Vehicle anti-slip control method, device and equipment and storage medium

Abstract

The invention discloses a vehicle anti-slip control method, device and equipment and a storage medium, and belongs to the technical field of automobiles. The method specifically comprises the steps that the vehicle weight and tire information of a vehicle and road surface information sensed by the vehicle are acquired; based on the tire information and the road condition information, determining adhesion coefficients corresponding to the tire information and the road condition information by utilizing a first relation table; the first relation table is a pre-calibrated three-dimensional relation table of tire information, road surface information and adhesion coefficients; based on the adhesion coefficient and the vehicle weight, the driving force of the vehicle is obtained so as to determine the slip rate corresponding to the driving force; based on the slip rate, performing iterative adjustment processing on the driving force by using a preset adjustment strategy until the slip rate corresponding to the adjusted driving force meets a preset threshold condition, and obtaining an anti-slip driving force; and controlling the vehicle to run based on the anti-skid driving force.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, specifically to technical fields such as vehicle detection technology, and particularly to a vehicle anti-skid control method, device, equipment and storage medium. Background Art

[0002] Usually, when the driving conditions of a vehicle change, the adhesion coefficient between the tire and the ground will also change accordingly, especially on slippery roads, the whole vehicle is prone to slipping and losing control during driving. Most models are equipped with a traction control system (TCS), also known as a tracking control system. The TCS system determines whether the drive wheel is slipping based on the number of revolutions of the drive wheel and the number of revolutions of the transmission wheel. When the former is greater than the latter, it determines that the slip is activated, thereby suppressing the speed of the drive wheel. The TCS system can achieve anti-skid control of the vehicle.

[0003] However, the conventional TCS system is only activated after detecting a difference in the speed of the drive wheels and the transmission wheels. At this time, the vehicle has already slipped slightly and there are still certain safety hazards. Summary of the invention

[0004] The present application provides a vehicle anti-skid control method, device, equipment and storage medium, which can solve the problem of poor reliability of vehicle anti-skid control. The technical solution is as follows: In a first aspect, a method for controlling a vehicle to prevent skidding is provided, the method comprising: Obtaining vehicle weight, tire information, and road surface information sensed by the vehicle; Based on the tire information and the road condition information, the adhesion coefficient corresponding to the tire information and the road surface information is determined using a first relationship table; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient; Based on the adhesion coefficient and the vehicle weight, a driving force of the vehicle is obtained to determine a slip ratio corresponding to the driving force; Based on the slip ratio, the driving force is iteratively adjusted using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force meets a preset threshold condition, thereby obtaining an anti-slip driving force; Based on the anti-skid driving force, the vehicle is controlled to travel.

[0005] In a possible implementation manner, pre-calibrating the first relationship table includes: Obtaining vehicle weight, multiple tire information and multiple road surface information of the vehicle; Combining and processing the plurality of tire information and the plurality of road surface information to obtain a plurality of tire information and road surface information combination pairs; For any combination of tire information and road information, perform the following operations: When the tire information and road surface information are combined, controlling the vehicle to travel; In response to the vehicle slipping, obtaining a slip critical driving force; Obtaining an adhesion coefficient based on the vehicle weight and the slip critical driving force of the vehicle; The relationship between the adhesion coefficient, tire information and road surface information is calibrated to obtain the first relationship table.

[0006] In a possible implementation, obtaining road surface information sensed by the vehicle includes: Acquiring a driving environment image collected by a sensor of the vehicle; Based on the driving environment image, the road surface information is acquired using a target recognition algorithm.

[0007] In a possible implementation manner, determining the slip ratio corresponding to the driving force includes: When the vehicle is controlled to travel based on the driving force, obtaining the speed of the driving wheels and the speed of the driven wheels of the vehicle; A slip ratio corresponding to the driving force is determined based on the speed of the driving wheel and the speed of the driven wheel.

[0008] In a possible implementation, the driving force is adjusted based on the slip ratio by using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force meets a preset threshold condition to obtain the anti-slip driving force, including: determining whether the slip ratio satisfies a preset threshold condition; In response to the slip ratio not satisfying a preset threshold condition, determining an adjustment coefficient corresponding to the slip ratio by using a second relationship table; Based on the adjustment coefficient, the driving force is adjusted to obtain a slip ratio corresponding to the adjusted driving force; Returning to the step of determining whether the slip ratio corresponding to the adjusted driving force satisfies a preset threshold condition and subsequent steps, until the slip ratio corresponding to the adjusted driving force satisfies the preset threshold condition; The driving force corresponding to the slip ratio that meets the preset threshold condition is used as the anti-slip driving force.

[0009] In a possible implementation, the adjusting the driving force based on the adjustment coefficient to obtain a slip ratio corresponding to the adjusted driving force includes: Based on the adjustment coefficient, adjusting the driving force; The vehicle is controlled to travel based on the adjusted driving force, and a slip ratio corresponding to the adjusted driving force is obtained.

[0010] In a second aspect, a vehicle anti-skid control device is provided, the device comprising: An acquisition unit, used to acquire vehicle weight, tire information, and road surface information sensed by the vehicle; A determination unit, configured to determine the adhesion coefficient corresponding to the tire information and the road surface information by using a first relationship table based on the tire information and the road condition information; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient; an obtaining unit, configured to obtain a driving force of the vehicle based on the adhesion coefficient and the vehicle weight, so as to determine a slip ratio corresponding to the driving force; an adjustment unit, configured to iteratively adjust the driving force based on the slip ratio by using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force satisfies a preset threshold condition, thereby obtaining an anti-slip driving force; A control unit is used to control the vehicle driving based on the anti-skid driving force.

[0011] In a third aspect, a computer-readable storage medium is provided, wherein at least one instruction is stored in the storage medium, and the at least one instruction is loaded and executed by a processor to implement the method of the above-mentioned aspect and any possible implementation manner.

[0012] In a fourth aspect, an electronic device is provided, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method of any possible implementation manner and the aspects described above.

[0013] According to a fifth aspect, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the above-mentioned aspects and any possible implementation method.

[0014] In a sixth aspect, a new energy vehicle is provided, comprising the electronic device as described above.

[0015] The beneficial effects of the technical solution provided by this application include at least: As can be seen from the above technical solution, the embodiment of the present application can obtain the vehicle weight, slip rate, tire information and road surface information sensed by the vehicle, and then determine the adhesion coefficient corresponding to the tire information and road surface information based on the tire information and road condition information by using the first relationship table. The first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient. Based on the adhesion coefficient and vehicle weight, the driving force of the vehicle is obtained. Based on the slip rate, the driving force is iteratively adjusted using a preset adjustment strategy until the slip rate corresponding to the adjusted driving force meets a preset threshold condition, thereby obtaining an anti-skid driving force. Based on the anti-skid driving force, the vehicle is controlled to travel. Since the first relationship table can be directly used to obtain the adhesion coefficient matching the current tire and the driving road surface of the vehicle, the driving force for controlling the travel is obtained based on the adhesion coefficient, and the driving force for controlling the travel is adjusted multiple times based on the judgment result of the change in the vehicle slip rate, the driving force for controlling the travel can be adjusted to a safe state in a timely manner when there is a tendency of slipping, thereby ensuring the safety and reliability of the vehicle travel.

[0016] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present application, nor is it intended to limit the scope of the present application. Other features of the present application will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 It is a flowchart of a vehicle anti-skid control method provided by an embodiment of the present application; Figure 2 is a schematic diagram of a process of a vehicle anti-skid control method provided by another embodiment of the present application; Figure 3 is a structural block diagram of a vehicle anti-skid control device provided by another embodiment of the present application; Figure 4 It is a block diagram of an electronic device used to implement the vehicle anti-skid control method of an embodiment of the present application. DETAILED DESCRIPTION

[0019] The following is a description of exemplary embodiments of the present application in conjunction with the accompanying drawings, including various details of the embodiments of the present application to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present application. Similarly, for the sake of clarity and conciseness, the description of well-known functions and structures is omitted in the following description.

[0020] Obviously, the described embodiments are only part of the embodiments of the present application, but not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0021] It should be noted that the terminal devices involved in the embodiments of the present application may include but are not limited to mobile phones, personal digital assistants (PDAs), wireless handheld devices, tablet computers and other smart devices; display devices may include but are not limited to personal computers, televisions and other devices with display functions.

[0022] In addition, the term "and / or" in this article is only a description of the association relationship between the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0023] At present, the conventional TCS system is only activated after detecting a difference in the speed of the drive wheel and the transmission wheel. At this time, the vehicle has already slipped slightly and there are still certain safety hazards.

[0024] Therefore, there is an urgent need for a vehicle anti-skid control method to achieve timely adjustment of the driving force of new energy commercial vehicles before skidding occurs to avoid skidding, thereby ensuring the reliability and safety of vehicle driving.

[0025] Please refer to Figure 1 , which shows a flow chart of a vehicle anti-skid control method provided by an embodiment of the present application. The vehicle anti-skid control method may specifically include: Step 101: Obtain vehicle weight, tire information, and road surface information sensed by the vehicle.

[0026] Step 102: Based on the tire information and the road condition information, determine the adhesion coefficient corresponding to the tire information and the road surface information using a first relationship table; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient.

[0027] Step 103: Based on the adhesion coefficient and the vehicle weight, a driving force of the vehicle is obtained to determine a slip ratio corresponding to the driving force.

[0028] Step 104 : Based on the slip ratio, the driving force is iteratively adjusted using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force meets a preset threshold condition, thereby obtaining an anti-slip driving force.

[0029] Step 105: Control the vehicle to travel based on the anti-skid driving force.

[0030] It should be noted that the vehicle weight may be the sum of the vehicle's own weight and its load.

[0031] It should be noted that the tire information may include at least one of the size, material, and model of the tire. The road surface information may be information of different road types. The road surface information may include but is not limited to at least one of a straight road, a curved asphalt road, an uphill asphalt road, a muddy road, a gravel road, a grass road, a snowy road, and a desert road.

[0032] In this way, the first relationship table can be directly used to obtain the adhesion coefficient that matches the vehicle's current tires and driving road surface, and then the current driving force can be obtained based on the adhesion coefficient. Based on the judgment result of the change in the vehicle's slip rate, the driving force can be adjusted multiple times. When the vehicle has a tendency to slip, the driving force can be adjusted to a safe state in time, thereby ensuring the safety and reliability of the vehicle's driving.

[0033] Optionally, in a possible implementation of the present embodiment, before step 101, the first relationship table may be pre-calibrated. Preferably, first, the vehicle weight, multiple tire information and multiple road surface information may be obtained. Secondly, the multiple tire information and multiple road surface information are combined and processed to obtain multiple tire information and road surface information combination pairs. Again, for any tire information and road surface information combination pair, the following operations are performed: in the case of the tire information and road surface information combination pair, the vehicle is controlled to travel, and then the critical driving force for slipping may be obtained in response to the vehicle slipping, and the adhesion coefficient may be obtained based on the vehicle weight and the critical driving force for slipping, and the relationship between the adhesion coefficient, tire information and road surface information is calibrated to obtain the first relationship table.

[0034] In this implementation, the plurality of tire information may be multiple types of tire information. The plurality of road surface information may be multiple types of road surface information.

[0035] In a specific implementation process of this implementation mode, first, based on multiple tire information and multiple road surface information, the tire information and road surface information are combined in pairs to obtain multiple tire information and road surface information combination pairs. Secondly, the vehicle can be controlled to travel in the case of the tire information and road surface information combination pairs, that is, a vehicle skidding test is performed. When the vehicle skids, the skidding critical driving force is obtained, and the adhesion coefficient can be calculated based on the vehicle weight and the skidding critical driving force, and the relationship between the adhesion coefficient, the tire information and the road surface information is calibrated to obtain a first relationship table.

[0036] It is understandable that the slip critical driving force may be obtained by using existing methods, for example, by detecting the slip of the vehicle through a conventional TCS system to obtain the corresponding driving force when slip occurs, and no specific limitation is made here.

[0037] In this way, a three-dimensional relationship table of tire information, road surface information and adhesion coefficient can be completed by pre-calibration, so that the adhesion coefficient corresponding to the current road surface of the vehicle can be quickly and accurately obtained during anti-skid control.

[0038] Optionally, in a possible implementation of this embodiment, in step 101, first, a driving environment image collected by a sensor of the vehicle is acquired. Then, based on the driving environment image, the road surface information is acquired using a target recognition algorithm.

[0039] In this implementation, the sensor of the vehicle may include a vehicle-mounted high-definition camera. The driving environment image may include an image of a road area.

[0040] In a specific implementation process of this implementation method, firstly, the image of the road area can be extracted from the driving environment image. Secondly, the image of the road area can be recognized and processed using a target recognition algorithm to obtain the road information corresponding to the image of the road area.

[0041] In this way, the type of road surface the vehicle is traveling on can be determined in real time through the on-board sensing device, so that the adhesion coefficient corresponding to the road surface can be determined more accurately later, thereby improving the reliability of anti-skid control.

[0042] It should be noted that the specific implementation process provided in this implementation can be combined with the various specific implementation processes provided in the aforementioned implementation to implement the vehicle anti-skid control method of this embodiment. For detailed description, please refer to the relevant content in the aforementioned implementation, which will not be repeated here.

[0043] Optionally, in a possible implementation of the present embodiment, in step 103, when the driving of the vehicle is controlled based on the driving force, the speed of the driving wheels and the speed of the driven wheels of the vehicle are obtained, and then the slip rate corresponding to the driving force can be determined based on the speed of the driving wheels and the speed of the driven wheels.

[0044] In a specific implementation process of this implementation, when the vehicle is controlled to travel based on the driving force, it is also possible to detect whether the slip ratio corresponding to the driving force continues to increase. If the slip ratio meets the preset threshold condition, no control is performed. If the slip ratio does not meet the preset threshold condition, step 104 can be performed.

[0045] In this way, whether to start the anti-skid control can be determined by detecting the slip ratio under the critical driving force control, thereby optimizing the efficiency of data processing.

[0046] It should be noted that the specific implementation process provided in this implementation can be combined with the various specific implementation processes provided in the aforementioned implementation to implement the vehicle anti-skid control method of this embodiment. For detailed description, please refer to the relevant content in the aforementioned implementation, which will not be repeated here.

[0047] Optionally, in a possible implementation of this embodiment, in step 104, first, it is determined whether the slip ratio satisfies a preset threshold condition. Secondly, in response to the slip ratio not satisfying the preset threshold condition, the adjustment coefficient corresponding to the slip ratio is determined using the second relationship table. Thirdly, the driving force is adjusted based on the adjustment coefficient to obtain the slip ratio corresponding to the adjusted driving force. Thirdly, the step of determining whether the slip ratio corresponding to the adjusted driving force satisfies the preset threshold condition and the subsequent steps is returned until the slip ratio corresponding to the adjusted driving force satisfies the preset threshold condition. Thirdly, the driving force corresponding to the slip ratio satisfying the preset threshold condition is used as the anti-slip driving force.

[0048] In this implementation, the preset threshold condition may include the slip ratio being less than a preset threshold.

[0049] In this implementation, the second relationship table may be a pre-calibrated two-dimensional relationship table of slip ratio and adjustment coefficient. Here, the two-dimensional relationship table of slip ratio and adjustment coefficient may be determined based on empirical values.

[0050] In a specific implementation process of this implementation, the adjustment coefficient may be multiplied by the driving force to obtain the adjusted driving force.

[0051] In another specific implementation process of this implementation, firstly, the driving force can be adjusted based on the adjustment coefficient. Secondly, the vehicle can be controlled to travel based on the adjusted driving force, and the slip ratio corresponding to the adjusted driving force can be obtained.

[0052] It can be understood that the anti-skid driving force is a driving force that can prevent skidding from occurring.

[0053] In this way, the driving force can be iteratively adjusted according to the change in slip rate and the driving force can be gradually adjusted to the anti-skid driving force. This can achieve timely and smooth adjustment of the vehicle's driving force when there is a slipping trend, avoid possible vehicle slipping, and improve the stability and reliability of the vehicle's anti-skid control.

[0054] It should be noted that the specific implementation process provided in this implementation can be combined with the various specific implementation processes provided in the aforementioned implementation to implement the vehicle anti-skid control method of this embodiment. For detailed description, please refer to the relevant content in the aforementioned implementation, which will not be repeated here.

[0055] In order to better understand the method of the embodiment of the present application, the method of the embodiment of the present application is described below with reference to the accompanying drawings and specific application scenarios.

[0056] Figure 2 is a schematic diagram of the process of a vehicle anti-skid control method provided by another embodiment of the present application, such as Figure 2 The vehicle anti-skid control method in this embodiment may specifically include: Step 201: Obtain the current vehicle weight, tire information, and road surface information identified by the vehicle.

[0057] In this embodiment, the road surface information can be obtained based on the recognition and processing of the driving environment image collected by the vehicle-mounted high-definition camera.

[0058] In this embodiment, the tire information may include wheel size, structure, tread pattern, material, etc. The road surface information may include but is not limited to straight, curved or uphill asphalt roads, muddy roads, gravel roads, grass, snow, desert and other road conditions.

[0059] Step 202: Based on the tire information and the road condition information, determine the adhesion coefficient corresponding to the tire information and the road surface information from the first relationship table.

[0060] In this embodiment, the first relationship table is a pre-calibrated three-dimensional map of tire information, road surface information and adhesion coefficient.

[0061] Specifically, the current tire information and road condition information obtained can be matched with the tire information and road surface information in the first relationship table. When the tire information and road surface information are successfully matched, the adhesion coefficient corresponding to the successfully matched tire information and road surface information is extracted from the first relationship table.

[0062] It will be appreciated that the coefficient of adhesion may be the coefficient of friction.

[0063] Step 203: Based on the adhesion coefficient and the vehicle weight, the driving force of the vehicle is calculated using a driving force algorithm.

[0064] In this implementation, the driving force algorithm can be expressed as formula (1): F = μG; G=0.98*m (1) Among them, F can be the driving force, G can be the pressure, m can be the vehicle weight, and μ can be the adhesion coefficient, that is, the friction coefficient.

[0065] It is understandable that the driving force may be a critical driving force, i.e., a critical friction force. If the driving force of the vehicle does not exceed the critical driving force, slipping will not occur. The TCS system of the vehicle may send the critical driving force to the vehicle controller via the Controller Area Network (CAN) bus to limit the motor torque output to not more than the critical driving force.

[0066] Step 204 : When the vehicle is controlled to travel based on the driving force, the speed of the driving wheels and the speed of the driven wheels of the vehicle are obtained to determine the slip ratio corresponding to the driving force.

[0067] In this embodiment, the slip ratio may be calculated based on the difference between the speed of the driving wheels and the speed of the driven wheels of the vehicle.

[0068] Step 205: Determine whether the slip ratio meets a preset threshold condition.

[0069] In this embodiment, if yes, step 208 is executed, and if no, step 206 is executed.

[0070] In this embodiment, when the vehicle is controlled based on the driving force, it is possible to detect whether the slip ratio corresponding to the driving force continues to increase. If not, no processing is performed. If the slip ratio does not meet the preset threshold condition, no processing is performed.

[0071] In this implementation, the preset threshold condition may be that the slip ratio is less than a preset threshold.

[0072] Step 206: Determine the adjustment coefficient corresponding to the slip ratio by using the second relationship table.

[0073] Step 207 : Based on the adjustment coefficient, the driving force is adjusted to obtain a slip ratio corresponding to the adjusted driving force.

[0074] In this embodiment, after determining the slip ratio corresponding to the adjusted driving force, step 205 can be continued to determine whether the slip ratio corresponding to the adjusted driving force meets the preset threshold condition and subsequent steps until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition.

[0075] Exemplarily, first, based on the adjustment process of the initial driving force, an adjusted driving force, i.e., a first driving force, is obtained. The first driving force can be used to control the vehicle to determine the first slip ratio corresponding to the first driving force. Secondly, it can be determined whether the first slip ratio is less than a preset threshold. When the first slip ratio is not less than the preset threshold, the first adjustment coefficient corresponding to the first slip ratio is determined using the second relationship table. Thirdly, based on the first adjustment coefficient, the first driving force is adjusted to obtain an adjusted driving force, i.e., a second driving force. Thirdly, based on the second driving force, the vehicle is controlled to obtain a second slip ratio corresponding to the second driving force. Thirdly, it can be determined whether the second slip ratio is less than the preset threshold. When the second slip ratio is not less than the preset threshold, the second adjustment coefficient corresponding to the second slip ratio is determined by continuing to use the second relationship table. The above processing steps are repeated until the slip ratio corresponding to the adjusted driving force is less than the preset threshold, and the adjusted driving force is used as the anti-slip driving force.

[0076] In this embodiment, the adjusted driving force may be the product of the driving force and the adjustment coefficient.

[0077] Preferably, the vehicle driving may continue to be controlled based on the adjusted driving force to obtain a slip ratio corresponding to the adjusted driving force.

[0078] In this embodiment, the second relationship table may be a pre-calibrated two-dimensional map of slip ratio and adjustment coefficient.

[0079] Here, illustratively, the larger the slip ratio is, the smaller the adjustment coefficient is, so that the output adjusted driving force is smaller.

[0080] Step 208: Use the driving force corresponding to the slip ratio that meets the preset threshold condition as the anti-slip driving force.

[0081] Step 209: Control the vehicle to travel based on the anti-skid driving force.

[0082] By adopting the scheme in this embodiment, the control optimization based on the big data high-definition camera combined with the whole vehicle control can be realized to detect the current road surface and wheel information in advance, and obtain the current adhesion coefficient by looking up the table, so as to control the limit driving force available to the whole vehicle at this time, and effectively prevent the occurrence of skidding. It can fundamentally prevent the occurrence of skidding, and start optimizing control in combination with road condition information before the conventional TCS system detects the activation of wheel speed difference.

[0083] In addition, by adopting the solution in this embodiment, through using the pre-calibrated first relationship table, the adhesion coefficient of different road conditions can be identified, and the anti-skid control of different road conditions can be adapted. It covers a variety of road conditions and can effectively suppress skidding under different road conditions, thereby reducing driving risks.

[0084] In addition, by adopting the scheme in this embodiment, the vehicle can identify different road conditions to determine the corresponding adhesion coefficient during driving, and can perform optimized control before the vehicle slightly slips. Moreover, the self-learning function can gradually improve and update the three-dimensional relationship table database information of tire information, road information and adhesion coefficient, thereby optimizing the accuracy of slip control.

[0085] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0086] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0087] Figure 3 FIG. 1 shows a structural block diagram of a vehicle anti-skid control device provided by an embodiment of the present application. Figure 3As shown. The vehicle anti-skid control device 300 of this embodiment may include an acquisition unit 301, a determination unit 302, an acquisition unit 303, an adjustment unit 304 and a control unit 305. Among them, the acquisition unit 301 is used to acquire the vehicle weight, tire information and road surface information perceived by the vehicle; the determination unit 302 is used to determine the adhesion coefficient corresponding to the tire information and road surface information based on the tire information and road condition information using a first relationship table; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient; the acquisition unit 303 is used to obtain the driving force of the vehicle based on the adhesion coefficient and vehicle weight to determine the slip rate corresponding to the driving force; the adjustment unit 304 is used to iteratively adjust the driving force based on the slip rate using a preset adjustment strategy until the slip rate corresponding to the adjusted driving force meets a preset threshold condition to obtain the anti-skid driving force; the control unit 305 is used to control the vehicle to travel based on the anti-skid driving force.

[0088] Optionally, in a possible implementation of this embodiment, the determination unit 302 is also used to obtain the vehicle weight, multiple tire information and multiple road surface information of the vehicle; combine the multiple tire information and multiple road surface information to obtain multiple tire information and road surface information combination pairs; for any tire information and road surface information combination pair, perform the following operations: in the case of the tire information and road surface information combination pair, control the vehicle to travel; in response to the vehicle slipping, obtain the critical driving force for slip; based on the vehicle weight and the critical driving force for slip, obtain the adhesion coefficient; calibrate the relationship between the adhesion coefficient, tire information and road surface information to obtain the first relationship table.

[0089] Optionally, in a possible implementation of this embodiment, the acquisition unit 301 is further used to acquire a driving environment image collected by a sensor of the vehicle; based on the driving environment image, the road surface information is acquired using a target recognition algorithm.

[0090] Optionally, in a possible implementation of the present embodiment, the acquisition unit 303 is further used to obtain the speed of the driving wheels and the speed of the driven wheels of the vehicle when the driving of the vehicle is controlled based on the driving force; and determine the slip rate corresponding to the driving force based on the speed of the driving wheels and the speed of the driven wheels.

[0091] Optionally, in a possible implementation of this embodiment, the adjustment unit 304 is further used to determine whether the slip ratio satisfies a preset threshold condition; in response to the slip ratio not satisfying the preset threshold condition, determine an adjustment coefficient corresponding to the slip ratio using a second relationship table; based on the adjustment coefficient, adjust the driving force to obtain the slip ratio corresponding to the adjusted driving force; return to execute the step of determining whether the slip ratio corresponding to the driving force after the adjustment satisfies the preset threshold condition and subsequent steps until the slip ratio corresponding to the adjusted driving force satisfies the preset threshold condition; and use the driving force corresponding to the slip ratio that satisfies the preset threshold condition as the anti-slip driving force.

[0092] Optionally, in a possible implementation of this embodiment, the adjustment unit 304 is further used to adjust the driving force based on the adjustment coefficient; control the vehicle driving based on the adjusted driving force, and obtain the slip ratio corresponding to the adjusted driving force.

[0093] In this embodiment, the vehicle weight, tire information and road surface information sensed by the vehicle can be obtained by the acquisition unit, and then the determination unit can determine the adhesion coefficient corresponding to the tire information and road surface information based on the tire information and road condition information by using a first relationship table; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient, the acquisition unit obtains the driving force of the vehicle based on the adhesion coefficient and vehicle weight to determine the slip rate corresponding to the driving force, and the adjustment unit iterates the driving force based on the slip rate using a preset adjustment strategy. The adjustment process is performed until the slip rate corresponding to the adjusted driving force meets the preset threshold condition, and the anti-skid driving force is obtained, so that the control unit can control the vehicle driving based on the anti-skid driving force. Since the first relationship table can be directly used to obtain the adhesion coefficient that matches the current tire of the vehicle and the driving road surface, and then the driving force for controlling the driving is obtained based on the adhesion coefficient, and based on the judgment result of the change of the vehicle slip rate, the driving force for controlling the driving is adjusted multiple times, it can be achieved that when the vehicle has a tendency to slip, the driving force can be adjusted to a safe state in time, thereby ensuring the safety and reliability of the vehicle driving.

[0094] In the technical solution of this application, the user personal information involved, such as the collection, storage, use, processing, transmission, provision and disclosure of user images and attribute data, etc., complies with the provisions of relevant laws and regulations and does not violate public order and good morals.

[0095] According to an embodiment of the present application, the present application also provides an electronic device, a readable storage medium and a computer program product.

[0096] According to an embodiment of the present application, a new energy vehicle including the provided electronic device is further provided. For example, the new energy vehicle may be a new energy household vehicle, a new energy commercial vehicle, a new energy logistics vehicle, a new energy large vehicle, etc.

[0097] Figure 4 A schematic block diagram of an example electronic device 400 that can be used to implement an embodiment of the present application is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present application described and / or required herein.

[0098] like Figure 4 As shown, the electronic device 400 includes a computing unit 401, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 402 or a computer program loaded from a storage unit 408 into a random access memory (RAM) 403. In the RAM 403, various programs and data required for the operation of the electronic device 400 can also be stored. The computing unit 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0099] Multiple components in the electronic device 400 are connected to the I / O interface 405, including: an input unit 406, such as a keyboard, a mouse, etc.; an output unit 407, such as various types of displays, speakers, etc.; a storage unit 408, such as a disk, an optical disk, etc.; and a communication unit 409, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 409 allows the electronic device 400 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0100] The computing unit 401 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 401 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The computing unit 401 performs the various methods and processes described above, such as a vehicle anti-skid control method. For example, in some embodiments, the vehicle anti-skid control method may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit 408. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 400 via the ROM 402 and / or the communication unit 409. When the computer program is loaded into the RAM 403 and executed by the computing unit 401, one or more steps of the vehicle anti-skid control method described above may be performed. Alternatively, in other embodiments, the computing unit 401 may be configured to perform the vehicle anti-skid control method in any other appropriate manner (e.g., by means of firmware).

[0101] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0102] The program code for implementing the method of the present application can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, implements the functions / operations specified in the flow chart and / or block diagram. The program code can be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0103] In the context of the present application, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0104] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0105] The systems and techniques described herein may be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), and the Internet.

[0106] A computer system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The relationship of client and server is generated by computer programs running on respective computers and having a client-server relationship with each other. The server may be a cloud server, a server of a distributed system, or a server combined with a blockchain.

[0107] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this disclosure can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution disclosed in this application can be achieved, and this document is not limited here.

[0108] The above specific implementations do not constitute a limitation on the protection scope of this application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of this application should be included in the protection scope of this application.

Claims

1. A vehicle anti-skid control method, characterized in that: The method comprises: Obtaining vehicle weight, tire information, and road surface information sensed by the vehicle; Based on the tire information and the road condition information, the adhesion coefficient corresponding to the tire information and the road surface information is determined using a first relationship table; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient; Based on the adhesion coefficient and the vehicle weight, a driving force of the vehicle is obtained to determine a slip ratio corresponding to the driving force; Based on the slip ratio, the driving force is iteratively adjusted using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force meets a preset threshold condition, thereby obtaining an anti-slip driving force; Based on the anti-skid driving force, the vehicle is controlled to travel.

2. The method according to claim 1, characterized in that Pre-calibrating the first relationship table includes: Acquiring the vehicle weight, multiple tire information and multiple road surface information of the vehicle; Combining and processing the plurality of tire information and the plurality of road surface information to obtain a plurality of tire information and road surface information combination pairs; For any combination of tire information and road information, perform the following operations: When the tire information and road surface information are combined, controlling the vehicle to travel; In response to the vehicle slipping, obtaining a slip critical driving force; Obtaining an adhesion coefficient based on the vehicle weight and the slip critical driving force of the vehicle; The relationship between the adhesion coefficient, tire information and road surface information is calibrated to obtain the first relationship table.

3. The method according to claim 1, characterized in that Acquiring road surface information sensed by the vehicle, including: Acquiring a driving environment image collected by a sensor of the vehicle; Based on the driving environment image, the road surface information is acquired using a target recognition algorithm.

4. The method according to claim 1, characterized in that: The determining the slip ratio corresponding to the driving force includes: When the vehicle is controlled to travel based on the driving force, obtaining the speed of the driving wheels and the speed of the driven wheels of the vehicle; A slip ratio corresponding to the driving force is determined based on the speed of the driving wheel and the speed of the driven wheel.

5. The method according to any one of claims 1 to 4, characterized in that The step of adjusting the driving force based on the slip ratio by using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force meets a preset threshold condition to obtain the anti-slip driving force comprises: determining whether the slip ratio satisfies a preset threshold condition; In response to the slip ratio not satisfying a preset threshold condition, determining an adjustment coefficient corresponding to the slip ratio by using a second relationship table; Based on the adjustment coefficient, the driving force is adjusted to obtain a slip ratio corresponding to the adjusted driving force; Returning to the step of determining whether the slip ratio corresponding to the adjusted driving force satisfies a preset threshold condition and subsequent steps, until the slip ratio corresponding to the adjusted driving force satisfies the preset threshold condition; The driving force corresponding to the slip ratio that meets the preset threshold condition is used as the anti-slip driving force.

6. The method according to claim 5, characterized in that The adjusting process of the driving force based on the adjustment coefficient to obtain a slip ratio corresponding to the adjusted driving force includes: Based on the adjustment coefficient, adjusting the driving force; The vehicle is controlled to travel based on the adjusted driving force, and a slip ratio corresponding to the adjusted driving force is obtained.

7. A vehicle anti-skid control device, characterized in that: The device comprises: An acquisition unit, used to acquire vehicle weight, tire information, and road surface information sensed by the vehicle; A determination unit, configured to determine the adhesion coefficient corresponding to the tire information and the road surface information by using a first relationship table based on the tire information and the road condition information; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information and adhesion coefficient; an obtaining unit, configured to obtain a driving force of the vehicle based on the adhesion coefficient and the vehicle weight, so as to determine a slip ratio corresponding to the driving force; an adjustment unit, configured to iteratively adjust the driving force based on the slip ratio by using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force satisfies a preset threshold condition, thereby obtaining an anti-slip driving force; A control unit is used to control the vehicle driving based on the anti-skid driving force.

8. An electronic device, characterized in that: include: at least one processor; as well as a memory communicatively coupled to the at least one processor; The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that: The computer instructions are used to cause the computer to execute the method according to any one of claims 1-6.

10. A new energy vehicle, characterized in that: Comprising an electronic device according to claim 8.

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