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

Abstract

The invention relates to a vehicle control method and device, a vehicle, a storage medium and a program product. Driving parameters of the vehicle can be obtained; determining a target slip rate of each wheel of the vehicle according to the driving parameters, wherein the target slip rate represents a slip rate lower limit value for starting anti-slip control on the wheel; and performing driving anti-slip control on the wheels according to the driving parameters and the target slip rate. Therefore, the target slip rate for judging whether the anti-slip control needs to be started or not can be set for a single wheel, so that the driving anti-slip control of the vehicle is advanced from axle control to wheel control, and the anti-slip control of the vehicle can achieve a better control effect.

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] At present, the safety of vehicles has always been an important issue concerning personal safety, especially the anti-skid control function of vehicles. The driving force of the vehicle during driving depends not only on the output torque of the power source such as the engine or motor, but also on the road adhesion coefficient. When the vehicle starts and accelerates on a low-adhesion road (such as ice and snow, wading roads, etc.), the maximum driving force that the road can provide to the wheels is small due to the small road adhesion coefficient. When the output torque of the power source (i.e., the driving torque) is greater than the maximum road adhesion that the ground can provide, the wheels will slip, which can easily lead 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 so as to ensure the stability of the vehicle. However, the control effect of the anti-skid control still needs to be improved. 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: Obtaining the driving parameters of the vehicle; determining a target slip ratio of each wheel of the vehicle according to the driving parameter, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-skid control on the wheel; For each wheel, drive anti-slip control is performed on the wheel according to the driving parameter and the target slip ratio.

[0006] Optionally, determining the target slip rate of each wheel of the vehicle according to the driving parameter includes: Determining the longitudinal adhesion of each wheel of the vehicle according to the driving parameters; For each of the wheels, a target slip ratio corresponding to the wheel is determined according to the longitudinal adhesion.

[0007] Optionally, determining the longitudinal adhesion of each wheel of the vehicle according to the driving parameter comprises: Determining a road adhesion coefficient of the vehicle and a vertical load of each wheel according to the driving parameters; For each of the wheels, the longitudinal adhesion of the wheel is determined according to the road adhesion coefficient and the vertical load of the wheel.

[0008] Optionally, the driving parameters include the longitudinal acceleration, lateral acceleration, vehicle speed, and wheel speed of a wheel corresponding to at least one axle of the vehicle; Determining the road adhesion coefficient of the vehicle according to the driving parameters includes: Determining a road adhesion coefficient of the vehicle according to the longitudinal acceleration and the lateral acceleration; For each of the axles, determining the axle speed of the axle according to the wheel speed of the wheel corresponding to the axle; The road surface adhesion coefficient is determined based on the shaft speed of each of the axles, the vehicle speed, and the road surface adhesion coefficient.

[0009] Optionally, determining the road adhesion coefficient according to the axle speed of each axle, the vehicle speed and the road adhesion coefficient comprises: Obtaining a pre-calibrated maximum road adhesion coefficient; If there is a target axle among the at least one axle, the minimum value between the road adhesion coefficient and the maximum road adhesion coefficient is used as the road adhesion coefficient, wherein the difference between the axle speed of the target axle and the vehicle speed is greater than or equal to a preset difference threshold; or If the target axle does not exist in the at least one axle, the maximum road adhesion coefficient is used as the road adhesion coefficient.

[0010] Optionally, determining the vertical load of each wheel according to the driving parameter includes: The vertical load of each wheel is determined based on the longitudinal acceleration and the lateral acceleration.

[0011] Optionally, for each of the wheels, determining the longitudinal adhesion of the wheel according to the road adhesion coefficient and the vertical load of the wheel comprises: For each of the wheels, determining the maximum adhesion of the vehicle according to the road adhesion coefficient and the gravity of the vehicle; Determining a longitudinal adhesion ratio of the vehicle according to the lateral acceleration and the maximum adhesion; The longitudinal adhesion of the wheel is determined according to the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio.

[0012] Optionally, the method further comprises: Acquire a current driving mode of the vehicle, where different driving modes represent different driving requirements of the user for the vehicle; determining a longitudinal adhesion correction ratio corresponding to the wheel according to the current driving mode; The determining the longitudinal adhesion of the wheel according to the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio comprises: Correcting the longitudinal adhesion ratio according to the longitudinal adhesion correction ratio to obtain a corrected longitudinal adhesion ratio of the wheel; The longitudinal adhesion of the wheel is determined according to the road adhesion coefficient, the vertical load of the wheel and the corrected longitudinal adhesion ratio.

[0013] Optionally, for each of the wheels, determining a target slip rate corresponding to the wheel according to the longitudinal adhesion comprises: For each of the wheels, obtaining a preset tire model corresponding to the wheel, wherein the preset tire model represents a mapping relationship between a target slip rate of the wheel and the longitudinal adhesion; The target slip rate corresponding to the wheel is determined by the preset tire model according to the longitudinal adhesion.

[0014] Optionally, the performing driving anti-skid control on the wheel according to the driving parameter and the target slip ratio comprises: determining a current slip rate corresponding to the wheel according to the driving parameter; When the current slip ratio is greater than or equal to the target slip ratio, driving anti-slip control is performed on the wheel by reducing the driving torque of the wheel.

[0015] According to a second aspect of an embodiment of the present disclosure, there is provided a vehicle control device, comprising: An acquisition module is configured to acquire driving parameters of the vehicle; a determination module configured to determine a target slip ratio of each wheel of the vehicle according to the driving parameter, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-skid control on the wheel; The control module is configured to perform driving anti-slip control on each wheel according to the driving parameter and the target slip ratio.

[0016] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, comprising: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to: execute the steps of the vehicle control method described in the first aspect of the present disclosure.

[0017] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the vehicle control method provided in the first aspect of the present disclosure are implemented.

[0018] 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.

[0019] The technical solution provided by the embodiment of the present disclosure may include the following beneficial effects: obtaining the driving parameters of the vehicle; determining the target slip rate of each wheel of the vehicle according to the driving parameters, the target slip rate representing the lower limit of the slip rate for starting the anti-skid control for the wheel; and performing anti-skid control on the wheel according to the driving parameters and the target slip rate. In this way, the target slip rate used to determine whether the anti-skid control needs to be started can be set for a single wheel, so that the driving anti-skid control of the vehicle is advanced from axle control to wheel control, and the driving anti-skid control of the vehicle can achieve a better control effect.

[0020] 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 present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] 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.

[0022] Figure 1 The present invention is a flow chart of a vehicle control method according to an exemplary embodiment.

[0023] Figure 2 is based on Figure 1 The illustrated embodiment shows a flow chart of a vehicle control method.

[0024] Figure 3 is based on Figure 2 The illustrated embodiment shows a flow chart of a vehicle control method.

[0025] Figure 4 is based on Figure 3 The illustrated embodiment shows a flow chart of a vehicle control method.

[0026] Figure 5 is based on Figure 3 The illustrated embodiment shows a flow chart of a vehicle control method.

[0027] Figure 6 is based on Figure 2The illustrated embodiment shows a flow chart of a vehicle control method.

[0028] Figure 7 is a block diagram of a vehicle control device according to an exemplary embodiment.

[0029] Figure 8 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0030] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0031] It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the device is located and with the authorization given by the owner of the corresponding device.

[0032] First, the application scenario of the present disclosure is described. The present disclosure is mainly applied to the scenario of using a driving anti-skid control system TCS to control the vehicle driving anti-skid when the driving force of the wheel exceeds the road adhesion, causing the wheel to slip.

[0033] The drive anti-skid control system provided in the related art usually takes the drive shaft as a reference object and sets a target slip rate at the shaft end. When it is determined that the slip rate of the drive shaft exceeds the target slip rate, the TCS is triggered to reduce the drive shaft slip rate by reducing the driving torque to make it less than or equal to the target slip rate, so that the drive wheels can return to a normal driving state.

[0034] However, with the development of the automobile industry, new energy vehicles are becoming more and more popular, and the driving form of vehicles has expanded from single motor and dual motors to three motors and four motors. The drive anti-skid control system still uses the drive shaft as a reference object and only sets the target slip rate at the drive shaft end, but cannot set the target slip rate for a single wheel, resulting in poor anti-skid control effect of the existing drive anti-skid control system.

[0035] In order to solve the above problems, the present disclosure provides a vehicle control method, device, vehicle, storage medium and program product. The specific implementation of the present disclosure is described in detail below with reference to the accompanying drawings.

[0036] Figure 1FIG. 1 is a flow chart of 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.

[0037] In step S11 , the driving parameters of the vehicle are acquired.

[0038] Among them, the driving parameters can be vehicle driving parameters collected by the vehicle based on at least one of sensors, roadside equipment and other Internet of Vehicles equipment. The driving parameters can include, for example, vehicle speed (also referred to as "longitudinal vehicle speed" in this disclosure), longitudinal acceleration collected by sensors, lateral acceleration, wheel speed of driving wheels and other data.

[0039] In step S12, a target slip ratio of each wheel of the vehicle is determined according to the driving parameter, and the target slip ratio represents a lower limit value of the slip ratio for initiating anti-skid control on the wheel.

[0040] In one implementation, the wheel may be a driving wheel, so that the corresponding target slip ratio may be calculated for each driving wheel of the vehicle. The vehicle may include a four-wheel drive vehicle, a front-wheel drive vehicle, or a rear-wheel drive vehicle. If the vehicle is a four-wheel drive vehicle, all four wheels of the vehicle are driving wheels. If the vehicle is a front-wheel drive vehicle, the two front wheels of the vehicle are the driving wheels. If the vehicle is a rear-wheel drive vehicle, the two rear wheels of the vehicle are the driving wheels.

[0041] In another implementation, the wheel may also be any wheel of the vehicle, so that the corresponding target slip rate can be calculated for each wheel of the vehicle.

[0042] The slip rate‌ refers to the proportion of the sliding component of the wheel during movement. When the wheel is purely rolling, the slip rate is 0; when the wheel is locked and purely sliding, the slip rate is 100%; when the wheel is rolling and sliding, the slip rate is between 0 and 100%. In other words, the larger the slip rate, the more serious the wheel slip. The target slip rate is the lower limit of the slip rate for starting anti-skid control for the wheel. In this way, for each wheel, when it is detected that the current slip rate of the wheel is greater than or equal to the target slip rate, it is necessary to start the drive anti-skid control for the wheel to reduce the slip rate of the wheel and improve driving safety.

[0043] In step S13, for each wheel, drive anti-slip control is performed on the wheel according to the driving parameter and the target slip ratio.

[0044] In this step, the current slip rate corresponding to the wheel can be determined according to the driving parameter. When the current slip rate is greater than or equal to the target slip rate, the wheel is driven with anti-slip control by reducing the driving torque of the wheel.

[0045] For example, the driving parameters include the vehicle speed and the wheel speed of each wheel. For each wheel, when calculating the current slip rate of the wheel, the speed difference between the currently collected wheel speed and the vehicle speed can be calculated, and the ratio of the speed difference to the vehicle speed is used as the current slip rate corresponding to the wheel. After the current slip rate is calculated, if the current slip rate is less than or equal to the target slip rate corresponding to the wheel, the driving torque of the wheel can be reduced by the anti-skid control system TCS, so that the wheel can be driven separately. Anti-skid control effect of TCS is improved. The above examples are only illustrative, and the present disclosure is not limited to this.

[0046] It should be noted that when the vehicle is in a slipping state, the vehicle speed calculated based on the wheel speed is generally inaccurate. Therefore, the vehicle speed of the vehicle in the present disclosure can be determined based on the change of the GPS position information received by the vehicle's perception module to determine the longitudinal speed of the vehicle, which can improve the accuracy of determining the current slip rate of the wheel.

[0047] By adopting the above method, the target slip ratio of each wheel of the vehicle is determined based on the driving parameters of the vehicle (the target slip ratio represents the lower limit of the slip ratio for starting the anti-skid control on the wheel), so that the target slip ratio can be set for each wheel separately, and then the driving anti-skid control can be performed for each wheel separately. In this way, the driving anti-skid control of the vehicle is advanced from axle control to wheel control, so that the driving anti-skid control of the vehicle can achieve a better control effect.

[0048] Figure 2 is based on Figure 1 The embodiment shown is a flow chart of a vehicle control method, such as Figure 2 As shown, step S12 includes the following sub-steps: In step S121, the longitudinal adhesion of each wheel of the vehicle is determined according to the driving parameters.

[0049] In step S122, for each wheel, a target slip ratio corresponding to the wheel is determined according to the longitudinal adhesion.

[0050] For each wheel, the longitudinal adhesion is the ground adhesion of the wheel in the longitudinal direction. Ground adhesion plays a certain role in driving safety. For example, the greater the ground adhesion, the less likely the vehicle is to slip.

[0051] Figure 3 is based on Figure 2 The embodiment shown is a flow chart of a vehicle control method, such as Figure 3 As shown, step S121 includes the following sub-steps: In step S1211, the road adhesion coefficient of the vehicle and the vertical load of each wheel are determined according to the driving parameters.

[0052] Wherein, the road adhesion coefficient refers to the static friction coefficient between the wheel and the road surface. The size of the road adhesion coefficient can be determined by road conditions and tire factors. The larger the road adhesion coefficient, the greater the available adhesion, and the less likely the vehicle is to slip. The vertical load of the wheel refers to the load of the wheel in the direction perpendicular to the road surface. The driving parameters used to determine the road adhesion coefficient may include the longitudinal acceleration, lateral acceleration, vehicle speed, and wheel speed of the wheel corresponding to at least one axle of the vehicle, wherein the longitudinal acceleration and lateral acceleration can be read by the inertial sensor of the vehicle, and the axle can be a drive shaft, which refers to the axle connecting the left and right drive wheels on the vehicle.

[0053] Figure 4 is based on Figure 3 The embodiment shown is a flow chart of a vehicle control method, such as Figure 4 As shown, the road adhesion coefficient of the vehicle can be determined according to the driving parameters through the following sub-steps: In step S12111, the road adhesion coefficient of the vehicle is determined based on the longitudinal acceleration and the lateral acceleration.

[0054] Among them, the road adhesion coefficient is used to characterize the vehicle's utilization of road adhesion. The larger the road adhesion coefficient is, the greater the available road adhesion is, and the less likely the vehicle is to slip.

[0055] For example, the road surface adhesion coefficient can be calculated by the following formula:

[0056] in, represents the road surface adhesion coefficient, ax represents the longitudinal acceleration, ay represents the lateral acceleration, and G represents the gravitational acceleration.

[0057] In step S12112, for each axle, the axle speed of the axle is determined according to the wheel speed of the wheel corresponding to the axle.

[0058] The axle may be a drive shaft of the vehicle.

[0059] For example, in this step, for each axle, the axle speed of the axle can be calculated by the following formula:

[0060] in, represents the shaft speed of the axle, Indicates the wheel speed of the left wheel connected to the axle, Indicates the wheel speed of the right wheel connected to this axle.

[0061] In another possible manner, the wheel speed of any wheel connected to the axle may also be used as the axle speed of the axle.

[0062] In step S12113, the road surface adhesion coefficient is determined based on the axle speed of each axle, the vehicle speed and the road surface adhesion coefficient.

[0063] In this step, a pre-calibrated maximum road adhesion coefficient can be obtained; if there is a target axle among the at least one axle, the minimum value between the road adhesion coefficient and the maximum road adhesion coefficient is used as the road adhesion coefficient, wherein the difference between the axle speed of the target axle and the vehicle speed is greater than or equal to a preset difference threshold; or, if there is no target axle among the at least one axle, the maximum road adhesion coefficient is used as the road adhesion coefficient.

[0064] It should be noted that, taking the driving shaft of the vehicle as an example, if the difference between the shaft speed of the driving shaft and the vehicle speed is greater than or equal to the preset difference threshold, it indicates that the vehicle is currently slipping. That is to say, if there is a target driving shaft in the at least one driving shaft, it indicates that the vehicle is currently slipping. At this time, the minimum value of the road surface adhesion coefficient and the maximum road surface adhesion coefficient is the maximum adhesion coefficient that can be used under the current working condition of the vehicle. Therefore, when it is determined that there is a target driving shaft in the at least one driving shaft of the vehicle, the road surface adhesion coefficient of the vehicle is the minimum value of the road surface adhesion coefficient and the maximum road surface adhesion coefficient. When it is determined that there is no target driving shaft in the at least one driving shaft, it indicates that the vehicle is currently not slipping, and the maximum road surface adhesion coefficient can be used as the road surface adhesion coefficient.

[0065] The maximum road adhesion coefficient may be, for example, 1.2. In the process of pre-calibrating the maximum road adhesion coefficient, a possible calibration method is: controlling the calibration vehicle to travel on a road with the maximum road adhesion coefficient (such as an asphalt road), and controlling the calibration vehicle to perform emergency braking, and detecting the maximum deceleration that the calibration vehicle can achieve when braking, so that the maximum road adhesion coefficient can be calibrated based on the maximum deceleration and the factory configuration parameters of the tire. The calibration process here is only an example, and the present disclosure is not limited to this.

[0066] In addition, in the process of determining the vertical load of each wheel according to the driving parameters in step S1211, the vertical load of each wheel can be determined according to the longitudinal acceleration and the lateral acceleration.

[0067] In one possible implementation, the vehicle's total mass, the distance from each axle of the vehicle to the vehicle's center of mass, the wheelbase, and the center of mass height can be obtained. In this way, the vertical load of each wheel can be determined based on the vehicle's total mass, the distance from each axle of the vehicle to the vehicle's center of mass, the wheelbase, the center of mass height, and the longitudinal acceleration and lateral acceleration.

[0068] For example, assuming that the vehicle is a four-wheel drive vehicle, the vertical loads of the four wheels of the vehicle can be calculated by the following formula:

[0069]

[0070]

[0071]

[0072] in, represents the vertical load on the left front wheel, represents the vertical load on the right front wheel, represents the vertical load on the left rear wheel, represents the vertical load on the right rear wheel, m represents the mass of the vehicle, g represents the acceleration of gravity, a represents the distance from the front axle to the center of mass of the vehicle, b represents the distance from the rear axle to the center of mass of the vehicle, T represents the wheelbase, is the longitudinal acceleration, is the lateral acceleration, and h is the height of the center of mass. The above examples are only for illustration and the present disclosure is not limited thereto.

[0073] In step S1212, for each wheel, the longitudinal adhesion of the wheel is determined according to the road adhesion coefficient and the vertical load of the wheel.

[0074] Figure 5 is based on Figure 3 The embodiment shown is a flow chart of a vehicle control method, such as Figure 5 As shown, step S1212 includes the following sub-steps: In step S12121, for each wheel, the maximum adhesion of the vehicle is determined according to the road adhesion coefficient and the gravity of the vehicle.

[0075] For example, the maximum adhesion force can be calculated by the following formula:

[0076] Among them, F1 represents the maximum adhesion, mue represents the road adhesion coefficient, and m represents the vehicle mass. represents the acceleration due to gravity, Represents the gravity of the vehicle.

[0077] In step S12122, the longitudinal adhesion ratio of the vehicle is determined according to the lateral acceleration and the maximum adhesion.

[0078] The longitudinal adhesion ratio is the ratio of the longitudinal adhesion of the vehicle to the maximum adhesion.

[0079] For example, the longitudinal adhesion ratio can be calculated by the following formula:

[0080] in, That is, the longitudinal adhesion ratio is Indicates the vehicle mass, represents the lateral acceleration, Indicates the maximum adhesion.

[0081] In step S12123, the longitudinal adhesion of the wheel is determined according to the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio.

[0082] In a possible implementation, the product of the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio may be used as the longitudinal adhesion of the wheel.

[0083] In another possible implementation, in order to meet the user's different driving requirements for the vehicle, the user's current driving requirements can be judged, so that the longitudinal adhesion ratio of the wheel can be corrected based on the driving requirements, and then based on the corrected longitudinal adhesion ratio, combined with the road adhesion coefficient and the vertical load of the wheel, the longitudinal adhesion of the wheel that is suitable for the user's current driving requirements is determined.

[0084] In one embodiment, the current driving mode of the vehicle can be obtained, and different driving modes represent different driving requirements of the user for the vehicle; the longitudinal adhesion correction ratio corresponding to the wheel is determined according to the current driving mode, so that in the process of executing step S12123, the longitudinal adhesion ratio can be corrected according to the longitudinal adhesion correction ratio to obtain the corrected longitudinal adhesion ratio of the wheel; the longitudinal adhesion of the wheel is determined according to the road adhesion coefficient, the vertical load of the wheel and the corrected longitudinal adhesion ratio.

[0085] The current driving mode may include, for example, any one of the driving modes such as novice mode, comfort mode, economy mode, sports mode, sports+ mode and track mode.

[0086] For each wheel, the target axle corresponding to the wheel can be determined, and the target axle may include a front axle or a rear axle. The longitudinal adhesion correction ratio corresponding to the target axle is different in different driving modes. In this way, the longitudinal adhesion correction ratio corresponding to the target axle can be determined based on the current driving mode, and the longitudinal adhesion correction ratio is used as the longitudinal adhesion correction ratio corresponding to the wheel. The longitudinal adhesion correction ratio may be greater than 1 or equal to 1.

[0087] For example, if the current driving mode is one of the sport mode, sport+ mode and track mode, the user usually hopes that the vehicle has a sport function similar to drifting. Corresponding to the user's driving demand, it is usually required that the vehicle can present a drifting effect under the condition that the rear wheels of the vehicle slip. Therefore, in the sport mode, the longitudinal adhesion correction ratio of the two wheels of the rear axle of the vehicle can be set greater than 1. In this way, the theoretical value of the longitudinal adhesion corresponding to the rear wheels can be increased, and then the driving torque allocated to the rear wheels can be increased. Because the actual value of the longitudinal adhesion corresponding to the rear wheels has not increased, therefore, when the driving torque allocated to the rear wheels increases and the actual value of the longitudinal adhesion corresponding to the rear wheels has not increased, the probability of slipping of the rear wheels of the vehicle increases, thereby meeting the user's sporty driving needs.

[0088] On the contrary, if the current driving mode is one of the novice mode, comfort mode, and economy mode, users usually hope that the front wheels of the vehicle are more likely to slip. Therefore, the longitudinal adhesion correction ratio of the two wheels of the front axle of the vehicle can be set greater than 1. In this way, the theoretical value of the longitudinal adhesion corresponding to the front wheels can be increased, and then the driving torque allocated to the front wheels can be increased. Because the actual value of the longitudinal adhesion corresponding to the front wheels does not increase, therefore, when the driving torque allocated to the front wheels increases and the actual value of the longitudinal adhesion corresponding to the front wheels does not increase, the probability of slipping of the front wheels of the vehicle increases, thereby meeting the user's comfortable driving needs.

[0089] After determining the longitudinal adhesion correction ratio corresponding to the wheel, the product of the longitudinal adhesion correction ratio and the longitudinal adhesion ratio can be used as the corrected longitudinal adhesion ratio of the wheel. In this way, the product of the road adhesion coefficient, the vertical load of the wheel and the corrected longitudinal adhesion ratio can be used as the longitudinal adhesion of the wheel.

[0090] At this point, the longitudinal adhesion corresponding to each wheel of the vehicle is determined, and then the target slip rate corresponding to each wheel can be determined based on the longitudinal adhesion.

[0091] Figure 6 is based on Figure 2The embodiment shown is a flow chart of a vehicle control method, such as Figure 6 As shown, step S122 includes the following sub-steps: In step S1221, for each wheel, a preset tire model corresponding to the wheel is obtained, where the preset tire model represents a mapping relationship between a target slip rate and longitudinal adhesion of the wheel.

[0092] In step S1222, a target slip rate corresponding to the wheel is determined by using the preset tire model according to the longitudinal adhesion.

[0093] For example, the preset tire model can be expressed as the following formula:

[0094] Among them, F represents the longitudinal adhesion of the wheel, B, C, D, E, S are constants provided by the tire manufacturer, and x represents the required target slip rate. In this way, when the longitudinal adhesion of the wheel is known, the target slip rate corresponding to the wheel can be determined by the assumed tire model.

[0095] Based on the above method, the target slip rate of each wheel on the vehicle can be calculated in real time, so that the subsequent drive anti-skid control can be advanced from shaft control to wheel control, achieving a better control effect.

[0096] Figure 7 is a block diagram of a vehicle control device according to an exemplary embodiment. Figure 7 , the device comprises: The acquisition module 701 is configured to acquire the driving parameters of the vehicle; A determination module 702 is configured to determine a target slip ratio of each wheel of the vehicle according to the driving parameter, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-skid control on the wheel; The control module 703 is configured to perform driving anti-slip control on each wheel according to the driving parameter and the target slip ratio.

[0097] Optionally, the determination module 702 is configured to determine the longitudinal adhesion of each wheel of the vehicle according to the driving parameters; and for each wheel, determine a target slip rate corresponding to the wheel according to the longitudinal adhesion.

[0098] Optionally, the determination module 702 is configured to determine the road adhesion coefficient of the vehicle and the vertical load of each of the wheels according to the driving parameters; for each of the wheels, determine the longitudinal adhesion of the wheel according to the road adhesion coefficient and the vertical load of the wheel.

[0099] Optionally, the driving parameters include the longitudinal acceleration, lateral acceleration, vehicle speed, and wheel speed of a wheel corresponding to at least one axle of the vehicle; The determination module 702 is configured to determine the road adhesion coefficient of the vehicle based on the longitudinal acceleration and the lateral acceleration; for each axle, determine the axle speed of the axle according to the wheel speed of the wheel corresponding to the axle; and determine the road adhesion coefficient based on the axle speed of each axle, the vehicle speed and the road adhesion coefficient.

[0100] Optionally, the determination module 702 is configured to obtain a pre-calibrated maximum road adhesion coefficient; if there is a target axle among the at least one axle, the minimum value between the road adhesion coefficient and the maximum road adhesion coefficient is used as the road adhesion coefficient, wherein the difference between the axle speed of the target axle and the vehicle speed is greater than or equal to a preset difference threshold; or, if there is no target axle among the at least one axle, the maximum road adhesion coefficient is used as the road adhesion coefficient.

[0101] Optionally, the determination module 702 is configured to determine the vertical load of each wheel according to the longitudinal acceleration and the lateral acceleration.

[0102] Optionally, the determination module 702 is configured to determine, for each of the wheels, the maximum adhesion of the vehicle based on the road adhesion coefficient and the gravity of the vehicle; determine the longitudinal adhesion ratio of the vehicle based on the lateral acceleration and the maximum adhesion; and determine the longitudinal adhesion of the wheel based on the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio.

[0103] Optionally, the determination module 702 is further configured to obtain a current driving mode of the vehicle, where different driving modes represent different driving requirements of the user for the vehicle; determine a longitudinal adhesion correction ratio corresponding to the wheel according to the current driving mode; correct the longitudinal adhesion ratio according to the longitudinal adhesion correction ratio to obtain a corrected longitudinal adhesion ratio of the wheel; and determine the longitudinal adhesion of the wheel according to the road adhesion coefficient, the vertical load of the wheel and the corrected longitudinal adhesion ratio.

[0104] Optionally, the determination module 702 is configured to obtain, for each of the wheels, a preset tire model corresponding to the wheel, wherein the preset tire model represents a mapping relationship between a target slip rate of the wheel and the longitudinal adhesion; and determine the target slip rate corresponding to the wheel through the preset tire model according to the longitudinal adhesion.

[0105] Optionally, the control module 703 is configured to determine a current slip rate corresponding to the wheel according to the driving parameters; when the current slip rate is greater than or equal to the target slip rate, the wheel is subjected to drive anti-slip control by reducing the driving torque of the wheel.

[0106] Regarding the device 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.

[0107] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon, and the program instructions, when executed by a processor, implement the steps of the vehicle control method provided by the present disclosure.

[0108] Figure 8 800 is a block diagram of a vehicle according to an exemplary embodiment. For example, vehicle 800 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. Vehicle 800 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0109] Reference Figure 8 , the vehicle 800 may include various subsystems, for example, an infotainment system 810, a perception system 820, a decision control system 830, a drive system 840, and a computing platform 850. The vehicle 800 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 800 may be interconnected by wire or wireless means.

[0110] In some embodiments, the infotainment system 810 may include a communication system, an entertainment system, and a navigation system, etc.

[0111] The perception system 820 may include several sensors for sensing information about the environment around the vehicle 800. For example, the perception system 820 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0112] The decision control system 830 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0113] The drive system 840 may include components that provide powered motion for the vehicle 800. In one embodiment, the drive system 840 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0114] Some or all functions of the vehicle 800 are controlled by a computing platform 850. The computing platform 850 may include at least one processor 851 and a memory 852, and the processor 851 may execute instructions 853 stored in the memory 852.

[0115] The processor 851 may be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a system on chip (System on Chip, SOC), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC) or a combination thereof.

[0116] The memory 852 may be implemented by any type of volatile or nonvolatile 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.

[0117] In addition to instructions 853 , memory 852 may also store data, such as road maps, route information, vehicle location, direction, speed, etc. The data stored in memory 852 may be used by computing platform 850 .

[0118] In the embodiment of the present disclosure, the processor 851 can execute instruction 853 to complete all or part of the steps of the above-mentioned vehicle control method.

[0119] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device. The computer program has a code portion for executing the above-mentioned vehicle control method when executed by the programmable device.

[0120] Those skilled in the art may also understand that the various illustrative logical blocks and steps listed in the embodiments of the present application may be implemented by electronic hardware, computer software, or a combination of the two. Whether such functions are implemented by 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 functions described for each specific application, but such implementation should not be understood as exceeding the scope of protection of the embodiments of the present application.

[0121] In addition, the word "exemplary" is used herein to indicate serving as an example, instance, or diagram. Any aspect or design described as "exemplary" in this article is not necessarily understood to be advantageous compared to other aspects or designs. On the contrary, the use of the word exemplary is intended to present concepts in a specific way. As used herein, the term "or" is intended to represent an inclusive "or" rather than an exclusive "or". That is, unless otherwise specified or clear from the context, "X applies A or B" is intended to represent any one of the natural inclusive arrangements. That is, if X applies A; X applies B; or X applies both A and B, "X applies A or B" is satisfied under any of the aforementioned examples. In addition, unless otherwise specified or clearly pointed to a singular form from the context, the articles "one" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0122] 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 after reading and understanding the specification and drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components (e.g., elements, resources, etc.) described above, unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific functions of the described components, even if the structure is not equivalent to the disclosed structure. In addition, although specific 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 beneficial to any given or specific application. In addition, with respect to "including", "having", "having", "having", or variations thereof used in a specific embodiment or claim, such terms are intended to be inclusive in a manner similar to the term "comprising".

[0123] 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 modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

[0124] 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 may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

[0125] In the above detailed description, reference is made to the accompanying drawings, which illustrate specific aspects of the present disclosure that can be practiced by way of illustration. In this regard, terms 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., indicating directions or representing positional relationships, can be used with reference to the orientation of the described figures. Since the components of the described device can be positioned in a plurality of different orientations, directional terms can be used for illustrative purposes rather than restrictive. It should be understood that other aspects can be utilized and structural or logical changes can be made without departing from the concepts of the present disclosure. Therefore, the following detailed description should not be considered in a limiting sense.

[0126] It should be understood that, unless otherwise specifically noted, the features of some embodiments of the various present disclosures described herein may be combined with each other. As used herein, the term "and / or" includes any one of the related listed items and any combination of any two or more; similarly, "at least one of . . . " includes any one of the related listed items and any combination of any two or more.

[0127] It should be understood that, unless otherwise clearly specified and limited, the terms "joining", "attaching", "installing", "connecting", "connecting", "fixing" and the like used in the embodiments of the present disclosure should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For ordinary technicians in this field, the specific meanings of the above terms in this article can be understood according to specific circumstances.

[0128] In addition, the term "above" used in relation to a component, element or material layer formed "above" or located "above" a surface may be used herein to indicate 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 arranged between the surface and the component, element or material layer. However, the term "above" used in relation to a component, element or material layer formed "above" or located "above" a surface may also optionally have a specific meaning: the component, element or material layer is "directly" positioned (e.g., placed, formed, deposited, etc.) on the surface, such as in direct contact with the surface.

[0129] Although terms such as "first", "second" and "third" can 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, component, region, layer or section from another component, component, region, layer or section. Therefore, without departing from the teachings of each example, the first component, component, region, layer or section mentioned in the examples described herein may also be referred to as the second component, component, 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 indicated technical features. Thus, the features defined as "first" and "second" may expressly or implicitly include at least one of the features. In the description herein, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0130] 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. In addition to the orientation depicted in the drawings, such spatially relative terms are also intended to include different orientations of the device in use or operation. For example, if the device in the drawings is turned over, the element described as being "above" or "upper" relative to another element will be "below" or "lower" relative to the other element. Therefore, depending on the spatial orientation of the device, the term "above" includes both upper and lower orientations. The device may have other orientations (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: Obtaining the driving parameters of the vehicle; determining a target slip ratio of each wheel of the vehicle according to the driving parameter, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-skid control on the wheel; For each wheel, drive anti-slip control is performed on the wheel according to the driving parameter and the target slip ratio.

2. The method according to claim 1, characterized in that: Determining the target slip rate of each wheel of the vehicle according to the driving parameter comprises: Determining the longitudinal adhesion of each wheel of the vehicle according to the driving parameters; For each of the wheels, a target slip ratio corresponding to the wheel is determined according to the longitudinal adhesion.

3. The method according to claim 2, characterized in that Determining the longitudinal adhesion of each wheel of the vehicle according to the driving parameters comprises: Determining a road adhesion coefficient of the vehicle and a vertical load of each wheel according to the driving parameters; For each of the wheels, the longitudinal adhesion of the wheel is determined according to the road adhesion coefficient and the vertical load of the wheel.

4. The method according to claim 3, characterized in that: The driving parameters include the longitudinal acceleration, lateral acceleration, vehicle speed, and wheel speed of the wheels corresponding to at least one axle of the vehicle; Determining the road adhesion coefficient of the vehicle according to the driving parameters includes: Determining a road adhesion coefficient of the vehicle according to the longitudinal acceleration and the lateral acceleration; For each of the axles, determining the axle speed of the axle according to the wheel speed of the wheel corresponding to the axle; The road surface adhesion coefficient is determined based on the shaft speed of each of the axles, the vehicle speed, and the road surface adhesion coefficient.

5. The method according to claim 4, characterized in that Determining the road adhesion coefficient according to the axle speed of each axle, the vehicle speed and the road adhesion coefficient comprises: Obtaining a pre-calibrated maximum road adhesion coefficient; If there is a target axle among the at least one axle, the minimum value between the road adhesion coefficient and the maximum road adhesion coefficient is used as the road adhesion coefficient, wherein the difference between the axle speed of the target axle and the vehicle speed is greater than or equal to a preset difference threshold; or If the target axle does not exist in the at least one axle, the maximum road adhesion coefficient is used as the road adhesion coefficient.

6. The method according to claim 4, characterized in that Determining the vertical load of each wheel according to the driving parameter includes: The vertical load of each wheel is determined based on the longitudinal acceleration and the lateral acceleration.

7. The method according to claim 4, characterized in that The step of determining the longitudinal adhesion of each wheel according to the road adhesion coefficient and the vertical load of the wheel comprises: For each of the wheels, determining the maximum adhesion of the vehicle according to the road adhesion coefficient and the gravity of the vehicle; Determining a longitudinal adhesion ratio of the vehicle according to the lateral acceleration and the maximum adhesion; The longitudinal adhesion of the wheel is determined according to the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio.

8. The method according to claim 7, characterized in that The method further comprises: Acquire a current driving mode of the vehicle, where different driving modes represent different driving requirements of the user for the vehicle; determining a longitudinal adhesion correction ratio corresponding to the wheel according to the current driving mode; The determining the longitudinal adhesion of the wheel according to the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio comprises: Correcting the longitudinal adhesion ratio according to the longitudinal adhesion correction ratio to obtain a corrected longitudinal adhesion ratio of the wheel; The longitudinal adhesion of the wheel is determined according to the road adhesion coefficient, the vertical load of the wheel and the corrected longitudinal adhesion ratio.

9. The method according to claim 2, characterized in that: For each of the wheels, determining a target slip rate corresponding to the wheel according to the longitudinal adhesion comprises: For each of the wheels, obtaining a preset tire model corresponding to the wheel, wherein the preset tire model represents a mapping relationship between a target slip rate of the wheel and the longitudinal adhesion; The target slip rate corresponding to the wheel is determined by the preset tire model according to the longitudinal adhesion.

10. The method according to any one of claims 1 to 9, characterized in that: The driving anti-skid control of the wheel according to the driving parameter and the target slip ratio comprises: determining a current slip rate corresponding to the wheel according to the driving parameter; When the current slip ratio is greater than or equal to the target slip ratio, driving anti-slip control is performed on the wheel by reducing the driving torque of the wheel.

11. A vehicle control device, characterized in that: include: An acquisition module is configured to acquire driving parameters of the vehicle; a determination module configured to determine a target slip ratio of each wheel of the vehicle according to the driving parameter, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-skid control on the wheel; The control module is configured to perform driving anti-slip control on each wheel according to the driving parameter and the target slip ratio.

12. 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 method described in any one of claims 1-10.

13. 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 method according to any one of claims 1 to 10 are implemented.

14. A computer program product, characterized in that The invention comprises a computer program, which implements the steps of the method according to any one of claims 1 to 10 when being executed by a processor.

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