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

Abstract

The present disclosure relates to a vehicle control method, device, vehicle, storage medium and program product. A driving parameter of a vehicle can be acquired; a target slip ratio of each wheel of the vehicle is determined according to the driving parameter, the target slip ratio representing a lower limit value of the slip ratio for starting anti-slip control of the wheel; and driving anti-slip control is performed on the wheel according to the driving parameter and the target slip ratio. In this way, the target slip ratio for determining whether anti-slip control needs to be started can be set for a single wheel, so that the driving anti-slip control of the vehicle is further advanced from axle control to wheel control, and the anti-slip control of the vehicle can achieve better control effect.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle control, and particularly relates to a vehicle control method and device, a vehicle, a storage medium and a program product. BACKGROUND

[0002] At present, the safety problem of a vehicle is an important problem concerning personal safety, especially the driving anti-slip control function of the vehicle. The driving force of the vehicle in the driving process not only depends on the size of the output torque of the power source such as an engine or a motor, but also is limited by the road adhesion coefficient. When the vehicle starts and accelerates on a low adhesion road (such as an icy and snowy road, a water road, etc.), since the road adhesion coefficient is small, the maximum driving force that can be provided by the road to the wheel is small. When the output torque (i.e., the driving torque) of the power source is greater than the maximum road adhesion force that can be provided by the ground, the wheel will slip, which is easy to cause the vehicle to lose stability and even lose control.

[0003] In the related art, a driving anti-slip control system (Traction Control System, TCS) is used to prevent the driving wheel of the vehicle from slipping, so as to ensure the stability of the vehicle. However, the control effect of the anti-slip control still needs to be improved. SUMMARY

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

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

[0006] obtaining a driving parameter of a vehicle;

[0007] determining a target slip ratio of each wheel of the vehicle according to the driving parameter, the target slip ratio representing a lower limit value of the slip ratio for starting anti-slip control of the wheel;

[0008] for each wheel, performing driving anti-slip control on the wheel according to the driving parameter and the target slip ratio.

[0009] Optionally, the determining of the target slip ratio of each wheel of the vehicle according to the driving parameter comprises:

[0010] determining a longitudinal adhesion force of each wheel of the vehicle according to the driving parameter;

[0011] for each wheel, determining a corresponding target slip ratio of the wheel according to the longitudinal adhesion force.

[0012] Optionally, the determining of the longitudinal adhesion force of each wheel of the vehicle according to the driving parameter comprises:

[0013] determining a road adhesion coefficient of the vehicle and a vertical load of each wheel according to the driving parameters;

[0014] determining a longitudinal adhesion force of each wheel according to the road adhesion coefficient and the vertical load of the wheel.

[0015] Optionally, the driving parameters include a longitudinal acceleration, a lateral acceleration, a vehicle speed and wheel speeds of wheels corresponding to at least one axle of the vehicle.

[0016] The determining the road adhesion coefficient of the vehicle according to the driving parameters comprises:

[0017] determining a road utilization adhesion coefficient of the vehicle according to the longitudinal acceleration and the lateral acceleration.

[0018] determining an axle speed of each axle according to wheel speeds of wheels corresponding to the axle.

[0019] determining the road adhesion coefficient according to the axle speed of each axle, the vehicle speed and the road utilization adhesion coefficient.

[0020] Optionally, the determining the road adhesion coefficient according to the axle speed of each axle, the vehicle speed and the road utilization adhesion coefficient comprises:

[0021] obtaining a maximum road adhesion coefficient pre-calibrated;

[0022] if there is a target axle in the at least one axle, taking a minimum value between the road utilization adhesion coefficient and the maximum road adhesion coefficient as the road adhesion coefficient, wherein a difference between the axle speed of the target axle and the vehicle speed is greater than or equal to a preset difference threshold; or

[0023] if there is no target axle in the at least one axle, taking the maximum road adhesion coefficient as the road adhesion coefficient.

[0024] Optionally, the determining the vertical load of each wheel according to the driving parameters comprises:

[0025] determining the vertical load of each wheel according to the longitudinal acceleration and the lateral acceleration.

[0026] Optionally, the determining the longitudinal adhesion force of each wheel according to the road adhesion coefficient and the vertical load of the wheel comprises:

[0027] determining a maximum adhesion force of the vehicle according to the road adhesion coefficient and a gravity of the vehicle for each wheel.

[0028] determine a longitudinal adhesion ratio of the vehicle according to the lateral acceleration and the maximum adhesion force;

[0029] determine the longitudinal adhesion force of the wheel according to the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio.

[0030] Optionally, the method further comprises:

[0031] obtain a current driving mode of the vehicle, different driving modes representing different driving requirements of a user on the vehicle;

[0032] determine a longitudinal adhesion force correction ratio corresponding to the wheel according to the current driving mode;

[0033] The determining the longitudinal adhesion force of the wheel according to the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio comprises:

[0034] correct the longitudinal adhesion ratio according to the longitudinal adhesion force correction ratio to obtain a corrected longitudinal adhesion ratio of the wheel;

[0035] determine the longitudinal adhesion force of the wheel according to the road adhesion coefficient, the vertical load of the wheel, and the corrected longitudinal adhesion ratio.

[0036] Optionally, the determining, for each wheel, a target slip ratio corresponding to the wheel according to the longitudinal adhesion force comprises:

[0037] for each wheel, obtain a preset tire model corresponding to the wheel, the preset tire model representing a mapping relationship between a target slip ratio and the longitudinal adhesion force of the wheel;

[0038] determine the target slip ratio corresponding to the wheel through the preset tire model according to the longitudinal adhesion force.

[0039] Optionally, the driving anti-slip control on the wheel according to the driving parameter and the target slip ratio comprises:

[0040] determine a current slip ratio corresponding to the wheel according to the driving parameter;

[0041] in a case where the current slip ratio is greater than or equal to the target slip ratio, perform driving anti-slip control on the wheel by reducing a driving torque of the wheel.

[0042] According to a second aspect of the embodiments of the present disclosure, a vehicle control device is provided, comprising:

[0043] an obtaining module configured to obtain a driving parameter of a vehicle;

[0044] The determination module is configured to determine a target slip ratio for each wheel of the vehicle based on the driving parameters, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-slip control on the wheel;

[0045] The control module is configured to perform anti-slip control on each wheel based on the driving parameters and the target slip ratio.

[0046] According to a third aspect of the present disclosure, a vehicle is provided, comprising:

[0047] processor;

[0048] Memory used to store processor-executable instructions;

[0049] The processor is configured to perform the steps of the vehicle control method described in the first aspect of this disclosure.

[0050] According to a fourth aspect of the present disclosure, a computer-readable storage medium is provided that stores computer program instructions thereon, which, when executed by a processor, implement the steps of the vehicle control method provided in the first aspect of the present disclosure.

[0051] According to a fifth aspect of the present disclosure, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the vehicle control method described in the first aspect of the present disclosure.

[0052] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: acquiring vehicle driving parameters; determining a target slip ratio for each wheel of the vehicle based on the driving parameters, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-slip control on that wheel; and performing anti-slip control on the wheel based on the driving parameters and the target slip ratio. In this way, the target slip ratio used to determine whether anti-slip control needs to be initiated can be set for a single wheel, thereby upgrading the vehicle's drive anti-slip control from axle control to wheel control, and thus enabling the vehicle's drive anti-slip control to achieve a better control effect.

[0053] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0054] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0055] Figure 1 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0056] Figure 2 It is based on Figure 1 The illustrated embodiment shows a flowchart of a vehicle control method.

[0057] Figure 3 It is based on Figure 2 The illustrated embodiment shows a flowchart of a vehicle control method.

[0058] Figure 4 It is based on Figure 3 The illustrated embodiment shows a flowchart of a vehicle control method.

[0059] Figure 5 It is based on Figure 3 The illustrated embodiment shows a flowchart of a vehicle control method.

[0060] Figure 6 It is based on Figure 2 The illustrated embodiment shows a flowchart of a vehicle control method.

[0061] Figure 7 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment.

[0062] Figure 8 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0063] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0064] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0065] First, the application scenarios of this disclosure will be explained. This disclosure is mainly applied to scenarios where the driving force of the wheels exceeds the road surface adhesion, causing the wheels to slip, and a traction control system (TCS) is used to control the vehicle's traction.

[0066] The drive anti-slip control system provided in the related technology usually uses the drive shaft as a reference object and sets a target slip ratio at the shaft end. When it is determined that the slip ratio of the drive shaft exceeds the target slip ratio, the TCS is triggered to reduce the slip ratio of the drive shaft by reducing the drive torque, so that it is less than or equal to the target slip ratio, so that the drive wheel can return to normal driving state.

[0067] However, with the development of the automotive industry and the increasing popularity of new energy vehicles, the drive form of vehicles has expanded from single motor and dual motor to three motor and four motor. However, the drive anti-slip control system still uses the drive shaft as a reference object and can only set the target slip ratio at the drive shaft end. It cannot set the target slip ratio for individual wheels, resulting in poor anti-slip control effect of the existing drive anti-slip control system.

[0068] To address the aforementioned problems, this disclosure provides a vehicle control method, apparatus, vehicle, storage medium, and program product. The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings.

[0069] Figure 1 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment, which can be applied to a vehicle. For example... Figure 1 As shown, the vehicle control method includes the following steps.

[0070] In step S11, the vehicle's driving parameters are obtained.

[0071] The driving parameters can be vehicle driving parameters collected by the vehicle based on at least one of sensors, roadside equipment, and other vehicle-to-everything (V2X) devices. These driving parameters may include, for example, vehicle speed (which may also be referred to as "longitudinal speed" in this disclosure), longitudinal acceleration collected by sensors, lateral acceleration, wheel speed of the drive wheels, and other data.

[0072] In step S12, the target slip ratio of each wheel of the vehicle is determined based on the driving parameters. The target slip ratio represents the lower limit of the slip ratio at which anti-slip control is initiated for that wheel.

[0073] In one implementation, the wheel can be a drive wheel, allowing the target slip ratio to be calculated for each drive wheel of the vehicle. The vehicle can be 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 are drive wheels. If the vehicle is a front-wheel drive vehicle, the two front wheels are drive wheels; if the vehicle is a rear-wheel drive vehicle, the two rear wheels are drive wheels.

[0074] In another implementation, the wheel can be any wheel of the vehicle, so that the target slip ratio can be calculated for each wheel of the vehicle.

[0075] Slip ratio refers to the proportion of slippage that occurs during wheel movement. When the wheel is purely rolling, the slip ratio is 0; when the wheel is locked and purely sliding, the slip ratio is 100%; when the wheel is both rolling and slipping, the slip ratio is between 0 and 100%. In other words, a higher slip ratio indicates more severe wheel slippage. This target slip ratio is the lower limit for initiating anti-slip control on that wheel. Therefore, for each wheel, if the current slip ratio is detected to be greater than or equal to the target slip ratio, traction control needs to be initiated for that wheel to reduce its slip ratio and improve driving safety.

[0076] In step S13, for each wheel, drive anti-slip control is performed on the wheel according to the driving parameters and the target slip ratio.

[0077] In this step, the current slip ratio of the wheel can be determined based on the driving parameters. If the current slip ratio is greater than or equal to the target slip ratio, the wheel is driven to prevent slip by reducing the driving torque.

[0078] For example, the driving parameters include the vehicle speed and the wheel speed of each wheel. For each wheel, when calculating the current slip ratio, the difference between the currently collected wheel speed and the vehicle speed can be calculated. The ratio of this speed difference to the vehicle speed is taken as the current slip ratio for that wheel. After calculating the current slip ratio, if the current slip ratio is less than or equal to the target slip ratio for that wheel, the drive torque of that wheel can be reduced through the anti-slip control system (TCS). This allows for individual anti-slip control of that wheel, improving the anti-slip control effect of the TCS. The above example is merely illustrative and is not intended to limit the scope of this disclosure.

[0079] It should be noted that, since the vehicle speed calculated based on wheel speed is generally inaccurate when the vehicle is in a slipping state, the vehicle speed in this disclosure can be determined based on the changes in GPS location information received by the vehicle's sensing module, which can improve the accuracy of determining the current slip rate of the wheels.

[0080] Using the above method, a target slip ratio for each wheel of the vehicle is determined based on the vehicle's driving parameters (this target slip ratio represents the lower limit of the slip ratio at which anti-slip control is initiated for that wheel). This allows for setting the target slip ratio for each wheel individually, thereby enabling separate drive anti-slip control for each wheel. In this way, the vehicle's drive anti-slip control evolves from axle control to wheel control, resulting in better control performance.

[0081] Figure 2 It is based on Figure 1The illustrated embodiment shows a flowchart of a vehicle control method, such as... Figure 2 As shown, step S12 includes the following sub-steps:

[0082] In step S121, the longitudinal adhesion force of each wheel of the vehicle is determined based on the driving parameters.

[0083] In step S122, for each wheel, the target slip ratio corresponding to that wheel is determined based on the longitudinal adhesion force.

[0084] For each wheel, the longitudinal adhesion force is the ground adhesion force exerted on that wheel in the longitudinal direction. Ground adhesion force plays a role in driving safety; for example, the greater the ground adhesion force, the less likely the vehicle is to skid.

[0085] Figure 3 It is based on Figure 2 The illustrated embodiment shows a flowchart of a vehicle control method, such as... Figure 3 As shown, step S121 includes the following sub-steps:

[0086] In step S1211, the road adhesion coefficient of the vehicle and the vertical load of each wheel are determined based on the driving parameters.

[0087] The road surface adhesion coefficient refers to the static friction coefficient between the wheel and the road surface. Its magnitude is determined by road conditions and tire factors; a higher coefficient results in greater available adhesion, making the vehicle less prone to slippage. The vertical load on the wheel refers to the load on the wheel perpendicular to the road surface. Driving parameters used to determine the road surface adhesion coefficient may include the vehicle's longitudinal acceleration, lateral acceleration, vehicle speed, and the wheel speed of at least one axle. The longitudinal and lateral accelerations can be obtained using the vehicle's inertial sensors. The axle can be a drive axle, specifically the axle connecting the left and right drive wheels.

[0088] Figure 4 It is based on Figure 3 The illustrated embodiment shows a flowchart of a vehicle control method, such as... Figure 4 As shown, the vehicle's road adhesion coefficient can be determined based on driving parameters through the following sub-steps:

[0089] In step S12111, the road surface adhesion coefficient of the vehicle is determined based on the longitudinal acceleration and the lateral acceleration.

[0090] The road surface utilization adhesion coefficient is used to characterize how well a vehicle utilizes the road surface adhesion. The larger the road surface utilization adhesion coefficient, the greater the available road surface adhesion, and the less likely the vehicle is to slip.

[0091] For example, the coefficient of adhesion for this road surface can be calculated using the following formula:

[0092]

[0093] in, The coefficient of adhesion is represented by the road surface, ax represents the longitudinal acceleration, ay represents the lateral acceleration, and G represents the gravitational acceleration.

[0094] In step S12112, for each axle, the axle speed is determined based on the wheel speed of the wheel corresponding to that axle.

[0095] The axle can be the drive axle of a vehicle.

[0096] For example, this step is for each axle, and the axle speed can be calculated using the following formula:

[0097]

[0098] in, This indicates the axle speed. This indicates the wheel speed of the left wheel connected to the axle. This indicates the wheel speed of the right wheel connected to the axle.

[0099] In another possible approach, the wheel speed of any wheel connected to the axle can be used as the axle speed.

[0100] 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.

[0101] In this step, a pre-calibrated maximum road surface adhesion coefficient can be obtained; if a target axle exists among the at least one axle, the minimum value between the road surface adhesion coefficient and the maximum road surface adhesion coefficient is used as the road surface 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 among the at least one axle, the maximum road surface adhesion coefficient is used as the road surface adhesion coefficient.

[0102] It should be noted that, taking the vehicle's drive axle as an example, if the difference between the drive axle speed and the vehicle speed is greater than or equal to a preset difference threshold, it indicates that the vehicle has experienced slippage. In other words, if a target drive axle exists among at least one of the drive axles, it indicates that the vehicle is currently slipping. In this case, the minimum of the available road surface adhesion coefficient and the maximum road surface adhesion coefficient is the maximum adhesion coefficient that the vehicle can utilize under the current operating conditions. Therefore, when it is determined that a target drive axle exists among at least one of the vehicle's drive axles, the vehicle's road surface adhesion coefficient is the minimum of the available road surface adhesion coefficient and the maximum road surface adhesion coefficient. When it is determined that the target drive axle does not exist among at least one of the drive axles, it indicates that the vehicle is not currently slipping, and the maximum road surface adhesion coefficient can be used as the current road surface adhesion coefficient.

[0103] The maximum road surface adhesion coefficient can be, for example, 1.2. One possible calibration method for pre-calibrating this maximum road surface adhesion coefficient is to control the calibration vehicle to travel on a road with the highest road surface adhesion coefficient (such as asphalt), and to control the calibration vehicle to perform emergency braking. The maximum deceleration that the calibration vehicle can achieve during braking is then detected. Based on this maximum deceleration and the tire's factory configuration parameters, the maximum road surface adhesion coefficient can be calibrated. This calibration process is merely illustrative and is not intended to limit the scope of the calibration.

[0104] In addition, in step S1211, during the process of determining the vertical load of each wheel based on the driving parameters, the vertical load of each wheel can be determined based on the longitudinal acceleration and lateral acceleration.

[0105] In one possible implementation, the vehicle's total mass, the distance from each axle to the vehicle's center of gravity, the wheelbase, and the center of gravity height can be obtained. This allows the vertical load on each wheel to be determined based on the vehicle's total mass, the distance from each axle to the vehicle's center of gravity, the wheelbase, the center of gravity height, and the longitudinal and lateral accelerations.

[0106] For example, assuming the vehicle is a four-wheel drive vehicle, the vertical load on the four wheels can be calculated using the following formula:

[0107]

[0108]

[0109]

[0110]

[0111] in, This indicates the vertical load on the left front wheel. Indicates the vertical load on the right front wheel. This indicates the vertical load on the left rear wheel. The vertical load on the right rear wheel is represented by m, the total vehicle mass is m, g is the acceleration due to gravity, a is the distance from the front axle to the vehicle's center of gravity, b is the distance from the rear axle to the vehicle's center of gravity, and T is the track width. For longitudinal acceleration, Here, is the lateral acceleration, and h is the height of the center of mass. The above example is merely illustrative and is not intended to limit the scope of this disclosure.

[0112] In step S1212, for each wheel, the longitudinal adhesion force of the wheel is determined based on the road surface adhesion coefficient and the vertical load of the wheel.

[0113] Figure 5 It is based on Figure 3 The illustrated embodiment shows a flowchart of a vehicle control method, such as... Figure 5 As shown, step S1212 includes the following sub-steps:

[0114] In step S12121, for each wheel, the maximum adhesion force of the vehicle is determined based on the road surface adhesion coefficient and the vehicle's weight.

[0115] For example, this maximum adhesion force can be calculated using the following formula:

[0116]

[0117] Where F1 represents the maximum adhesion force, mue represents the road surface adhesion coefficient, and m represents the total vehicle mass. Represents gravitational acceleration. This indicates the vehicle's weight.

[0118] In step S12122, the longitudinal adhesion ratio of the vehicle is determined based on the lateral acceleration and the maximum adhesion.

[0119] The longitudinal adhesion percentage is the proportion of the vehicle's longitudinal adhesion to the maximum adhesion.

[0120] For example, the percentage of longitudinal adhesion can be calculated using the following formula:

[0121]

[0122] in, This indicates the proportion of longitudinal adhesion. Indicates the overall vehicle weight. This indicates the lateral acceleration. This indicates the maximum adhesion force.

[0123] In step S12123, the longitudinal adhesion force of the wheel is determined based on the road surface adhesion coefficient, the vertical load of the wheel, and the proportion of the longitudinal adhesion force.

[0124] In one possible implementation, the longitudinal adhesion force of the wheel can be the product of the road surface adhesion coefficient, the vertical load of the wheel, and the proportion of longitudinal adhesion force.

[0125] In another possible implementation, in order to meet the different driving needs of users, the user's current driving needs can be determined. Based on these driving needs, the longitudinal adhesion ratio of the wheel can be corrected. Then, based on the corrected longitudinal adhesion ratio, combined with the road surface adhesion coefficient and the vertical load of the wheel, the longitudinal adhesion of the wheel that is adapted to the user's current driving needs can be determined.

[0126] In one embodiment, the current driving mode of the vehicle can be obtained, and different driving modes represent different driving needs 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 during the execution of 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 surface adhesion coefficient, the vertical load of the wheel, and the corrected longitudinal adhesion ratio.

[0127] The current driving mode may include, for example, any of the following driving modes: Novice Mode, Comfort Mode, Eco Mode, Sport Mode, Sport+ Mode, and Track Mode.

[0128] For each wheel, the target axle corresponding to that wheel can be determined. This target axle can be either the front or rear axle. The longitudinal adhesion correction ratio corresponding to this target axle differs under different driving modes. Thus, the longitudinal adhesion correction ratio corresponding to the target axle can be determined based on the current driving mode, and this longitudinal adhesion correction ratio is used as the longitudinal adhesion correction ratio corresponding to that wheel. This longitudinal adhesion correction ratio can be greater than or equal to 1.

[0129] For example, if the current driving mode is one of Sport, Sport+, or Track, users typically want the vehicle to have a drift-like performance. Corresponding to this driving need, the vehicle usually needs to exhibit a drift effect when the rear wheels slip. Therefore, in Sport mode, the longitudinal adhesion correction ratio of the two rear wheels can be set to be greater than 1. This increases the theoretical value of the longitudinal adhesion of the rear wheels, thereby increasing the driving torque allocated to those rear wheels. Since the actual value of the longitudinal adhesion of the rear wheels does not increase, the probability of the rear wheels slipping increases when the driving torque allocated to the rear wheels increases but the actual value of the longitudinal adhesion of the rear wheels does not increase, thus satisfying the user's sporty driving needs.

[0130] Conversely, if the current driving mode is one of the beginner mode, comfort mode, or economy mode, users usually want the front wheels of the vehicle to slip more easily. Therefore, the longitudinal adhesion correction ratio of the two wheels on the front axle can be set to be greater than 1. This increases the theoretical value of the longitudinal adhesion of the front wheels, which in turn increases the driving torque allocated to the front wheels. Since the actual value of the longitudinal adhesion of the front wheels does not increase, the probability of the front wheels slipping increases when the driving torque allocated to the front wheels increases but the actual value of the longitudinal adhesion of the front wheels does not increase, thus meeting the user's comfort driving needs.

[0131] After determining the longitudinal adhesion correction ratio corresponding to the wheel, the product of the longitudinal adhesion correction ratio and the longitudinal adhesion percentage can be used as the corrected longitudinal adhesion percentage of the wheel. In this way, the product of the road adhesion coefficient, the vertical load of the wheel, and the corrected longitudinal adhesion percentage can be used as the longitudinal adhesion of the wheel.

[0132] At this point, the longitudinal adhesion force corresponding to each wheel of the vehicle has been determined, and the target slip ratio corresponding to each wheel can then be determined based on this longitudinal adhesion force.

[0133] Figure 6 It is based on Figure 2 The illustrated embodiment shows a flowchart of a vehicle control method, such as... Figure 6 As shown, step S122 includes the following sub-steps:

[0134] In step S1221, for each wheel, a preset tire model corresponding to that wheel is obtained. The preset tire model represents the mapping relationship between the target slip ratio and the longitudinal adhesion of the wheel.

[0135] In step S1222, the target slip ratio corresponding to the wheel is determined based on the longitudinal adhesion force using the preset tire model.

[0136] For example, the preset tire model can be represented by the following formula:

[0137] Where F represents the longitudinal adhesion force of the wheel, B, C, D, E, and S are constants provided by the tire manufacturer, and x represents the target slip ratio. Thus, given the longitudinal adhesion force of the wheel, the target slip ratio can be determined using this tire model.

[0138] Based on the above method, the target slip ratio of each wheel on the vehicle can be calculated in real time, so that the subsequent drive anti-slip control can be upgraded from axle control to wheel control, achieving a better control effect.

[0139] Figure 7 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment. (Refer to...) Figure 7 The device includes:

[0140] The acquisition module 701 is configured to acquire the vehicle's driving parameters;

[0141] The determining module 702 is configured to determine a target slip ratio for each wheel of the vehicle based on the driving parameters, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-slip control on the wheel;

[0142] The control module 703 is configured to perform anti-slip control on each wheel based on the driving parameters and the target slip ratio.

[0143] Optionally, the determining module 702 is configured to determine the longitudinal adhesion force of each wheel of the vehicle based on the driving parameters; and for each wheel, to determine the target slip ratio corresponding to the wheel based on the longitudinal adhesion force.

[0144] Optionally, the determining module 702 is configured to determine the road adhesion coefficient of the vehicle and the vertical load of each wheel based on the driving parameters; and for each wheel, to determine the longitudinal adhesion force of the wheel based on the road adhesion coefficient and the vertical load of the wheel.

[0145] Optionally, the driving parameters include the vehicle's longitudinal acceleration, lateral acceleration, vehicle speed, and wheel speed of at least one wheel corresponding to an axle;

[0146] The determining module 702 is configured to determine the road surface adhesion coefficient of the vehicle based on the longitudinal acceleration and the lateral acceleration; determine the axle speed of each axle based on the wheel speed of the wheel corresponding to the axle; and determine the road surface adhesion coefficient based on the axle speed of each axle, the vehicle speed, and the road surface adhesion coefficient.

[0147] Optionally, the determining module 702 is configured to obtain a pre-calibrated maximum road surface adhesion coefficient; if a target axle exists among the at least one axle, the minimum value between the road surface adhesion coefficient and the maximum road surface adhesion coefficient is used as the road surface 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 among the at least one axle, the maximum road surface adhesion coefficient is used as the road surface adhesion coefficient.

[0148] Optionally, the determining module 702 is configured to determine the vertical load of each wheel based on the longitudinal acceleration and the lateral acceleration.

[0149] Optionally, the determining module 702 is configured to, for each wheel, determine the maximum adhesion force of the vehicle based on the road surface adhesion coefficient and the vehicle's weight; determine the longitudinal adhesion force ratio of the vehicle based on the lateral acceleration and the maximum adhesion force; and determine the longitudinal adhesion force of the wheel based on the road surface adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion force ratio.

[0150] Optionally, the determining module 702 is further configured to: acquire the current driving mode of the vehicle, where different driving modes represent different driving needs of the user for the vehicle; determine the longitudinal adhesion correction ratio corresponding to the wheel based on the current driving mode; correct the longitudinal adhesion ratio based on the longitudinal adhesion correction ratio to obtain the corrected longitudinal adhesion ratio of the wheel; and determine the longitudinal adhesion of the wheel based on the road surface adhesion coefficient, the vertical load of the wheel, and the corrected longitudinal adhesion ratio.

[0151] Optionally, the determining module 702 is configured to obtain a preset tire model corresponding to each wheel, wherein the preset tire model represents the mapping relationship between the target slip ratio of the wheel and the longitudinal adhesion force; and determine the target slip ratio corresponding to the wheel based on the longitudinal adhesion force through the preset tire model.

[0152] Optionally, the control module 703 is configured to determine the current slip ratio of the wheel based on the driving parameters; and when the current slip ratio is greater than or equal to the target slip ratio, to perform anti-slip control on the wheel by reducing the driving torque of the wheel.

[0153] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0154] This disclosure also provides a computer-readable storage medium having stored thereon computer program instructions that, when executed by a processor, implement the steps of the vehicle control method provided in this disclosure.

[0155] Figure 8 This is a block diagram illustrating 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 vehicle. Vehicle 800 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0156] Reference Figure 8 The vehicle 800 may include various subsystems, such as 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. Furthermore, each subsystem and each component of the vehicle 800 can be interconnected via wired or wireless means.

[0157] In some embodiments, the infotainment system 810 may include a communication system, an entertainment system, and a navigation system, etc.

[0158] The perception system 820 may include several sensors for sensing information about the environment surrounding the vehicle 800. For example, the perception system 820 may include a global positioning system (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0159] The decision control system 830 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0160] The drive system 840 may include components that provide powered motion to 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 internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0161] Some or all of the 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, the processor 851 being able to execute instructions 853 stored in the memory 852.

[0162] The processor 851 can be any conventional processor, such as a commercially available CPU. The processor may also include graphics processing units (GPUs), field-programmable gate arrays (FPGAs), systems on chips (SoCs), application-specific integrated circuits (ASICs), or combinations thereof.

[0163] The memory 852 can be implemented by any type of volatile or non-volatile storage 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 storage, flash memory, magnetic disk or optical disk.

[0164] In addition to instruction set 853, memory 852 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 852 can be used by computing platform 850.

[0165] In this embodiment of the disclosure, processor 851 may execute instructions 853 to complete all or part of the steps of the vehicle control method described above.

[0166] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the vehicle control method described above when executed by the programmable device.

[0167] Those skilled in the art will also understand that the various illustrative logical blocks and steps listed in the embodiments of this application can be implemented by electronic hardware, computer software, or a combination of both. Whether such functionality is implemented through hardware or software depends on the specific application and the overall system design requirements. Those skilled in the art can implement the described functionality using various methods for each specific application, but such implementation should not be construed as exceeding the scope of protection of the embodiments of this application.

[0168] Furthermore, the term “exemplary” is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as “exemplary” is not necessarily to be construed as advantageous compared to other aspects or designs. Rather, the use of the term “exemplary” is intended to present the concept in a concrete manner. As used herein, the term “or” is intended to mean an inclusive “or” rather than an exclusive “or.” That is, unless otherwise specified or clear from the context, “X applies A or B” is intended to mean any of the natural inclusive arrangements. That is, “X applies A or B” satisfies any of the foregoing instances if X applies A; X applies B; or both X applies A and B. Additionally, unless otherwise specified or clear from the context to refer to the singular form, the articles “a” and “an” as used in this application and the appended claims are generally understood to mean “one or more.”

[0169] Similarly, although this disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding this specification and the accompanying drawings. This 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 described above (e.g., elements, resources, etc.), unless otherwise indicated, the terminology used to describe such components is intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if structurally not equivalent to the disclosed structure. Furthermore, although specific features of this disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations, as may be desired and advantageous to any given or particular application. Moreover, with regard to the terms “comprising,” “owning,” “having,” “having,” or variations thereof as used in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term “including.”

[0170] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

[0171] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

[0172] In the above detailed description, reference has been made to the accompanying drawings, which illustrate specific aspects of this disclosure by way of illustration. In this regard, terms indicating direction or positional relationship, such as “center,” “longitudinal,” “lateral,” “length,” “width,” “thickness,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” “outer,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential,” are used with reference to the orientation of the described figures. Since components of the described device can be positioned in multiple different orientations, directional terms are used for illustrative purposes and not for limitation. It should be understood that other aspects can be utilized and structural or logical changes can be made without departing from the concept of this disclosure. Therefore, the following detailed description should not be considered limiting.

[0173] It should be understood that, unless otherwise specifically indicated, features of various embodiments of this disclosure described herein can be combined with each other. As used herein, the term “and / or” includes any one of the relevant listed items and any combination of any two or more; similarly, “at least one of…” includes any one of the relevant listed items and any combination of any two or more.

[0174] It should be understood that, unless otherwise expressly specified and limited, the terms "joining," "attaching," "installing," "connecting," "linking," "fixing," etc., used in the embodiments of this disclosure should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms herein based on the specific circumstances.

[0175] Furthermore, the term "above" as used herein with respect to components, elements, or material layers formed or located "above" a surface may be used 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" as used with respect to components, elements, or material layers formed or located "above" a surface may also optionally have a specific meaning: that the component, element, or material layer is "directly" positioned (e.g., placed, formed, deposited, etc.) on the surface, for example, in direct contact with the surface.

[0176] Although terms such as “first,” “second,” and “third” may be used herein to describe various components, parts, regions, layers, or sections, these components, parts, regions, layers, or sections are not limited to these terms. Rather, these terms are used only to distinguish one component, part, region, layer, or section from another. Therefore, without departing from the teachings of the examples described herein, the first component, part, region, layer, or section mentioned in the examples may also be referred to as the second component, part, region, layer, or section. Furthermore, the terms “first” and “second” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as “first” or “second” may explicitly or implicitly include at least one of that feature. In the description herein, “a plurality” means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0177] It should be understood that spatial relative terms, such as “above,” “upper,” “below,” and “lower,” are used herein to describe the relationship between one element and another shown in the figures. In addition to the orientation depicted in the figures, these spatial relative terms are also intended to encompass different orientations of the device in use or operation. For example, if the device in the figures is flipped, an element described as “above” or “upper” relative to another element would be “below” or “lower” relative to that other element. Thus, depending on the spatial orientation of the device, the term “above” encompasses both above and below orientations. Devices may have other orientations (e.g., rotated 90 degrees or in other orientations), and the spatial relative terms used herein should be interpreted accordingly.

Claims

1. A vehicle control method, characterized in that, include: Obtain the vehicle's driving parameters; The target slip ratio of each wheel of the vehicle is determined based on the driving parameters, and the target slip ratio represents the lower limit of the slip ratio for initiating anti-slip control on the wheel. For each wheel, drive anti-slip control is performed on the wheel based on the driving parameters and the target slip ratio; The method further includes: Obtain the current driving mode of the vehicle; different driving modes represent different driving needs of the user for the vehicle. Determine the longitudinal adhesion correction ratio corresponding to the wheel based on the current driving mode; The longitudinal adhesion ratio of the wheel is corrected according to the longitudinal adhesion correction ratio to obtain the corrected longitudinal adhesion ratio of the wheel. The longitudinal adhesion force of the wheel is determined based on the road surface adhesion coefficient of the vehicle, the vertical load of the wheel, and the corrected longitudinal adhesion force ratio. The longitudinal adhesion force is used to determine the target slip ratio of the wheel. The step of determining the longitudinal adhesion correction ratio corresponding to the wheel based on the current driving mode includes: The target axle corresponding to the wheel is determined. The target axle may be the front axle or the rear axle. The longitudinal adhesion correction ratio corresponding to the target axle is different in different driving modes. Based on the current driving mode, the longitudinal adhesion correction ratio corresponding to the target axle is determined, and the longitudinal adhesion correction ratio corresponding to the target axle is used as the longitudinal adhesion correction ratio corresponding to the wheel, wherein the longitudinal adhesion correction ratio is greater than or equal to 1.

2. The method according to claim 1, characterized in that, Determining the target slip ratio for each wheel of the vehicle based on the driving parameters includes: The longitudinal adhesion force of each wheel of the vehicle is determined based on the driving parameters; For each wheel, a target slip ratio is determined based on the longitudinal adhesion force.

3. The method according to claim 2, characterized in that, The determination of the longitudinal adhesion force of each wheel of the vehicle based on the driving parameters includes: The road adhesion coefficient of the vehicle and the vertical load of each wheel are determined based on the driving parameters. For each wheel, the longitudinal adhesion force of the wheel is determined based on the road surface adhesion coefficient and the vertical load of the wheel.

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

5. The method according to claim 4, characterized in that, The step of determining the road surface adhesion coefficient based on the axle speed of each axle, the vehicle speed, and the road surface adhesion coefficient includes: Obtain the pre-calibrated maximum road surface adhesion coefficient; If a target axle exists among the at least one axle, the minimum value between the road surface adhesion coefficient and the maximum road surface adhesion coefficient is used as the road surface 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 is not present in at least one of the axles, the maximum road surface adhesion coefficient shall be used as the road surface adhesion coefficient.

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

7. The method according to claim 4, characterized in that, The determination of the longitudinal adhesion force of each wheel based on the road surface adhesion coefficient and the vertical load on the wheel includes: For each wheel, the maximum adhesion force of the vehicle is determined based on the road surface adhesion coefficient and the vehicle's weight. The longitudinal adhesion percentage of the vehicle is determined based on the lateral acceleration and the maximum adhesion. The longitudinal adhesion force of the wheel is determined based on the road surface adhesion coefficient, the vertical load of the wheel, and the proportion of longitudinal adhesion force.

8. The method according to claim 2, characterized in that, Determining the target slip ratio for each wheel based on the longitudinal adhesion force includes: For each wheel, a preset tire model corresponding to the wheel is obtained, and the preset tire model represents the mapping relationship between the target slip ratio of the wheel and the longitudinal adhesion force; The target slip ratio corresponding to the wheel is determined based on the longitudinal adhesion force using the preset tire model.

9. The method according to any one of claims 1-8, characterized in that, The step of driving anti-slip control of the wheel based on the driving parameters and the target slip ratio includes: Determine the current slip ratio of the wheel based on the driving parameters; When the current slip ratio is greater than or equal to the target slip ratio, the wheel is controlled to prevent slippage by reducing the driving torque of the wheel.

10. A vehicle control device, characterized in that, include: The acquisition module is configured to acquire the vehicle's driving parameters; The determination module is configured to determine a target slip ratio for each wheel of the vehicle based on the driving parameters, wherein the target slip ratio represents a lower limit value of the slip ratio for initiating anti-slip control on the wheel; The control module is configured to perform anti-slip control on each wheel based on the driving parameters and the target slip ratio. The determining module is also configured to obtain the current driving mode of the vehicle, where different driving modes represent different driving needs of the user for the vehicle. Determine the longitudinal adhesion correction ratio corresponding to the wheel based on the current driving mode; The longitudinal adhesion ratio of the wheel is 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 surface adhesion coefficient of the vehicle, the vertical load of the wheel, and the corrected longitudinal adhesion ratio, and the longitudinal adhesion is used to determine the target slip ratio of the wheel. The determining module is further configured to determine the target axle corresponding to the wheel, the target axle including the front axle or the rear axle, and the longitudinal adhesion correction ratio corresponding to the target axle is different in different driving modes; Based on the current driving mode, the longitudinal adhesion correction ratio corresponding to the target axle is determined, and the longitudinal adhesion correction ratio corresponding to the target axle is used as the longitudinal adhesion correction ratio corresponding to the wheel, wherein the longitudinal adhesion correction ratio is greater than or equal to 1.

11. A vehicle, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to perform the steps of the method according to any one of claims 1-9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1-9.

13. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1-9.

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