axles of the vehicle respectively. However, there is a special situation where only one axle of the vehicle has a slip problem. In view of this situation, in an embodiment of the present application, the at least one control parameter can also be designed to include an inter-axle torque distribution ratio and / or a brake electro-hydraulic distribution ratio, so as to transfer torque between the front and rear axles of the vehicle when a single axle slips.

[0130] Exemplarily, in a specific implementation, the vehicle control device can obtain the gear information of the vehicle. When implementing S320, the target control strategy can be determined in the multi-level control strategy based on the gear information, wherein the at least one control parameter can also include: the inter-axle torque distribution ratio and / or the brake electro-hydraulic distribution ratio.

[0131] Take adjusting the torque distribution ratio between shafts as an example, as shown in Table 2 below:

[0132] Table 2

[0133]

[0134] Among them, the vehicle control device can supplement the slip control strategy shown in Table 2 on the basis of the vehicle control decision made based on Table 1. In the event of single-axis slip, the vehicle control device can combine the gear information of the vehicle and perform torque transfer according to the required torque of the vehicle to achieve autonomous adjustment and control of the total braking torque to ensure the smoothness and stability of the vehicle's driving.

[0135] S330: The vehicle control device determines target control information according to the target control strategy.

[0136] Exemplarily, the target control information may include an adjusted total torque value, or a torque gradient, or an inter-axle torque distribution ratio, or a brake electro-hydraulic distribution ratio.

[0137] S340: The vehicle control device controls the vehicle driving according to the target control information.

[0138] Specifically, the vehicle control device sends a control instruction to a target component of the vehicle according to the target control information, wherein the target component includes at least one of the following: a motor control unit, a vehicle electronic stability control system ESC, or a braking system.

[0139] It should be noted that in the embodiment of the present application, the slip control function can work independently or in coordination with ESC / TCS. When the slip control function works in coordination with ESC / TCS, semi-activation or full activation of the slip control function can intervene in the adjustment of relevant control parameters (such as torque) earlier to reduce the degree of slip and improve the acceleration / NVH characteristics of the vehicle.

[0140] like Figure 6 As shown, according to the timing of the slip control function, in the first time stage, the vehicle control device detects that the wheels begin to slip, and at the end of this stage, the slip control function intervenes.

[0141] In the second time stage, after the slip control function is semi-activated or fully activated, the torque reduction control is adaptively performed according to the corresponding control strategy to reduce the vehicle's slip. When working together with TCS, TCS will be activated in this stage, and then the slip control function will be exited.

[0142] In the third time stage, when the slip control function works independently, after the wheel speed drops to a lower level, the torque is adaptively increased to ensure the vehicle's acceleration capability.

[0143] In the fourth time stage, when the slip control function works independently, the increase in torque will lead to an increase in wheel speed. When the slip rate is high again, the torque is adaptively reduced.

[0144] In the fifth time stage, when the slip control function works independently, after the wheel speed decreases again, the torque is adaptively increased again to ensure the acceleration of the vehicle.

[0145] In the sixth time stage, the process is executed repeatedly, utilizing the slip control function and the TCS function to ensure the vehicle's acceleration capability while taking the vehicle's slip control into consideration, so as to ensure the vehicle's driving smoothness and comfort, until the exit conditions of the slip control function are met, and then the slip control function is turned off.

[0146] When the vehicle's ESC control function is turned off to allow the slip control function to take effect independently, different driving modes can also be set, and the control parameters can be deeply bound to the driving modes to perform personalized control in different driving modes.

[0147] Exemplarily, different driving modes of a vehicle may be associated with road surface characteristics. A vehicle service provider may pre-set different driving modes for a vehicle based on different road surface characteristics, and each driving mode may correspond to a target slip rate-vehicle speed curve. During the driving process of the vehicle, a vehicle control device may obtain road surface characteristics of a first area through at least one sensor associated with the vehicle, and the first area may include an area where the vehicle is currently located or an area that the vehicle will enter at a first moment in the future. The vehicle control device may adjust the driving mode of the vehicle based on the road surface characteristics, and accordingly, adjust the corresponding slip control curve (e.g., target slip rate-vehicle speed curve) based on the driving mode of the vehicle, so as to adjust the torque using different adjustment coefficients in different modes, including a reduction and / or increase in torque.

[0148] As shown in Table 3 below:

[0149] Table 3

[0150]

[0151] Among them, the slip control curve corresponding to different driving modes is taken as the target slip rate-vehicle speed curve as an example, such as Figure 7 As shown, in mode A, the purpose is to control the slip to a very low level, using a lower target slip rate, a high torque reduction control coefficient and a lower torque increase control coefficient. During the control process, the torque is quickly reduced, while the torque is slowly increased. Compromise can be made on the vehicle's acceleration to improve stability. In mode B, the purpose is to control the slip to a low level, using a higher target slip rate than mode A, a lower torque reduction control coefficient than mode A, and a higher torque increase control coefficient than mode A. During the control process, the torque is reduced quickly and the torque is moderately increased. A balance is made between the acceleration and stability of the vehicle, and the overall tendency is toward stability. In mode C, the purpose is to control the slip to a moderate level, using a more moderate target slip rate, with moderate torque reduction and high torque increase during the control process, and the overall tendency is toward the acceleration of the vehicle. In mode D, the slip is controlled to a high level, using a very high target slip rate, with low torque reduction and high torque increase during the control process, and the tires maintain a large slip rate to assist in getting out of trouble.

[0152] It should be understood that the driving modes shown in Table 3 are only examples and are not limiting. In some scenarios, for example, the driving mode can be determined according to the road surface characteristics. For example, mode D can be adapted to road scenes with slippery road characteristics (i.e., low adhesion road surfaces) such as snow, and mode A can be applied to road scenes with relatively rough road characteristics (i.e., high adhesion road surfaces) such as dust and sand, which will not be described in detail here.

[0153] So far, the vehicle control method of the present application has been described in detail in combination with the accompanying drawings and embodiments. Through the above-mentioned vehicle control method, the hierarchical activation mechanism of the slip control function is innovatively used to assist TCS in slip control, so that the slip control function is activated as early as possible. When the slip control function is semi-activated, the vehicle control device can use the secondary control strategy to make vehicle control decisions to suppress the growth of the required torque and achieve the purpose of early access to slip control. In the case of false triggering caused by some special road surfaces (such as low-adhesion road surfaces), the semi-activated slip control function can also reduce the impact of false triggering. When the slip control function is fully activated, the vehicle control device can directly make a control decision to reduce the torque, and realize early intervention and control of slip control while reducing the impact of false triggering. For the continuous triggering situation counted, it is also possible to directly enter the state of fully activated slip control function to reduce the untimely activation situation caused by special circumstances. After turning off the ESC function, the method can still achieve full-process slip control and can provide an adaptive mode to meet different driving needs.

[0154] The embodiment of the present application also provides a vehicle control device, which can be used to execute the above method embodiment. The relevant features can be found in the above method embodiment and will not be repeated here.

[0155] like Figure 8 As shown, the device 800 may include: a determination unit 801, used to determine whether at least one driving parameter of the vehicle meets the first activation condition and / or the second activation condition; determining a target control strategy in a multi-level control strategy, wherein the multi-level control strategy includes at least one control strategy associated with a slip control level, and the control strategy is used to adjust at least one control parameter of the vehicle; determining target control information according to the target control strategy; and a control unit 802, used to control the vehicle to travel according to the target control information. For specific implementation methods, please refer to the method steps implemented by the vehicle control device in the above method embodiment, which will not be repeated here.

[0156] It should be understood that the division of the units in the above device is only a division of logical functions, and in actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated. In addition, the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and instructions are stored in the memory. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the device, wherein the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory inside the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits, and the hardware circuits can be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of some or all of the above units are realized by designing the logical relationship of the components in the circuit; for another example, in another implementation, the hardware circuit can be realized by a programmable logic device (PLD), taking a field programmable gate array (FPGA) as an example, which can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to realize the functions of some or all of the above units. All units of the above devices can be realized in the form of a processor calling software, or in the form of a hardware circuit, or in part by a processor calling software, and the rest by a hardware circuit.

[0157] In the embodiment of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP), etc.; in another implementation, the processor can realize certain functions through the logical relationship of the hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the processor loads a configuration document to implement the process of hardware circuit configuration, which can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (Neural Network Processing Unit, NPU) tensor processing unit (Tensor Processing Unit, TPU), deep learning processing unit (Deep learning Processing Unit, DPU), etc.

[0158] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0159] In addition, all or part of the units in the above device can be integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of each unit of the device. The type of the at least one processor may be different, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0160] In a simple embodiment, those skilled in the art can imagine that the communication devices in the above embodiments can all be used Fig. 9 The form shown.

[0161] like Fig. 9 The device 900 shown includes at least one processor 910 and a communication interface 930. In an optional design, a memory 920 may also be included.

[0162] The specific connection medium between the processor 910 and the memory 920 is not limited in the embodiment of the present application.

[0163] In such Fig. 9 In the device, the processor 910 can transmit data through the communication interface 930 when communicating with other devices.

[0164] When the communication device uses Fig. 9 When the form shown is Fig. 9 The processor 910 in the apparatus 900 can call the computer-executable instructions stored in the memory 920 so that the apparatus 900 can execute any of the above method embodiments.

[0165] An embodiment of the present application also relates to a chip system, which includes a processor for calling a computer program or computer instructions stored in a memory so that the processor executes the method of any of the above embodiments.

[0166] In a possible implementation manner, the processor may be coupled to the memory through an interface.

[0167] In a possible implementation, the chip system may also directly include a memory, in which a computer program or computer instructions are stored.

[0168] For example, the memory may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct rambus RAM (DRRAM).

[0169] An embodiment of the present application also relates to a processor, which is used to call a computer program or computer instruction stored in a memory so that the processor executes the method described in any of the above embodiments.

[0170] For example, in the embodiment of the present application, the processor is an integrated circuit chip with signal processing capabilities. For example, the processor can be an FPGA, a general-purpose processor, a DSP, an ASIC or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, a system chip (system on chip, SoC), a CPU, a network processor (network processor, NP), a microcontroller (microcontroller unit, MCU), a PLD or other integrated chip, and can implement or execute the methods, steps and logic block diagrams disclosed in the embodiment of the present application. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiment of the present application can be directly embodied as a hardware decoding processor to perform, or the hardware and software modules in the decoding processor are combined and performed. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in a memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

[0171] It should be understood that the embodiments of the present application may be provided as methods, systems, or computer program products.

[0172] In a possible implementation, an embodiment of the present application provides a computer-readable storage medium, which stores a program code. When the program code runs on the computer, the computer executes the above method embodiment.

[0173] In a possible implementation, an embodiment of the present application provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above method embodiment.

[0174] Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0175] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0176] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0177] Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present application without departing from the scope of the embodiments of the present application. Thus, if these modifications and variations of the embodiments of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these changes and variations. In the various embodiments of the present application, if there is no special explanation and logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

Claims

1. A vehicle control method, characterized in that: include: Determining that at least one driving parameter of the vehicle meets the first activation condition and / or the second activation condition; Determining a target control strategy among a plurality of control strategies, wherein the plurality of control strategies include at least one control strategy associated with a slip control level, the control strategy being used to adjust at least one control parameter of the vehicle; Determining target control information according to the target control strategy; The vehicle is controlled to travel according to the target control information.

2. The method according to claim 1, characterized in that The at least one control parameter includes: a total torque value and / or a torque gradient.

3. The method according to claim 1 or 2, characterized in that: Determining the target control strategy in the multi-level control strategy includes: If the at least one driving parameter does not meet the first activation condition and the second activation condition, determining the primary control strategy as the target control strategy, wherein the primary control strategy is to not activate the slip control function; If the at least one driving parameter meets the first activation condition or the second activation condition, determining the secondary control strategy as the target control strategy, wherein the secondary control strategy is to activate the slip control function and adjust the change rate of the control parameter to be adjusted; If the at least one driving parameter meets the first activation condition and the second activation condition, a third-level control strategy is determined as the target control strategy, wherein the third-level control strategy activates the slip control function and adjusts the value of the control parameter to be adjusted.

4. The method according to any one of claims 1 to 3, characterized in that Each control strategy is associated with an adjustment coefficient, which is used to reduce the value of a control parameter to be adjusted by the control strategy.

5. The method according to any one of claims 1 to 4, characterized in that The at least one driving parameter includes wheel speed and wheel acceleration, and the method further includes: calculating a slip ratio according to the wheel speed information; The first activation condition includes: The slip rate is greater than or equal to a first threshold within a preset first statistical number threshold or a first statistical duration threshold; and / or, The wheel acceleration is greater than or equal to a second threshold within a preset second statistical number threshold or a second statistical duration threshold.

6. The method according to claim 5, characterized in that The at least one driving parameter further includes: motor speed, acceleration, steering wheel angle, accelerator pedal opening information or brake pedal opening information; The method further comprises: estimating a first vehicle speed according to at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information; The calculating the slip ratio according to the wheel speed information comprises: The slip ratio is calculated based on the wheel speed information and the first vehicle speed.

7. The method according to any one of claims 1 to 6, characterized in that The at least one driving parameter includes motor speed, acceleration, steering wheel angle, accelerator pedal opening information or brake pedal opening information; The method further comprises: estimating a first vehicle speed according to at least one of the wheel speed, motor speed, acceleration, steering wheel angle, accelerator pedal opening information, and brake pedal opening information; Calculating a second vehicle speed according to the motor speed; Calculating the motor speed acceleration according to the motor speed; The second activation condition includes: The difference between the first vehicle speed and the second vehicle speed is greater than or equal to a third threshold within a preset third statistical number threshold or a third statistical duration threshold; and / or, The motor speed acceleration is greater than or equal to a fourth threshold within a preset fourth statistical number threshold or a fourth statistical duration threshold.

8. The method according to any one of claims 1 to 7, characterized in that Also includes: Obtaining gear information of the vehicle; Determining the target control strategy in the multi-level control strategy also includes: According to the gear information, a target control strategy is determined in the multi-level control strategy, wherein the at least one control parameter further includes: an inter-axle torque distribution ratio and / or a brake electro-hydraulic distribution ratio.

9. The method according to any one of claims 1 to 8, characterized in that Also includes: Turn off the ESC control function of the vehicle's electronic stability control system; According to different driving modes of the vehicle, adjustment coefficients associated with different control strategies are adjusted.

10. The method according to claim 9, characterized in that Also includes: Acquire a road surface feature of a first area, wherein the first area includes an area where the vehicle is currently located or an area that the vehicle will enter at a first moment in the future; The driving mode of the vehicle is adjusted according to the road surface characteristics.

11. The method according to claim 10, characterized in that The obtaining of the road surface characteristics of the first area includes: The road surface characteristics of the first area are acquired by at least one sensor associated with the vehicle.

12. The method according to any one of claims 1 to 11, characterized in that The step of controlling the vehicle to travel according to the target control information comprises: A control instruction is sent to a target component of the vehicle, wherein the target component includes at least one of the following: a motor control unit, a vehicle electronic stability control system ESC, or a braking system.

13. A vehicle control device, characterized in that: include: a determination unit, configured to determine whether at least one driving parameter of the vehicle satisfies a first activation condition and / or a second activation condition; Determining a target control strategy in a multi-level control strategy, wherein the multi-level control strategy includes at least one control strategy associated with a slip control level, the control strategy being used to adjust at least one control parameter of the vehicle; determining target control information according to the target control strategy; A control unit is used to control the driving of the vehicle according to the target control information.

14. An electronic device, characterized in that: comprising a processor coupled to a memory: The processor is configured to execute a computer program or instruction stored in the memory, so that the electronic device executes the method as claimed in any one of claims 1 to 12.

15. A vehicle, characterized in that: The method comprises means for implementing the method as claimed in any one of claims 1 to 12.

16. A readable storage medium, characterized in that: The method comprises a program or an instruction. When the program or the instruction is executed, the method according to any one of claims 1 to 12 is executed.

17. A computer program product, characterized in that When the computer program product is run on a computer, the computer is caused to execute the method according to any one of claims 1 to 12.

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