Vehicle control method and device and vehicle

Abstract

The invention discloses a vehicle control method and device and a vehicle. The vehicle control method comprises the steps that wheel speed difference information of a first driving wheel and a second driving wheel is determined, and the wheel speed difference information comprises the wheel speed difference of the first driving wheel and the second driving wheel and the wheel speed difference change rate of the first driving wheel and the second driving wheel; the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel are / is controlled according to the wheel speed difference information, and the first driving wheel and the second driving wheel are located on the two sides of the same driving shaft. The problem that according to an existing vehicle driving anti-skid control technical scheme, braking force cannot be effectively and accurately provided can be solved.

Description

Technical Field

[0001] The present application belongs to the field of vehicle control technology, and specifically relates to a vehicle control method, device and vehicle, as well as an electronic device, a computer-readable storage medium and a computer program product. Background Art

[0002] During vehicle starting or acceleration, due to the different adhesion coefficients of the ground on which the drive wheels on both sides of the vehicle are located, the drive wheel on the side with a smaller adhesion coefficient is prone to slip, which will affect the acceleration performance and controllability of the vehicle, and the drive wheel is prone to wear due to excessive slip; and if one side of the drive wheel completely loses adhesion, the wheel will be suspended, causing the entire drive axle to completely lose its driving ability, and the vehicle will be unable to start or get out of trouble.

[0003] Therefore, when the vehicle driving wheel slips on one side, drive anti-skid control is required. How to effectively and accurately perform anti-skid control is a technical problem that needs to be solved. Summary of the invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a vehicle control method, device and vehicle, as well as a computer-readable storage medium and a computer program product, which can solve the problem that the existing vehicle drive anti-skid control technical solution cannot effectively and accurately provide braking force.

[0005] In a first aspect, an embodiment of the present application provides a vehicle control method, including:

[0006] Determine wheel speed difference information between the first drive wheel and the second drive wheel, the wheel speed difference information including the wheel speed difference between the first drive wheel and the second drive wheel, and a rate of change of the wheel speed difference between the first drive wheel and the second drive wheel;

[0007] Controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information;

[0008] The first driving wheel and the second driving wheel are located on two sides of the same driving shaft.

[0009] In some embodiments, the above-mentioned controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information includes:

[0010] performing braking control on the first driving wheel according to wheel speed difference information;

[0011] The wheel speed of the first driving wheel is greater than the wheel speed of the second driving wheel.

[0012] In some embodiments, the above-mentioned braking control of the first driving wheel according to the wheel speed difference information includes:

[0013] determining a braking control strategy for the first driving wheel according to the wheel speed difference information;

[0014] The first drive wheel is braked according to the braking control strategy.

[0015] In some embodiments, the above-mentioned determining the braking control strategy of the first driving wheel according to the wheel speed difference information includes:

[0016] Determine a corresponding braking control strategy for the first drive wheel based on a wheel speed difference interval in which the wheel speed difference between the first drive wheel and the second drive wheel is located, and a wheel speed difference change rate interval in which the wheel speed difference change rate between the first drive wheel and the second drive wheel is located;

[0017] Among them, the wheel speed difference interval and the wheel speed difference change rate interval are preset for the vehicle.

[0018] In some embodiments, the wheel speed difference interval is obtained by dividing at least according to a first wheel speed difference threshold value, a second wheel speed difference threshold value, and a third wheel speed difference threshold value; and the wheel speed difference change rate interval is obtained by dividing at least according to a first wheel speed difference change rate threshold value, a second wheel speed difference change rate threshold value, and a third wheel speed difference change rate threshold value;

[0019] Among them, the first-round speed difference threshold value < the second-round speed difference threshold value < the third-round speed difference threshold value; the first-round speed difference change rate threshold value < the second-round speed difference change rate threshold value < the third-round speed difference change rate threshold value.

[0020] In some embodiments, including:

[0021] In response to the wheel speed difference between the first driving wheel and the second driving wheel being in the first wheel speed difference interval and the wheel speed difference change rate between the first driving wheel and the second driving wheel being in the first wheel speed difference change rate interval, determining that the control strategy of the first driving wheel is a rapid decompression strategy;

[0022] The first wheel speed difference interval is an interval smaller than the first wheel speed difference threshold value, and the first wheel speed difference change rate interval is an interval smaller than the first wheel speed difference change rate threshold value.

[0023] In some embodiments, including:

[0024] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the first wheel speed difference change rate interval, or

[0025] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the second wheel speed difference change rate interval,

[0026] Determining that the control strategy of the first driving wheel is a slow decompression strategy;

[0027] The above-mentioned second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, and the second wheel speed difference change rate interval is an interval greater than or equal to the first wheel speed difference change rate threshold value and less than the second wheel speed difference change rate threshold value.

[0028] In some embodiments, including:

[0029] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the second wheel speed difference change rate interval, or

[0030] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval, the second wheel speed difference interval, or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the third wheel speed difference change rate interval, or

[0031] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the fourth wheel speed difference change rate interval,

[0032] Determine that the control strategy of the first driving wheel is a pressure-maintaining strategy;

[0033] The above-mentioned first wheel speed difference interval is an interval less than the first wheel speed difference threshold value, the second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, the second wheel speed difference change rate interval is an interval greater than or equal to the first wheel speed difference change rate threshold value and less than the second wheel speed difference change rate threshold value, the third wheel speed difference change rate interval is an interval greater than or equal to the second wheel speed difference change rate threshold value and less than the third wheel speed difference change rate threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

[0034] In some embodiments, the above includes:

[0035] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the fourth wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the third wheel speed difference change rate interval, or

[0036] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the fourth wheel speed difference change rate interval,

[0037] Determining that the control strategy of the first driving wheel is a slow boost strategy;

[0038] The above-mentioned second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, the third wheel speed difference change rate interval is an interval greater than or equal to the second wheel speed difference change rate threshold value and less than the third wheel speed difference change rate threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

[0039] In some embodiments, including:

[0040] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in a fourth wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in a fourth wheel speed difference change rate interval, determining that the control strategy for the first drive wheel is a fast boost strategy;

[0041] The fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

[0042] In some embodiments, the above-mentioned determining the braking control strategy of the first driving wheel according to the wheel speed difference information includes:

[0043] Determine a braking control strategy for the corresponding first driving wheel based on the wheel speed difference and wheel speed difference threshold between the first driving wheel and the second driving wheel, as well as the wheel speed difference change rate and wheel speed difference change rate threshold between the first driving wheel and the second driving wheel;

[0044] Among them, the wheel speed difference threshold value and the wheel speed difference change rate threshold value are preset for the vehicle.

[0045] In some embodiments, the braking control of the first driving wheel based on the braking control strategy includes:

[0046] The braking system is controlled based on the braking control strategy to perform braking control on the first driving wheel.

[0047] In some embodiments, the braking system includes a pressure boost valve and a pressure relief valve, and the braking system is controlled based on a braking control strategy to perform braking control on the first driving wheel, including:

[0048] Based on the braking control strategy, the pressure-increasing valve is controlled to increase pressure or the pressure-releasing valve is controlled to release pressure, so as to control the braking pressure of the first driving wheel.

[0049] In some embodiments, the braking control strategy includes at least one of fast decompression, slow decompression, pressure maintenance, slow pressure increase, and fast pressure increase.

[0050] In some embodiments, the above-mentioned controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information includes:

[0051] Acceleration control of the second driving wheel is performed according to wheel speed difference information;

[0052] The wheel speed of the first driving wheel is greater than the wheel speed of the second driving wheel.

[0053] In some embodiments, the above-mentioned acceleration control of the second driving wheel according to the wheel speed difference information includes:

[0054] determining an acceleration control strategy for the second driving wheel according to the wheel speed difference information;

[0055] The second drive wheel is accelerated according to the braking control strategy.

[0056] In some embodiments, the above-mentioned acceleration control of the second driving wheel based on the braking control strategy includes:

[0057] The drive system is controlled based on the acceleration control strategy to perform acceleration control on the second drive wheel.

[0058] In some embodiments, before controlling the wheel speed of the first driving wheel and / or the second driving wheel according to the wheel speed difference information, the method further includes:

[0059] It is determined that a wheel speed difference between the first driving wheel and the second driving wheel is greater than or equal to a preset wheel speed difference threshold.

[0060] In some embodiments, the rate of change of the wheel speed difference between the first driving wheel and the second driving wheel is determined according to the wheel speed difference between the first driving wheel and the second driving wheel and a sampling time of the control system.

[0061] In some embodiments, before determining the wheel speed difference information of the first driving wheel and the second driving wheel, the method further includes:

[0062] Determines whether the vehicle's drive anti-skid function is triggered.

[0063] In some embodiments, the above determination triggering the driving anti-skid function includes at least one of the following:

[0064] The user actively triggers the drive anti-skid function;

[0065] Based on the working state of the driving shaft of the vehicle, determining to trigger the driving anti-skid function;

[0066] Based on the perception information of the vehicle sensor, it is determined to trigger the driving anti-skid function.

[0067] In a second aspect, an embodiment of the present application provides a vehicle control device, including:

[0068] A data determination module, configured to determine wheel speed difference information between the first drive wheel and the second drive wheel, wherein the wheel speed difference information includes the wheel speed difference between the first drive wheel and the second drive wheel, and a rate of change of the wheel speed difference between the first drive wheel and the second drive wheel;

[0069] The wheel speed control module is used to control the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information.

[0070] In a third aspect, an embodiment of the present application provides an electronic device, comprising: a processor and a memory, wherein the memory stores programs or instructions that can be run on the processor, and when the programs or instructions are executed by the processor, the vehicle control method described in the first aspect is implemented.

[0071] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising the electronic device described in the third aspect, wherein a memory of the electronic device stores a program or instruction that can be executed on a processor, and when the program or instruction is executed by the processor, the vehicle control method described in the first aspect is implemented.

[0072] In some embodiments, the vehicle includes one drive shaft, or the vehicle includes two drive shafts.

[0073] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a program or instruction is stored, and when the program or instruction is executed by the processor, the vehicle control method as described in the first aspect is implemented.

[0074] In a sixth aspect, an embodiment of the present application provides a computer program product, which implements the vehicle control method as described in the first aspect when the program product is executed by a processor of a vehicle.

[0075] The technical solution provided by the present application first determines the wheel speed difference information of the first driving wheel and the second driving wheel, the wheel speed difference information includes the wheel speed difference of the first driving wheel and the second driving wheel, and the wheel speed difference change rate of the first driving wheel and the second driving wheel, and then controls the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information, wherein the first driving wheel and the second driving wheel are located on both sides of the same driving shaft. Since the above technical solution implements braking control on the drive according to the wheel speed difference information during the process of driving anti-skid control of the vehicle, it can effectively avoid the problem of inaccurate slip calculation caused by inaccurate reference speed estimation when each wheel of the vehicle slips, thereby providing effective and accurate torque for the vehicle, thereby maintaining the stability and driving safety of the vehicle.

[0076] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0078] Figure 1 A schematic flow chart of a vehicle control method in an embodiment of the present application;

[0079] Figure 2 This is a schematic diagram of a process of braking a driving wheel according to wheel speed difference information in an embodiment of the present application;

[0080] Figure 3 A schematic flow chart of another vehicle control method in an embodiment of the present application;

[0081] Figure 4 This is a schematic diagram of a process of accelerating the driving wheels according to wheel speed difference information in an embodiment of the present application;

[0082] Figure 5 This is a schematic diagram of the structure of a vehicle control device in an embodiment of the present application;

[0083] Figure 6 This is a schematic diagram of the structure of an electronic device in an embodiment of the present application;

[0084] Figure 7 It is a schematic diagram of the structure of a vehicle in an embodiment of the present application. DETAILED DESCRIPTION

[0085] The embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be construed as being limited to the embodiments described herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present application. It should be understood that the drawings and embodiments of the present application are only for exemplary purposes and are not intended to limit the scope of protection of the present application.

[0086] It should be understood that the various steps described in the method implementation of the present application can be performed in different orders and / or performed in parallel. In addition, the method implementation may include additional steps and / or omit the steps shown. The scope of the present application is not limited in this respect.

[0087] As described in the background technology section, in order to ensure the safe driving of the vehicle on the road with different adhesion coefficients on both sides, drive anti-skid control needs to be implemented. However, when dealing with the situation that the driving wheel slips or spins during the vehicle starting or acceleration, the existing technology often performs control based on information such as slip rate and wheel angular acceleration. However, when the vehicle wheel slips, the reference vehicle speed estimation will be biased, resulting in inaccurate slip rate calculation, making it impossible for the vehicle to obtain effective and accurate torque, which in turn leads to unstable control of the vehicle and increases the risk during vehicle driving.

[0088] In addition, there are limitations when using the above-mentioned existing vehicle drive anti-skid control technology to perform drive anti-skid control on the vehicle, that is, it is impossible to achieve simultaneous, stable and precise independent control of the braking pressure of the two wheels. This limitation is particularly prominent in complex and changeable road environments such as slippery roads or sharp turns, which in turn affects the vehicle's driving stability, safety and overall handling performance.

[0089] Therefore, the technical solution provided in the embodiment of the present application first determines the wheel speed difference information of the first driving wheel and the second driving wheel, the wheel speed difference information includes the wheel speed difference of the first driving wheel and the second driving wheel, and the wheel speed difference change rate of the first driving wheel and the second driving wheel, and then controls the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information, wherein the first driving wheel and the second driving wheel are located on both sides of the same driving shaft. Since the above technical solution implements braking control on the drive according to the wheel speed difference information during the process of driving anti-skid control of the vehicle, it can effectively avoid the problem of inaccurate slip calculation caused by inaccurate reference speed estimation when each wheel of the vehicle slips, thereby providing effective and accurate torque for the vehicle, thereby maintaining the stability and driving safety of the vehicle.

[0090] Figure 1 FIG. 1 is a flow chart of a vehicle control method in an embodiment of the present application. The vehicle control method can be implemented by a corresponding vehicle control device, such as Figure 1 As shown, the method comprises the following steps:

[0091] Step 101: determining wheel speed difference information between a first driving wheel and a second driving wheel, wherein the wheel speed difference information includes the wheel speed difference between the first driving wheel and the second driving wheel, and a rate of change of the wheel speed difference between the first driving wheel and the second driving wheel;

[0092] The driving wheels in the technical solution provided in the embodiment of the present application refer to the wheels located on both sides of the driving shaft, wherein the first driving wheel and the second driving wheel are the left and right wheels connected by a driving shaft; the above-mentioned driving shaft is also called a transmission shaft or a half shaft, which is a shaft connecting the engine or transmission and the driving wheels, usually composed of one or more half shafts of equal length, and is mainly used to transmit the torque and speed generated by the engine to the driving wheels, thereby driving the car forward. According to different driving modes, the driving shaft can be divided into a front-drive shaft and a rear-drive shaft. The front-drive shaft is mainly used for front-drive models, that is, the universal joint on the driving shaft transmits power from the transmission to the front wheels, while the rear-drive shaft is used for rear-drive models, that is, the power is transmitted from the transmission to the rear wheels through two universal joints. According to different driving shafts, the driving wheels also include two types: front driving wheels and rear driving wheels.

[0093] The above-mentioned wheel speed difference information refers to the speed difference information between the driving wheels on both sides of at least one driving shaft of the vehicle, such as the wheel speed difference, the wheel speed difference change rate, etc.; the wheel speed difference refers to the speed difference caused by the different speeds of the left and right wheels during the driving process of the vehicle; the wheel speed difference change rate refers to the rate at which the wheel speed difference changes with time or other factors.

[0094] In the embodiment of the present application, the above-mentioned vehicle can be equipped with one drive shaft or two drive shafts. If the vehicle is equipped with only one drive shaft, it is a two-wheel drive vehicle, that is, it has only two wheels as driving wheels, and the other wheels are driven wheels and do not participate in the driving, and its driving mode includes front-wheel drive and rear-wheel drive; if the vehicle is equipped with two drive shafts, it is a four-wheel drive vehicle, that is, all its wheels are used as driving wheels to provide driving force and realize four-wheel drive.

[0095] In the embodiment of the present application, the wheel speed difference in the above wheel speed difference information can be obtained by calculating the wheel speeds of the driving wheels on both sides of the driving shaft. For example, for a four-wheel drive vehicle equipped with two driving shafts, based on the wheel speeds Whlspd_low_frt and Whlspd_high_frt of the driving wheels on both sides of the front axle, and the wheel speeds Whlspd_low_rear and Whlspd_high_rear of the driving wheels on both sides of the rear axle, the front axle wheel speed difference WhlspdDiff_frt and the rear axle wheel speed difference WhlspdDiff_rear can be calculated. Specifically, the above wheel speed difference can be calculated by the following formula:

[0096] WhlspdDiff_frt=Whlspd_low_frt-Whlspd_high_frt

[0097] WhlspdDiff_rear=Whlspd_low_rear-Whlspd_high_rear

[0098] Among them, Whlspd_low_frt represents the wheel speed of the driving wheel on the front axle that needs to be braked, Whlspd_high_frt represents the wheel speed of the driving wheel on the front axle that does not need to be braked, Whlspd_low_rear represents the wheel speed of the driving wheel on the rear axle that needs to be braked, Whlspd_high_rear represents the wheel speed of the driving wheel on the rear axle that does not need to be braked, WhlspdDiff_frt represents the wheel speed difference of the driving wheels on both sides of the front axle, and WhlspdDiff_rear represents the wheel speed difference of the driving wheels on both sides of the rear axle.

[0099] The wheel speed difference change rate in the above wheel speed difference information can be determined based on the wheel speed difference between the first drive wheel and the second drive wheel and the control system sampling time. The control system sampling time refers to the time interval for the vehicle's control system to sample the vehicle's wheel speed information, body posture information, engine status and other vehicle status information in the continuous time domain. The length of time can be determined based on factors such as the specific type of vehicle, working conditions and controller performance. For example, in some advanced autonomous driving systems, the sampling time may be set to a very short time interval, such as milliseconds, to ensure that the system can respond quickly and accurately to changes in vehicle status. In some traditional vehicle control systems, the sampling time may be relatively long, such as seconds, to meet basic control requirements. Specifically, the wheel speed difference change rate of a four-wheel drive vehicle can be calculated by the following formula:

[0100] WhlspdDiffRate_frt=(WhlspdDiff_frt-WhlspdDiff_frt_z) / t

[0101] WhlspdDiffRate_rear=(WhlspdDiff_rear-WhlspdDiff_rear_z) / t

[0102] Among them, WhlspdDiffRate_frt represents the rate of change of the wheel speed difference of the driving wheels on both sides of the front axle, WhlspdDiff_frt represents the front axle wheel speed difference of the driving wheels on both sides of the front axle at the current control system sampling moment, WhlspdDiff_frt_z represents the front axle wheel speed difference of the driving wheels on both sides of the front axle at the previous control system sampling moment, t represents the control system sampling time of the vehicle, WhlspdDiffRate_rear represents the rate of change of the wheel speed difference of the driving wheels on both sides of the rear axle, WhlspdDiff_rear represents the rear axle wheel speed difference of the driving wheels on both sides of the rear axle at the current control system sampling moment, WhlspdDiff_rear_z represents the rear axle wheel speed difference of the driving wheels on both sides of the rear axle at the previous control system sampling moment.

[0103] Step 102: Control the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information.

[0104] This step is based on step 101, and further controls the wheel speeds of the driving wheels according to the determined wheel speed difference information of the first driving wheel and the second driving wheel. Specifically, the wheel speed of the first driving wheel can be controlled separately according to the wheel speed difference between the two driving wheels and the rate of change of the wheel speed difference, or the wheel speed of the second driving wheel can be controlled separately, or even the wheel speeds of the above two driving wheels can be controlled simultaneously.

[0105] As described above, by controlling the vehicle through this method, the wheel speed of the vehicle's drive wheels can be better controlled, and the problem of inaccurate slip rate calculation caused by inaccurate reference speed estimation when each wheel of the vehicle slips can be effectively avoided, thereby providing the vehicle with effective and accurate braking force, thereby maintaining the stability and driving safety of the vehicle.

[0106] In some embodiments, before controlling the wheel speed of the first drive wheel and / or the second drive wheel according to the wheel speed difference information of the vehicle obtained in the above embodiments, it is also necessary to judge the wheel speed difference between the first drive wheel and the second drive wheel, that is, to judge whether it is greater than or equal to the wheel speed difference threshold. If it is judged that the wheel speed difference is greater than or equal to the wheel speed difference threshold, it is determined to control the wheel speed of the drive wheel of the vehicle. For example, if the wheel speed difference between the first drive wheel and the second drive wheel is greater than the wheel speed difference threshold, it is determined to control the wheel speed of the first drive wheel and / or the second drive wheel. The wheel speed difference threshold is pre-set, and its value is related to multiple factors, such as vehicle type, tire specifications, vehicle load, and road conditions.

[0107] In some embodiments, when the wheel speed of the first drive wheel and the wheel speed of the second drive wheel are controlled according to the wheel speed difference information between the first drive wheel and the second drive wheel, and the wheel speed of the first drive wheel is greater than the wheel speed of the second drive wheel, that is, the wheel speed difference between the first drive wheel and the second drive wheel is greater than or equal to the wheel speed difference threshold, the first drive wheel can be braked according to the wheel speed difference information between the first drive wheel and the second drive wheel, so as to improve the driving state of the vehicle, reduce the safety hazards that may be caused by excessive speed difference, and ensure that the vehicle drives more smoothly and safely.

[0108] Specifically, the first driving wheel is braked and controlled according to the wheel speed difference information, such as Figure 2 As shown, the following steps are included:

[0109] Step 201, determining a braking control strategy for a first driving wheel according to wheel speed difference information;

[0110] This step is to further determine the braking control strategy for the driving wheel that needs to be braked, for example, the first driving wheel, according to the wheel speed difference information after the wheel speed difference information between the first driving wheel and the second driving wheel is determined in step 101. The braking control strategy may be a measure or method for adjusting and controlling the braking force of the driving wheel.

[0111] Step 202: Perform braking control on the first driving wheel according to the braking control strategy.

[0112] Based on the above step 201, the first driving wheel is braked using the determined braking control strategy. Specifically, according to the braking control strategy, an actual operation instruction is generated, and a corresponding braking force is applied to the first driving wheel through the braking system of the vehicle, thereby reducing or eliminating the speed difference between the driving wheels on both sides of the driving shaft.

[0113] In some embodiments, before obtaining the wheel speed of the first driving wheel and the wheel speed of the second driving wheel on both sides of at least one driving shaft of the vehicle, it is also necessary to determine whether the vehicle needs to perform drive anti-skid control, that is, to determine whether the vehicle has triggered the drive anti-skid function. This setting can ensure that the drive anti-skid function of the vehicle is only activated when necessary, avoiding unnecessary intervention, thereby optimizing the response speed and efficiency of the system, and thus better ensuring driving safety and stability.

[0114] In some embodiments, whether the vehicle has triggered the driving anti-skid function can be determined based on a triggering condition of the driving anti-skid function. The triggering condition includes at least one of a user's active triggering, a driving shaft working state of the vehicle, and sensing information based on a vehicle sensor. The user-initiated triggering means that when the user believes that the anti-skid function needs to be activated based on the observed information about the surrounding environment of the vehicle, the user presses the corresponding start button to brake the vehicle's drive wheels; based on the working state of the vehicle's drive shaft, the system detects whether the drive shaft has abnormal speed, signs of slipping, etc. If the above phenomenon is detected, the vehicle displays the abnormal information of the drive shaft and automatically activates the anti-skid function; based on the perception information of the vehicle's sensor, it uses the information collected by sensors such as cameras and radars, such as the perception information of the road environment and the perception information of the vehicle's posture, to identify whether the vehicle is on a split road or the wheel speeds of the drive wheels on both sides of the vehicle's drive shaft are different. If the vehicle is on a split road, for example, one drive wheel is on a low-adhesion coefficient road and the other is on a high-adhesion coefficient road, resulting in inconsistent wheel speeds, the vehicle will display abnormal information and automatically activate the anti-skid function to brake the drive wheels to ensure the stability and safe driving of the vehicle on such roads. The split road refers to a road with different adhesion on both sides, that is, an asymmetric adhesion coefficient road.

[0115] In the embodiment of the present application, after determining to trigger the driving anti-skid function of the vehicle and determining the wheel speed difference information of the first driving wheel and the second driving wheel, the braking control strategy of the first driving wheel can be determined according to the wheel speed difference information. Specifically, the corresponding braking control strategy of the first driving wheel can be determined based on the wheel speed difference interval where the wheel speed difference between the first driving wheel and the second driving wheel is located, and the wheel speed difference change rate interval where the wheel speed difference change rate between the first driving wheel and the second driving wheel is located, so as to ensure the safety and stability of the vehicle. The above wheel speed difference interval and wheel speed difference change rate interval are both parameters pre-set for the vehicle. For vehicles of different models and performances, the wheel speed difference interval and wheel speed difference change rate interval set will be different.

[0116] In the embodiment of the present application, the wheel speed difference intervals can be obtained by dividing according to the wheel speed difference threshold value. Specifically, at least three wheel speed difference threshold values ​​can be used, for example, a first wheel speed difference threshold value, a second wheel speed difference threshold value and a third wheel speed difference threshold value, etc., to divide the wheel speed difference within a predetermined range to obtain multiple wheel speed difference intervals. The wheel speed difference threshold value is calibrated according to the performance of the vehicle during actual operation. During the calibration process, the vehicle's driving stability, braking performance, tire wear, road conditions and possible load changes and other factors are considered, so there is no fixed data or recommended value. The first wheel speed difference threshold value, the second wheel speed difference threshold value and the third wheel speed difference threshold value have a certain mathematical relationship. For example, the first wheel speed difference threshold value is less than the second wheel speed difference threshold value and less than the third wheel speed difference threshold value. The wheel speed difference within the predetermined range is usually set based on the normal image characteristics of the vehicle and the complex road conditions that may be encountered to ensure that the vehicle can maintain the best driving state under various conditions.

[0117] For example, by using the first wheel speed difference threshold value of the front axle, the second wheel speed difference threshold value of the front axle and the third wheel speed difference threshold value of the front axle, the wheel speed difference within a predetermined range is divided to obtain four wheel speed difference intervals: the first wheel speed difference interval is an interval in which the wheel speed difference is less than the first wheel speed difference threshold value; the second wheel speed difference interval is an interval in which the wheel speed difference is greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value; the third wheel speed difference interval is an interval in which the wheel speed difference is greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value; the fourth wheel speed difference interval is an interval in which the wheel speed difference is greater than or equal to the third wheel speed difference threshold value.

[0118] Similarly, the wheel speed difference change rate intervals can be obtained by dividing according to the wheel speed difference change rate threshold value. Specifically, at least three wheel speed difference change rate threshold values ​​can be used, for example, a first wheel speed difference change rate threshold value, a second wheel speed difference change rate threshold value and a third wheel speed difference change rate threshold value, etc., to divide the wheel speed difference change rate within a predetermined range to obtain a plurality of wheel speed difference change rate intervals. The wheel speed difference gate change rate limit value is also obtained by calibration based on the performance of the vehicle during actual operation. During the calibration process, the vehicle's driving stability, braking performance, and tire wear are calibrated. Therefore, there are no fixed data or recommended values. The first wheel speed differential change rate threshold value, the second wheel speed differential change rate threshold value and the third wheel speed differential change rate threshold value also have a certain mathematical relationship. For example, the first wheel speed differential change rate threshold value is less than the second wheel speed differential change rate threshold value which is less than the third wheel speed differential change rate threshold value. The wheel speed differential change rate within a predetermined range is usually set based on the normal image characteristics of the vehicle and the complex road conditions that may be encountered, so as to ensure that the vehicle can maintain the best driving state under various conditions.

[0119] For example, by using the first wheel speed differential change rate threshold value of the front axle, the second wheel speed differential change rate threshold value of the front axle and the third wheel speed differential change rate threshold value of the front axle, the wheel speed differential change rate within a predetermined range is divided to obtain four wheel speed differential change rate intervals: the first wheel speed differential change rate interval is an interval in which the wheel speed differential change rate is less than the first wheel speed differential change rate threshold value; the second wheel speed differential change rate interval is an interval in which the wheel speed differential change rate is greater than or equal to the first wheel speed differential change rate threshold value and less than the second wheel speed differential change rate threshold value interval; the third wheel speed differential change rate interval is an interval in which the wheel speed differential change rate is greater than or equal to the second wheel speed differential change rate threshold value and less than the third wheel speed differential change rate threshold value; the fourth wheel speed differential change rate interval is an interval in which the wheel speed differential change rate is greater than or equal to the third wheel speed differential change rate threshold value.

[0120] In the embodiment of the present application, the above-mentioned braking control strategy includes at least one of rapid decompression, slow decompression, pressure maintenance, slow pressure increase and rapid pressure increase. The slow decompression includes slow decompression 1, slow decompression 2 and slow decompression 3; the slow pressure increase includes slow pressure increase 1, slow pressure increase 2 and slow pressure increase 3. By using the above-mentioned braking control strategy to control the driving wheel braking, it is possible to avoid large fluctuations in the driving wheel speed and hydraulic braking force during the control process, improve the power and smoothness, and reduce tire wear.

[0121] In some embodiments, when determining the corresponding braking control strategy of the first driving wheel based on the wheel speed difference interval of the wheel speed difference between the first driving wheel and the second driving wheel and the wheel speed difference change rate interval of the wheel speed difference change rate of the first driving wheel and the second driving wheel, there are the following situations:

[0122] 1. When the wheel speed difference between the first drive wheel and the second drive wheel is in the first wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel is in the first wheel speed difference change rate interval, the control strategy of the first drive wheel is determined to be a rapid decompression strategy; the above-mentioned first wheel speed difference interval is an interval smaller than the first wheel speed difference threshold value; the first wheel speed difference change rate interval is an interval smaller than the first wheel speed difference change rate threshold value.

[0123] Second, when the wheel speed difference between the first drive wheel and the second drive wheel is in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate of the first drive wheel and the second drive wheel is in the first wheel speed difference change rate interval, or the wheel speed difference between the first drive wheel and the second drive wheel is in the first wheel speed difference interval, and the wheel speed difference change rate of the first drive wheel and the second drive wheel is in the second wheel speed difference change rate interval, the control strategy of the first drive wheel is determined to be a slow decompression strategy. For example, if the wheel speed difference between the first drive wheel and the second drive wheel is in the second wheel speed difference interval, and the wheel speed difference change rate of the first drive wheel and the second drive wheel is in the first wheel speed difference change rate interval, then the control strategy of the first drive wheel is determined to be a slow decompression strategy. The above-mentioned second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, and the second wheel speed difference change rate interval is an interval greater than or equal to the first wheel speed difference change rate threshold value and less than the second wheel speed difference change rate threshold value.

[0124] 3. When the wheel speed difference between the first drive wheel and the second drive wheel is in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel is in the second wheel speed difference change rate interval, or the wheel speed difference between the first drive wheel and the second drive wheel is in the first wheel speed difference interval, the second wheel speed difference interval, or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel is in the third wheel speed difference change rate interval, or the wheel speed difference between the first drive wheel and the second drive wheel is in the first wheel speed difference interval, and the wheel speed difference between the first drive wheel and the second drive wheel is When the wheel speed difference change rate is in the fourth wheel speed difference change rate interval, the control strategy of the first drive wheel is determined to be the pressure holding strategy. For example, when the wheel speed difference between the first drive wheel and the second drive wheel is in the second wheel speed difference interval, and the wheel speed difference change rate of the first drive wheel and the second drive wheel is in the second wheel speed difference change rate interval, the control strategy of the first drive wheel is determined to be the pressure holding strategy; when the wheel speed difference between the first drive wheel and the second drive wheel is in the first wheel speed difference interval, and the wheel speed difference change rate of the first drive wheel and the second drive wheel is in the third wheel speed difference change rate interval, the control strategy of the first drive wheel is also determined to be the pressure holding strategy.

[0125] The third wheel speed differential change rate interval is an interval greater than or equal to the second wheel speed differential change rate threshold value and less than the third wheel speed differential change rate threshold value, and the fourth wheel speed differential change rate interval is an interval greater than or equal to the third wheel speed differential change rate threshold value.

[0126] Fourth, when the wheel speed difference between the first drive wheel and the second drive wheel is in the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel is in the third wheel speed difference change rate interval, or the wheel speed difference between the first drive wheel and the second drive wheel is in the second wheel speed difference interval or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel is in the fourth wheel speed difference change rate interval, the control strategy of the first drive wheel is determined to be a slow boost strategy. For example, when the wheel speed difference between the first drive wheel and the second drive wheel is in the second wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel is in the fourth wheel speed difference change rate interval, the control strategy of the first drive wheel is determined to be a slow boost strategy.

[0127] Fifth, when the wheel speed difference between the first driving wheel and the second driving wheel is in a fourth wheel speed difference interval, and the wheel speed difference change rate between the first driving wheel and the second driving wheel is in a fourth wheel speed difference change rate interval, the control strategy of the first driving wheel is determined to be a fast boost strategy.

[0128] For example, based on the wheel speed difference and wheel speed difference change rate of the two driving wheels on the front axle of the four-wheel drive vehicle, the wheel speed difference interval and the wheel speed difference change rate interval, the result of determining the braking control strategy of the first driving wheel is shown in the following table, where T1f, T2f, and T3f in the table represent the first wheel speed difference threshold value of the front axle, the second wheel speed difference threshold value of the front axle, and the third wheel speed difference threshold value of the front axle, respectively, and A1f, A2f, and A3f represent the first wheel speed difference change rate threshold value of the front axle, the second wheel speed difference change rate threshold value of the front axle, and the third wheel speed difference change rate threshold value of the front axle, respectively. The first row in the table represents four front axle wheel speed difference intervals obtained by dividing the wheel speed difference within a predetermined range according to the above-mentioned wheel speed difference threshold value, and the first column represents four front axle wheel speed difference change rate intervals obtained by dividing the wheel speed difference change rate within a predetermined range according to the above-mentioned wheel speed difference change rate threshold value, and the remaining cells in the table represent braking control strategies preset based on the above-mentioned wheel speed difference intervals and wheel speed difference change rate intervals, that is, when the above-mentioned wheel speed difference is in the first wheel speed difference interval of the front axle, and the wheel speed difference change rate is in the first wheel speed difference change rate interval of the front axle, the braking control strategy of the first drive wheel is rapid decompression.

[0129]

[0130] Similarly, based on the wheel speed difference and wheel speed difference change rate of the two rear axle drive wheels of the four-wheel drive vehicle's rear axle, the wheel speed difference interval and the wheel speed difference change rate interval, the results of determining the braking control strategy of the first drive wheel are shown in the following table, where T1r, T2r, and T3r in the table represent the rear axle first wheel speed difference threshold value, the rear axle second wheel speed difference threshold value, and the rear axle third wheel speed difference threshold value, respectively, and A1r, A2r, and A3r represent the rear axle first wheel speed difference change rate threshold value, the rear axle second wheel speed difference change rate threshold value, and the rear axle third wheel speed difference change rate threshold value, respectively. The first row in the table represents four rear axle wheel speed difference intervals obtained by dividing the wheel speed difference within a predetermined range according to the above-mentioned wheel speed difference threshold value, and the first column represents four rear axle wheel speed difference change rate intervals obtained by dividing the wheel speed difference change rate within a predetermined range according to the above-mentioned wheel speed difference change rate threshold value, and the remaining cells in the table represent braking control strategies preset based on the above-mentioned wheel speed difference intervals and wheel speed difference change rate intervals, that is, when the above-mentioned wheel speed difference is in the first wheel speed difference interval of the rear axle, and the wheel speed difference change rate is in the first wheel speed difference change rate interval of the rear axle, the braking control strategy of the first drive wheel is rapid decompression.

[0131]

[0132]

[0133] In some embodiments, when determining the braking control strategy of the first driving wheel according to the wheel speed difference information of the first driving wheel and the second driving wheel, the corresponding braking control strategy of the first driving wheel can also be determined according to the wheel speed difference and wheel speed difference threshold value of the first driving wheel and then the second driving wheel, as well as the wheel speed difference change rate and wheel speed difference change rate threshold value of the first driving wheel and the second driving wheel, wherein the above wheel speed difference threshold value and wheel speed difference change rate threshold value are both pre-set for the vehicle. Specifically, the wheel speed difference is first compared with the wheel speed difference threshold value, and the wheel speed difference change rate is compared with the wheel speed difference change rate threshold value to obtain two groups of comparison results, and then the above two groups of comparison results are combined, and each combination corresponds to a braking control strategy of the first driving wheel, and the above combination includes the following forms:

[0134] The first combination is a combination in which the wheel speed difference is greater than the wheel speed difference threshold value and the wheel speed difference change rate is greater than the wheel speed difference change rate threshold value. At this time, a braking control strategy pre-set for the combination is selected, for example, a fast boost braking control strategy.

[0135] The second combination is a combination in which the wheel speed difference is greater than the wheel speed difference threshold value and the wheel speed difference change rate is less than the wheel speed difference change rate threshold value. At this time, a braking control strategy pre-set for the combination is selected, for example, a slow decompression braking control strategy.

[0136] The third combination is a combination in which the wheel speed difference is less than the wheel speed difference threshold value and the wheel speed difference change rate is greater than the wheel speed difference change rate threshold value. At this time, a braking control strategy pre-set for the combination is selected, for example, a slow boost braking control strategy.

[0137] The fourth combination is a combination in which the wheel speed difference is less than the wheel speed difference threshold value and the wheel speed difference change rate is less than the wheel speed difference change rate threshold value. At this time, a braking control strategy pre-set for the combination is selected, for example, a braking control strategy of rapid decompression.

[0138] In some embodiments, the first drive wheel can be braked according to the determined braking control strategy of the first drive wheel. Specifically, the braking system of the vehicle is controlled according to the braking control strategy of the first drive wheel to achieve the purpose of braking the first drive wheel, which can not only ensure the stability of the vehicle under complex road conditions, but also effectively improve the braking performance and safety of the vehicle. For example, if the braking control strategy of the first drive wheel is determined to be rapid decompression, the corresponding components in the braking system are rapidly decompressed to achieve the purpose of braking the above-mentioned drive wheel. The above-mentioned braking system refers to a series of special devices that apply a certain force to certain parts of the vehicle, such as wheels, so as to force braking thereof. Its main purpose is to force the moving car to slow down or even stop according to the driver's requirements, to make the stopped car stably park under various road conditions, and to keep the speed of the car driving downhill stable. It includes an intelligent integrated braking system, a Fudi power brake safety control system, and an electronic body stability system.

[0139] In the embodiment of the present application, the above-mentioned braking system includes a boost valve and a pressure relief valve, wherein the boost valve is used to increase the pressure in the braking system to achieve the enhancement of the braking force, that is, when the braking force needs to be enhanced, the boost valve will open to allow more pressure fluid, such as brake fluid, to flow into the brake, thereby increasing the clamping force of the brake on the wheel, so as to slow down or stop the vehicle; the pressure relief valve is used to reduce or release the pressure in the braking system, thereby achieving the adjustment or release of the braking force, that is, when the pressure in the braking system exceeds the preset safety value, the pressure relief valve will automatically open to release the excess pressure to ensure the safety of the system and equipment. At the same time, it can also automatically close after the pressure is reduced to prevent continuous leakage.

[0140] In some embodiments, the braking system can be controlled according to the braking control strategy to perform braking control on the first drive wheel. Specifically, the braking control strategy can further be used to control the boost valve to increase pressure or the pressure relief valve to release pressure, thereby controlling the braking force of the first drive wheel. In this way, on the basis of existing braking control hardware, independent control of the braking pressure of different drive wheels can be achieved, which can solve the problem of drive anti-skid hydraulic control for four-wheel drive vehicles, for example, thereby ensuring that the vehicle can maintain good braking performance and driving stability under various driving conditions, thereby improving the safety and controllability of the entire vehicle.

[0141] In the embodiment of the present application, the above-mentioned braking control strategy realizes braking control of the first driving wheel by controlling the boost valve and the pressure relief valve of each wheel cylinder in the braking system. Before performing the above-mentioned operation, it is necessary to first set the pressure target of the brake master wheel cylinder in the braking system to establish hydraulic pressure in the master wheel cylinder. This pressure can be a fixed value or can be dynamically calculated according to the current state of the vehicle, such as throttle depth, driving torque, etc.; then, the state of the boost valve and the pressure relief valve is controlled according to the above-mentioned set pressure target and the braking control strategy to complete the braking control of the driving wheel. Specifically, it includes the following situations:

[0142] First, for the driving wheel that does not need to apply brake pressure, the boost valve is closed and the pressure relief valve is turned on, that is, the pressure in the brake system is reduced or released, and then the boost valve and the pressure relief valve are kept closed, that is, the pressure in the brake system is kept at 0. For example, for the driving wheel on the side of the high adhesion coefficient road surface, it no longer needs brake pressure, at this time, the boost valve is closed and the pressure relief valve is turned on, until the pressure in the brake system is 0, and then the pressure relief valve is closed to keep the pressure in the brake system at 0.

[0143] Second, for the driving wheel whose brake control strategy is determined to be rapid boost, keep its boost valve open and maintain the maximum throttle opening, while ensuring that the pressure relief valve is closed. This allows the brake fluid to flow smoothly into the wheel cylinder and quickly build up the required brake pressure. The above throttle opening refers to the degree of opening of the boost valve, which determines the flow rate of fluid, such as brake fluid, through the valve.

[0144] Third, for the driving wheels whose braking control strategy is determined to be slow boost, the boost valve is also kept open, but the throttle opening must be maintained at a certain level, and the pressure relief valve is also kept closed. Among them, the throttle opening of the boost valve is used as a preset calibration quantity, which is determined based on the actual performance of the vehicle. For example, for a four-wheel drive vehicle, since the front and rear axles each have 3 slow boost states, a total of 6 slow boost calibration quantities need to be set.

[0145] Fourth, for the driving wheels whose braking strategy is determined to be rapid decompression, keep their boost valves closed and keep the pressure relief valves open.

[0146] Fifth, for the driving wheels whose braking control strategy is determined to be slow decompression, keep their boost valves closed, while the pressure relief valves perform the on and off actions cyclically. In each slow decompression cycle, the on time and off time of the pressure relief valve are used as a set of calibration quantities. For example, if the on time of the pressure relief valve is 5ms and the off time is 15ms, then on for 5ms and off for 15ms is a set of calibration quantities; for four-wheel drive vehicles, since the front and rear axles each have 4 slow decompression states, a total of 8 sets of slow decompression calibration quantities need to be set.

[0147] Sixth, for the driving wheels whose braking control strategy is determined to maintain pressure, keep their boost valves and pressure relief valves in the closed state.

[0148] In the embodiment of the present application, the above-mentioned braking system controls the braking pressure through the boost valve and the pressure relief valve of each wheel cylinder. This is only an example, and the above-mentioned braking control strategy is also applicable to any system that realizes braking force control by adjusting the pressure.

[0149] In the embodiment of the present application, when the vehicle's driving anti-skid function has been completed and turned off, or when it is determined that the vehicle has left the oncoming road, the master wheel cylinder pressure, the boost valve and the pressure relief valve in the braking system will all be restored to their initial states and will no longer be controlled by the driving anti-skid function. However, if the vehicle's driving wheels still need to be braked, it is necessary to re-determine which driving wheels need braking control, and determine the corresponding braking control strategy based on their wheel speed difference information to implement the corresponding braking control.

[0150] In the embodiment of the present application, the above vehicle control method is also applicable to two-wheel drive vehicles, for example, a front-axle driven two-wheel drive vehicle or a rear-axle driven two-wheel drive vehicle, or a four-wheel drive vehicle where only one drive shaft uses an open differential. The process is as follows Figure 3 As shown, the following steps are included:

[0151] Step 301, determining to trigger the driving anti-skid function of the vehicle;

[0152] This step is to determine whether the vehicle has triggered the drive anti-skid function according to the triggering conditions of the drive anti-skid function, and the triggering conditions include at least one of active triggering by the user, the working state of the vehicle's drive shaft, and the perception information based on the vehicle sensor. For example, when the vehicle is on a split road and the wheel speeds of the drive wheels on both sides of the drive shaft are inconsistent, the vehicle will display abnormal information and automatically start the drive anti-skid function to brake the drive wheels.

[0153] Step 302: Obtain the wheel speed of the driving wheel;

[0154] This step is to obtain the wheel speed of the vehicle driving wheel through a sensor, such as a wheel speedometer, after determining in step 301 that the vehicle needs to start the driving anti-skid function.

[0155] Step 303, calculating the wheel speed difference of the driving wheel;

[0156] This step is based on step 302, and uses the acquired wheel speed of the driving wheel to calculate the wheel speed difference between the two driving wheels. Specifically, it can be obtained by the following formula:

[0157] WhlspdDiff=Whlspd_low-Whlspd_high

[0158] Among them, WhlspdDiff represents the wheel speed difference of the driving wheels on both sides of the driving shaft at the current control system sampling moment, Whlspd_low represents the wheel speed of the driving wheel on the low side of the driving shaft that is braked, that is, the wheel speed of the driving wheel that needs to be braked, and Whlspd_high represents the wheel speed of the driving wheel on the high side of the driving shaft, that is, the wheel speed of the driving wheel that does not need to be braked.

[0159] Step 304, calculating the rate of change of the wheel speed difference of the driving wheels;

[0160] This step is to calculate the rate of change of the wheel speed difference of the driving wheels on both sides of the driving shaft after obtaining the wheel speed difference in step 303, combined with the sampling time of the vehicle control system. Specifically, it can be obtained by the following formula:

[0161] WhlspdDiffRate=(WhlspdDiff-WhlspdDiff_z) / t

[0162] WhlspdDiffRate represents the rate of change of the wheel speed difference of the driving wheels on both sides of the driving shaft, WhlspdDiff_z represents the wheel speed difference of the driving wheels on both sides of the driving shaft at the last control system sampling moment, and t represents the control system sampling time of the vehicle.

[0163] Step 305: determining a wheel speed difference interval and a wheel speed difference change rate interval based on the wheel speed difference threshold value and the wheel speed difference change rate threshold value;

[0164] This step is to divide the wheel speed difference and wheel speed difference change rate within a predetermined range according to the preset wheel speed difference threshold value and wheel speed difference change rate threshold value, and obtain four wheel speed difference intervals and wheel speed difference change rate intervals respectively. The above wheel speed difference threshold value and wheel speed difference change rate threshold value all follow a certain mathematical relationship, for example, the first wheel speed difference threshold value is less than the second wheel speed difference threshold value which is less than the third wheel speed difference threshold value; the first wheel speed difference change rate threshold value is less than the second wheel speed difference change rate threshold value which is less than the third wheel speed difference change rate threshold value. For the specific intervals included in the above four wheel speed difference intervals and the four wheel speed difference change rate intervals, please refer to the above embodiment, which will not be repeated here.

[0165] Step 306: determining a braking control strategy for the first driving wheel;

[0166] This step is based on step 305, and further determines the corresponding braking control strategy according to the wheel speed difference information, the wheel speed difference interval and the wheel speed difference change rate interval. The results are shown in the following table:

[0167]

[0168] In the table, T1 represents the first wheel speed difference threshold value, T2 represents the second wheel speed difference threshold value, T3 represents the third wheel speed difference threshold value, A1 represents the first wheel speed difference change rate threshold value, A2 represents the second wheel speed difference change rate threshold value, A3 represents the third wheel speed difference change rate threshold value, WhlspdDiff represents the wheel speed difference of the driving wheels on both sides of the driving shaft, and WhlspdDiffRate represents the wheel speed difference change rate of the driving wheels on both sides of the driving shaft; the first row in the table represents four wheel speed difference intervals obtained by dividing the wheel speed difference within a predetermined range according to the above wheel speed difference threshold value, the first column represents four wheel speed difference change rate intervals obtained by dividing the wheel speed difference change rate within a predetermined range according to the above wheel speed difference change rate threshold value, and the remaining cells in the table represent the braking control strategies preset according to the above wheel speed difference intervals and wheel speed difference change rate intervals, that is, when the above wheel speed difference is in the first wheel speed difference interval and the wheel speed difference change rate is in the first wheel speed difference change rate interval, the braking control strategy of the first driving wheel is rapid decompression.

[0169] Step 307: Determine the control command that the braking system needs to execute based on the braking control strategy;

[0170] This step is to determine the specific execution command according to the type of brake system actuator after the brake control strategy corresponding to the drive shaft that needs brake control is determined in step 306. If the brake system controls the brake pressure through the boost valve and pressure relief valve of each wheel cylinder, the execution process is as follows:

[0171] Before performing the above operations, it is necessary to set the pressure target of the master wheel cylinder in the braking system to establish hydraulic pressure in the master wheel cylinder. This pressure can be a fixed value or dynamically calculated according to the current state of the vehicle, such as throttle depth, driving torque, etc. Then, the states of the boost valve and the pressure relief valve are controlled according to the above-set pressure target and the braking control strategy to complete the braking control of the drive wheel. Specifically, the following situations are included:

[0172] First, for the driving wheels that do not need to apply brake pressure, the boost valve is closed and the pressure relief valve is turned on, that is, the pressure in the brake system is reduced or released, and then the boost valve and the pressure relief valve are kept closed, that is, the pressure in the brake system is kept at 0. For example, for the driving wheels on the side of the high adhesion coefficient road surface, the driving wheels of the non-driving axle, and the driving wheels on the driving axle without a differential, they no longer need brake pressure. At this time, the boost valve is closed and the pressure relief valve is turned on until the pressure in the brake system is 0, and then the pressure relief valve is closed to keep the pressure in the brake system at 0.

[0173] Second, for the driving wheel whose brake control strategy is determined to be rapid boost, keep its boost valve open and maintain the maximum throttle opening, while ensuring that the pressure relief valve is closed. This allows the brake fluid to flow smoothly into the wheel cylinder and quickly build up the required brake pressure. The above throttle opening refers to the degree of opening of the boost valve, which determines the flow rate of fluid, such as brake fluid, through the valve.

[0174] Third, for the driving wheels whose braking control strategy is determined to be slow boost, the boost valve is also kept open, but the throttle opening must be maintained at a certain level, and the pressure relief valve is also kept closed. Among them, the throttle opening of the boost valve is used as a preset calibration quantity, which is determined based on the actual performance of the vehicle. Since slow boost includes 3 slow boost states, 3 slow boost calibration quantities need to be set.

[0175] Fourth, for the driving wheels whose braking strategy is determined to be rapid decompression, keep their boost valves closed and keep the pressure relief valves open.

[0176] Fifth, for the driving wheel whose braking control strategy is determined to be slow decompression, keep its boost valve closed, and the pressure relief valve performs the on and off action cyclically. In each slow decompression cycle, the on time and off time of the pressure relief valve are used as a set of calibration quantities. For example, if the on time of the pressure relief valve is 5ms and the off time is 15ms, then on 5ms and off 15ms is a set of calibration quantities; because slow decompression includes 4 slow decompression states, it is necessary to set 4 sets of slow decompression calibration quantities.

[0177] Sixth, for the driving wheels whose braking control strategy is determined to maintain pressure, keep their boost valves and pressure relief valves in the closed state.

[0178] Step 308, determining whether the vehicle driving wheel exits the braking control;

[0179] This step is to determine whether the vehicle driving wheel exits the braking control after the driving anti-skid task is completed in step 307. If the vehicle driving wheel exits the braking control, step 309 is executed, otherwise step 301 is executed. For example, after the driving anti-skid function of the vehicle has completed its work and is turned off, or after it is confirmed that the vehicle has left the oncoming road, the vehicle driving wheel is deemed to exit the braking control.

[0180] Step 309: End the braking control of the vehicle driving wheels.

[0181] This step is to prompt the user to end the braking control of the vehicle driving wheels after determining in the above step 308 that the vehicle driving wheels have exited the braking control.

[0182] In the above embodiments, the vehicle control method is applied to a four-wheel drive vehicle or a two-wheel drive vehicle, which is only an exemplary display. The method is also applicable to vehicles with most driving forms and braking system forms.

[0183] In some embodiments, when the wheel speeds of the first drive wheel and the second drive wheel are controlled according to the wheel speed difference information between the first drive wheel and the second drive wheel, and the wheel speed of the first drive wheel is greater than the wheel speed of the second drive wheel, the second drive wheel can be accelerated according to the above wheel speed difference information to ensure that the wheel speeds of the drive wheels on both sides can be coordinated or maintained within a reasonable difference range, thereby improving the driving stability of the vehicle and reducing tire wear. Specifically, when it is determined that the wheel speed difference between the first drive wheel and the second drive wheel is greater than or equal to a preset wheel speed difference threshold, and the wheel speed of the first drive wheel is greater than the wheel speed of the second drive wheel, the second drive wheel is accelerated.

[0184] Specifically, when the second driving wheel is accelerated according to the wheel speed difference information, Figure 4 As shown, the following steps are included:

[0185] Step 401, determining an acceleration control strategy for a second driving wheel according to wheel speed difference information;

[0186] This step uses the wheel speed difference information between the first driving wheel and the second driving wheel determined in step 101 to determine whether to perform acceleration control on the driving wheel that needs to be accelerated, for example, the second driving wheel. The acceleration control strategy may be a measure or method for adjusting and controlling the wheel speed of the driving wheel, for example, adjusting the output power of the engine to increase the driving force, thereby achieving acceleration of the driving wheel.

[0187] Step 402: Accelerate the second drive wheel according to the braking control strategy.

[0188] On the basis of the above step 401, the second drive wheel is accelerated by using the determined acceleration control strategy. Specifically, according to the acceleration control strategy, an actual operation instruction is generated, and the drive wheel is applied to the second drive wheel through the vehicle's drive system to achieve acceleration of the second drive wheel, thereby ensuring that the wheel speeds of the drive wheels on both sides can be coordinated or maintained within a reasonable difference range, thereby improving the driving stability of the vehicle and reducing tire wear. For example, the output power of the engine, the shifting logic of the transmission, and the speed of the drive motor are controlled by the vehicle's drive system to achieve acceleration of the second drive wheel.

[0189] In the embodiment of the present application, the acceleration control strategy can also be determined based on the wheel speed difference and the wheel speed difference change rate of the first driving wheel and the second driving wheel. The specific process can refer to the determination process of the braking control strategy in the above embodiment, which will not be repeated here. For example, the acceleration control strategy includes fast acceleration, slow acceleration, no acceleration, etc.

[0190] In some embodiments, the second drive wheel can be accelerated according to the acceleration control strategy of the second drive wheel that has been determined. Specifically, the vehicle's drive system is controlled according to the acceleration control strategy of the second drive wheel to achieve the purpose of accelerating the second drive wheel, which can ensure the stability and safety of the vehicle during driving, thereby providing the driver with a smoother and more comfortable driving experience. For example, if the acceleration control strategy of the second drive wheel has been determined to be rapid acceleration, the parameters of the power components in the drive system, such as the output power of the engine, are modified to quickly increase the driving force, thereby achieving the purpose of rapidly accelerating the second drive wheel. The above-mentioned drive system refers to a series of mechanical and electronic components that enable the vehicle to move and control its driving direction. These components are not only responsible for efficiently transmitting the power generated by the engine to the wheels, but also ensure that the vehicle can maintain stability and controllability during driving.

[0191] With the above Figure 1-Figure 4 Corresponding to the provided vehicle control method, the embodiments of the present application provide a corresponding device. Figure 5 This is a schematic diagram of the structure of a vehicle control device in an example of this application, such as Figure 5 As shown, the vehicle control device includes a data determination module 11 and a wheel speed control module 12, wherein the data determination module 11 is used to determine the wheel speed difference information between the first drive wheel and the second drive wheel, and the wheel speed difference information includes the wheel speed difference between the first drive wheel and the second drive wheel, and the wheel speed difference change rate between the first drive wheel and the second drive wheel; the wheel speed control module 12 is used to control the wheel speed of the first drive wheel and / or the wheel speed of the second drive wheel according to the wheel speed difference information.

[0192] In some embodiments, the above-mentioned controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information includes:

[0193] performing braking control on the first driving wheel according to wheel speed difference information;

[0194] The wheel speed of the first driving wheel is greater than the wheel speed of the second driving wheel.

[0195] In some embodiments, the above-mentioned braking control of the first driving wheel according to the wheel speed difference information includes:

[0196] determining a braking control strategy for the first driving wheel according to the wheel speed difference information;

[0197] The first drive wheel is braked according to the braking control strategy.

[0198] In some embodiments, the above-mentioned determining the braking control strategy of the first driving wheel according to the wheel speed difference information includes:

[0199] Determine a corresponding braking control strategy for the first drive wheel based on a wheel speed difference interval in which the wheel speed difference between the first drive wheel and the second drive wheel is located, and a wheel speed difference change rate interval in which the wheel speed difference change rate between the first drive wheel and the second drive wheel is located;

[0200] Among them, the wheel speed difference interval and the wheel speed difference change rate interval are preset for the vehicle.

[0201] In some embodiments, the wheel speed difference interval is obtained by dividing at least according to a first wheel speed difference threshold value, a second wheel speed difference threshold value, and a third wheel speed difference threshold value; and the wheel speed difference change rate interval is obtained by dividing at least according to a first wheel speed difference change rate threshold value, a second wheel speed difference change rate threshold value, and a third wheel speed difference change rate threshold value;

[0202] Among them, the first-round speed difference threshold value < the second-round speed difference threshold value < the third-round speed difference threshold value; the first-round speed difference change rate threshold value < the second-round speed difference change rate threshold value < the third-round speed difference change rate threshold value.

[0203] In some embodiments, including:

[0204] In response to the wheel speed difference between the first driving wheel and the second driving wheel being in the first wheel speed difference interval and the wheel speed difference change rate between the first driving wheel and the second driving wheel being in the first wheel speed difference change rate interval, determining that the control strategy of the first driving wheel is a rapid decompression strategy;

[0205] The first wheel speed difference interval is an interval smaller than the first wheel speed difference threshold value, and the first wheel speed difference change rate interval is an interval smaller than the first wheel speed difference change rate threshold value.

[0206] In some embodiments, including:

[0207] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the first wheel speed difference change rate interval, or

[0208] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the second wheel speed difference change rate interval,

[0209] Determining that the control strategy of the first driving wheel is a slow decompression strategy;

[0210] The above-mentioned second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, and the second wheel speed difference change rate interval is an interval greater than or equal to the first wheel speed difference change rate threshold value and less than the second wheel speed difference change rate threshold value.

[0211] In some embodiments, including:

[0212] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the second wheel speed difference change rate interval, or

[0213] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval, the second wheel speed difference interval, or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the third wheel speed difference change rate interval, or

[0214] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the fourth wheel speed difference change rate interval,

[0215] Determine that the control strategy of the first driving wheel is a pressure-maintaining strategy;

[0216] The above-mentioned first wheel speed difference interval is an interval less than the first wheel speed difference threshold value, the second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, the second wheel speed difference change rate interval is an interval greater than or equal to the first wheel speed difference change rate threshold value and less than the second wheel speed difference change rate threshold value, the third wheel speed difference change rate interval is an interval greater than or equal to the second wheel speed difference change rate threshold value and less than the third wheel speed difference change rate threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

[0217] In some embodiments, the above includes:

[0218] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the fourth wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the third wheel speed difference change rate interval, or

[0219] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the fourth wheel speed difference change rate interval,

[0220] Determining that the control strategy of the first driving wheel is a slow boost strategy;

[0221] The above-mentioned second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, the third wheel speed difference change rate interval is an interval greater than or equal to the second wheel speed difference change rate threshold value and less than the third wheel speed difference change rate threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

[0222] In some embodiments, including:

[0223] In response to the wheel speed difference between the first drive wheel and the second drive wheel being in a fourth wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in a fourth wheel speed difference change rate interval, determining that the control strategy for the first drive wheel is a fast boost strategy;

[0224] The fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

[0225] In some embodiments, the above-mentioned determining the braking control strategy of the first driving wheel according to the wheel speed difference information includes:

[0226] Determine a braking control strategy for the corresponding first driving wheel based on the wheel speed difference and wheel speed difference threshold between the first driving wheel and the second driving wheel, as well as the wheel speed difference change rate and wheel speed difference change rate threshold between the first driving wheel and the second driving wheel;

[0227] Among them, the wheel speed difference threshold value and the wheel speed difference change rate threshold value are preset for the vehicle.

[0228] In some embodiments, the braking control of the first driving wheel based on the braking control strategy includes:

[0229] The braking system is controlled based on the braking control strategy to perform braking control on the first driving wheel.

[0230] In some embodiments, the braking system includes a pressure boost valve and a pressure relief valve, and the braking system is controlled based on a braking control strategy to perform braking control on the first driving wheel, including:

[0231] Based on the braking control strategy, the pressure-increasing valve is controlled to increase pressure or the pressure-releasing valve is controlled to release pressure, so as to control the braking pressure of the first driving wheel.

[0232] In some embodiments, the braking control strategy includes at least one of fast decompression, slow decompression, pressure maintenance, slow pressure increase, and fast pressure increase.

[0233] In some embodiments, the above-mentioned controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information includes:

[0234] Acceleration control of the second driving wheel is performed according to wheel speed difference information;

[0235] The wheel speed of the first driving wheel is greater than the wheel speed of the second driving wheel.

[0236] In some embodiments, the above-mentioned acceleration control of the second driving wheel according to the wheel speed difference information includes:

[0237] determining an acceleration control strategy for the second driving wheel according to the wheel speed difference information;

[0238] The second drive wheel is accelerated according to the braking control strategy.

[0239] In some embodiments, the above-mentioned acceleration control of the second driving wheel based on the braking control strategy includes:

[0240] The drive system is controlled based on the acceleration control strategy to perform acceleration control on the second drive wheel.

[0241] In some embodiments, before controlling the wheel speed of the first driving wheel and / or the second driving wheel according to the wheel speed difference information, the method further includes:

[0242] It is determined that a wheel speed difference between the first driving wheel and the second driving wheel is greater than or equal to a preset wheel speed difference threshold.

[0243] In some embodiments, the rate of change of the wheel speed difference between the first driving wheel and the second driving wheel is determined according to the wheel speed difference between the first driving wheel and the second driving wheel and a sampling time of the control system.

[0244] In some embodiments, before determining the wheel speed difference information of the first driving wheel and the second driving wheel, the method further includes:

[0245] Determines whether the vehicle's drive anti-skid function is triggered.

[0246] In some embodiments, the above determination triggering the driving anti-skid function includes at least one of the following:

[0247] The user actively triggers the drive anti-skid function;

[0248] Based on the working state of the driving shaft of the vehicle, determining to trigger the driving anti-skid function;

[0249] Based on the perception information of the vehicle sensor, it is determined to trigger the driving anti-skid function.

[0250] As described above, using the above-mentioned vehicle control device to control the vehicle can effectively avoid the problem of inaccurate slip rate calculation caused by inaccurate reference speed estimation when each wheel of the vehicle slips, thereby providing the vehicle with effective and accurate braking force, thereby maintaining the stability and driving safety of the vehicle.

[0251] The present application also provides an electronic device, such as Figure 6 As shown, the electronic device includes: a processor 21 and a memory 22, the memory 22 stores programs or instructions that can be run on the processor, and the above-mentioned programs or instructions are executed by the processor to achieve the following Figure 1-Figure 4 The steps of the vehicle control method.

[0252] The present application also provides a vehicle, such as Figure 7 As shown, the vehicle includes Figure 6 The electronic device 31, wherein the memory of the electronic device stores a program or instruction that can be run on the processor, and when the program or instruction is executed by the processor, the following is achieved: Figure 1-Figure 4 The steps of the vehicle control method.

[0253] In some embodiments, the vehicle includes one drive shaft, or the vehicle includes two drive shafts.

[0254] The present application also provides a computer-readable storage medium, wherein a program or instruction is stored on the computer-readable storage medium, and when the program or instruction is executed by a processor, the following is implemented: Figure 1-Figure 4 The steps of the vehicle control method.

[0255] The present application also provides a computer program product, which, when executed by a processor of a vehicle, implements the following Figure 1-Figure 4 The steps of the vehicle control method.

[0256] It should be noted that, in this article, the terms "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises one..." does not exclude the presence of other identical elements in the process, method, article or device including the element. In addition, it should be pointed out that the scope of the method and device in the embodiment of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in reverse order according to the functions involved, for example, the described method may be performed in an order different from that described, and various steps may also be added, omitted or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0257] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of a computer software product plus a necessary general hardware platform, and of course, can also be implemented by hardware. The computer software product is stored in a storage medium (such as ROM, RAM, disk, CD, etc.), including several instructions to enable a terminal or a network-side device to execute the methods described in each embodiment of the present application.

[0258] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present application, ordinary technicians in this field can also make many forms of implementation methods without departing from the purpose of the present application and the scope of protection of the claims, and these implementation methods are all within the protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: Determine wheel speed difference information between a first driving wheel and a second driving wheel, wherein the wheel speed difference information includes the wheel speed difference between the first driving wheel and the second driving wheel, and a rate of change of the wheel speed difference between the first driving wheel and the second driving wheel; controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information; Wherein, the first driving wheel and the second driving wheel are located on two sides of the same driving shaft.

2. The method according to claim 1, characterized in that The controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information comprises: performing braking control on the first driving wheel according to the wheel speed difference information; The wheel speed of the first driving wheel is greater than the wheel speed of the second driving wheel.

3. The method according to claim 2, characterized in that The braking control of the first driving wheel according to the wheel speed difference information includes: determining a braking control strategy for the first driving wheel according to the wheel speed difference information; The first drive wheel is braked according to the brake control strategy.

4. The method according to claim 3, characterized in that The step of determining the braking control strategy of the first driving wheel according to the wheel speed difference information comprises: Determining a corresponding braking control strategy for the first driving wheel based on a wheel speed difference interval in which the wheel speed difference between the first driving wheel and the second driving wheel is located and a wheel speed difference change rate interval in which the wheel speed difference change rate between the first driving wheel and the second driving wheel is located; The wheel speed difference interval and the wheel speed difference change rate interval are preset for the vehicle.

5. The method according to claim 4, characterized in that The wheel speed difference interval is obtained by dividing at least according to a first wheel speed difference threshold value, a second wheel speed difference threshold value, and a third wheel speed difference threshold value; and the wheel speed difference change rate interval is obtained by dividing at least according to a first wheel speed difference change rate threshold value, a second wheel speed difference change rate threshold value, and a third wheel speed difference change rate threshold value; Among them, the first-round speed difference threshold value < the second-round speed difference threshold value < the third-round speed difference threshold value; the first-round speed difference change rate threshold value < the second-round speed difference change rate threshold value < the third-round speed difference change rate threshold value.

6. The method according to claim 5, characterized in that include: In response to the wheel speed difference between the first driving wheel and the second driving wheel being in a first wheel speed difference interval and the wheel speed difference change rate between the first driving wheel and the second driving wheel being in a first wheel speed difference change rate interval, determining that the control strategy of the first driving wheel is a rapid decompression strategy; The first wheel speed difference interval is an interval smaller than a first wheel speed difference threshold value, and the first wheel speed difference change rate interval is an interval smaller than a first wheel speed difference change rate threshold value.

7. The method according to claim 5, characterized in that include: In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the first wheel speed difference change rate interval, or In response to the wheel speed difference between the first drive wheel and the second drive wheel being in a first wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in a second wheel speed difference change rate interval, Determining that the control strategy of the first driving wheel is a slow decompression strategy; The second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, and the second wheel speed difference change rate interval is an interval greater than or equal to the first wheel speed difference change rate threshold value and less than the second wheel speed difference change rate threshold value.

8. The method according to claim 5, characterized in that include: In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval, the third wheel speed difference interval, or the fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the second wheel speed difference change rate interval, or In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval, the second wheel speed difference interval, or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the third wheel speed difference change rate interval, or In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the first wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the fourth wheel speed difference change rate interval, Determining that the control strategy of the first driving wheel is a pressure-maintaining strategy; The first wheel speed difference interval is an interval less than the first wheel speed difference threshold value, the second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, the second wheel speed difference change rate interval is an interval greater than or equal to the first wheel speed difference change rate threshold value and less than the second wheel speed difference change rate threshold value, the third wheel speed difference change rate interval is an interval greater than or equal to the second wheel speed difference change rate threshold value and less than the third wheel speed difference change rate threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

9. The method according to claim 5, characterized in that include: In response to the wheel speed difference between the first drive wheel and the second drive wheel being in a fourth wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in a third wheel speed difference change rate interval, or In response to the wheel speed difference between the first drive wheel and the second drive wheel being in the second wheel speed difference interval or the third wheel speed difference interval, and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in the fourth wheel speed difference change rate interval, Determining that the control strategy of the first driving wheel is a slow boost strategy; The second wheel speed difference interval is an interval greater than or equal to the first wheel speed difference threshold value and less than the second wheel speed difference threshold value, the third wheel speed difference interval is an interval greater than or equal to the second wheel speed difference threshold value and less than the third wheel speed difference threshold value, the fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, the third wheel speed difference change rate interval is an interval greater than or equal to the second wheel speed difference change rate threshold value and less than the third wheel speed difference change rate threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

10. The method according to claim 5, characterized in that include: In response to the wheel speed difference between the first drive wheel and the second drive wheel being in a fourth wheel speed difference interval and the wheel speed difference change rate between the first drive wheel and the second drive wheel being in a fourth wheel speed difference change rate interval, determining that the control strategy of the first drive wheel is a fast boost strategy; The fourth wheel speed difference interval is an interval greater than or equal to the third wheel speed difference threshold value, and the fourth wheel speed difference change rate interval is an interval greater than or equal to the third wheel speed difference change rate threshold value.

11. The method according to claim 3, characterized in that The step of determining the braking control strategy of the first driving wheel according to the wheel speed difference information comprises: Determining a corresponding braking control strategy for the first driving wheel based on a wheel speed difference and a wheel speed difference threshold between the first driving wheel and the second driving wheel, and a wheel speed difference change rate and a wheel speed difference change rate threshold between the first driving wheel and the second driving wheel; The wheel speed difference threshold value and the wheel speed difference change rate threshold value are preset for the vehicle.

12. The method according to claim 3, characterized in that The performing braking control on the first driving wheel according to the braking control strategy includes: A braking system is controlled based on the braking control strategy to perform braking control on the first driving wheel.

13. The method according to claim 12, characterized in that The braking system includes a pressure-increasing valve and a pressure-releasing valve, and the braking system is controlled based on the braking control strategy to perform braking control on the first driving wheel, including: Based on the brake control strategy, the boost valve is controlled to increase pressure or the pressure relief valve is controlled to release pressure, so as to control the brake pressure of the first drive wheel.

14. The method according to claim 12, characterized in that The braking control strategy includes at least one of rapid decompression, slow decompression, pressure maintenance, slow pressure increase, and rapid pressure increase.

15. The method according to claim 1, characterized in that The controlling the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information comprises: performing acceleration control on the second driving wheel according to the wheel speed difference information; The wheel speed of the first driving wheel is greater than the wheel speed of the second driving wheel.

16. The method according to claim 15, characterized in that The accelerating control of the second driving wheel according to the wheel speed difference information comprises: determining an acceleration control strategy for the second driving wheel according to the wheel speed difference information; The second drive wheel is accelerated according to the acceleration control strategy.

17. The method according to claim 15, characterized in that The accelerating control of the second driving wheel according to the acceleration control strategy includes: The driving system is controlled based on the acceleration control strategy to perform acceleration control on the second driving wheel.

18. The method according to any one of claims 1 to 17, characterized in that: Before controlling the wheel speed of the first driving wheel and / or the second driving wheel according to the wheel speed difference information, the method further includes: It is determined that a wheel speed difference between the first driving wheel and the second driving wheel is greater than or equal to a preset wheel speed difference threshold.

19. The method according to any one of claims 1 to 17, characterized in that: The rate of change of the wheel speed difference between the first driving wheel and the second driving wheel is determined according to the wheel speed difference between the first driving wheel and the second driving wheel and a sampling time of a control system.

20. The method according to any one of claims 1 to 17, characterized in that: Before determining the wheel speed difference information of the first driving wheel and the second driving wheel, the method further includes: Determines whether the vehicle's drive anti-skid function is triggered.

21. The method according to claim 20, characterized in that The determining to trigger the driving anti-skid function includes at least one of the following: The user actively triggers the drive anti-skid function; Based on the working state of the driving shaft of the vehicle, determining to trigger the driving anti-skid function; Based on the perception information of the vehicle sensor, it is determined to trigger the driving anti-skid function.

22. A vehicle control device, characterized in that: include: a data determination module, configured to determine wheel speed difference information between a first driving wheel and a second driving wheel, wherein the wheel speed difference information includes the wheel speed difference between the first driving wheel and the second driving wheel, and a rate of change of the wheel speed difference between the first driving wheel and the second driving wheel; A wheel speed control module is used to control the wheel speed of the first driving wheel and / or the wheel speed of the second driving wheel according to the wheel speed difference information.

23. An electronic device, characterized in that: include: A processor and a memory, wherein the memory stores a program or instruction that can be run on the processor, and when the program or instruction is executed by the processor, the vehicle control method according to any one of claims 1 to 21 is implemented.

24. A vehicle, characterized in that: An electronic device comprising the electronic device of claim 23, wherein the memory of the electronic device stores a program or instruction that can be run on a processor, and when the program or instruction is executed by the processor, the vehicle control method as described in any one of claims 1 to 21 is implemented.

25. The vehicle according to claim 24, characterized in that The vehicle comprises one drive shaft, or the vehicle comprises two drive shafts.

26. A computer-readable storage medium, characterized in that: The readable storage medium stores programs or instructions, and when the programs or instructions are executed by the processor, the vehicle control method according to any one of claims 1 to 21 is implemented.

27. A computer program product, characterized in that The vehicle control method according to any one of claims 1 to 21 is implemented when the program product is executed by a processor of a vehicle.

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