Control Method, Device, Equipment and Storage Medium for Vehicle Anti-Skid

Abstract

The present application discloses a control method, device, equipment and storage medium for vehicle anti-skidding, belonging to the technical field of automobiles. The method specifically includes: obtaining the vehicle weight, tire information and road surface information sensed by the vehicle; based on the tire information and road condition information, using a first relationship table to determine the adhesion coefficient corresponding to the tire information and road surface information; the first relationship table is a three-dimensional relationship table of tire information, road surface information and adhesion coefficient calibrated in advance; based on the adhesion coefficient and vehicle weight, obtaining the driving force of the vehicle to determine the slip ratio corresponding to the driving force; based on the slip ratio, using a preset adjustment strategy to perform iterative adjustment processing on the driving force until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition to obtain an anti-skid driving force; based on the anti-skid driving force, controlling the vehicle to travel.

Description

Technical Field

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

[0002] Generally, when the driving condition of a vehicle changes, the adhesion coefficient between the tire and the ground also changes accordingly. Especially on a wet and slippery road surface, there is a risk of the vehicle slipping out of control during driving. Most vehicle models are equipped with a Traction Control System (TCS), also known as a Traction Control System. The TCS system determines whether the driving wheel slips based on the rotation speed of the driving wheel and the rotation speed of the driving wheel. When the former is greater than the latter, it is determined that slipping is activated, and then a anti-skid control system that inhibits the rotation speed of the driving wheel is used. The anti-skid control of the vehicle can be achieved by using this TCS system.

[0003] However, the conventional TCS system is only activated after detecting a difference in the rotation speeds of the driving wheel and the driving wheel. At this time, the vehicle has already experienced a slight slipping situation, and there are still certain safety hazards. Summary of the Invention

[0004] This application provides a control method, device, equipment, and storage medium for vehicle anti-skid, which can solve the problem of poor reliability of vehicle anti-skid control. The technical solutions are as follows:

[0005] In a first aspect, a control method for vehicle anti-skid is provided. The method includes:

[0006] Obtain the vehicle weight, tire information, and road surface information sensed by the vehicle;

[0007] Based on the tire information and road condition information, use a first relationship table to determine the adhesion coefficient corresponding to the tire information and road surface information; the first relationship table is a three-dimensional relationship table of tire information, road surface information, and adhesion coefficient that is pre-calibrated;

[0008] Based on the adhesion coefficient and vehicle weight, obtain the driving force of the vehicle to determine the slip ratio corresponding to the driving force;

[0009] Based on the slip ratio, use a preset adjustment strategy to perform iterative adjustment processing on the driving force until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition to obtain an anti-skid driving force;

[0010] Control the vehicle to travel based on the anti-skid driving force.

[0011] In a possible implementation manner, pre-calibrating the first relationship table includes:

[0012] Obtain the vehicle weight, multiple tire information, and multiple road surface information of the vehicle;

[0013] Perform combined processing on the multiple tire information and multiple road surface information to obtain multiple combinations of tire information and road surface information;

[0014] For any combination of tire information and road surface information, perform the following operations:

[0015] Under the condition of the combination of tire information and road surface information, control the vehicle to travel;

[0016] In response to the vehicle skidding, obtain the critical driving force for skidding;

[0017] Based on the vehicle weight and the critical driving force for skidding of the vehicle, obtain the adhesion coefficient;

[0018] Perform calibration processing on the relationship between the adhesion coefficient, tire information, and road surface information to obtain the first relationship table.

[0019] In a possible implementation manner, obtaining the road surface information sensed by the vehicle includes:

[0020] Obtain the driving environment image collected by the sensors of the vehicle;

[0021] Based on the driving environment image, use the target recognition algorithm to obtain the road surface information.

[0022] In a possible implementation manner, the determining the slip ratio corresponding to the driving force includes:

[0023] Under the condition of controlling the vehicle to travel based on the driving force, obtain the speed of the driving wheels and the speed of the driven wheels of the vehicle;

[0024] Based on the speed of the driving wheels and the speed of the driven wheels, determine the slip ratio corresponding to the driving force.

[0025] In a possible implementation manner, the 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 the preset threshold condition to obtain the anti-skid driving force includes:

[0026] Determine whether the slip ratio meets the preset threshold condition;

[0027] In response to the slip ratio not meeting the preset threshold condition, use the second relationship table to determine the adjustment coefficient corresponding to the slip ratio;

[0028] Based on the adjustment coefficient, perform adjustment processing on the driving force to obtain the slip ratio corresponding to the adjusted driving force;

[0029] Return to execute the step of determining whether the slip ratio corresponding to the driving force after the adjustment process meets the preset threshold condition and subsequent steps until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition;

[0030] Use the driving force corresponding to the slip ratio that meets the preset threshold condition as the anti-skid driving force.

[0031] In a possible implementation manner, the adjusting the driving force based on the adjustment coefficient to obtain the slip ratio corresponding to the adjusted driving force includes:

[0032] Adjust the driving force based on the adjustment coefficient;

[0033] Control the vehicle to travel based on the adjusted driving force, and obtain the slip ratio corresponding to the adjusted driving force.

[0034] In a second aspect, a vehicle anti-skid control device is provided, and the device includes:

[0035] An acquisition unit, configured to acquire the vehicle weight, tire information, and road surface information sensed by the vehicle;

[0036] A determination unit, configured to determine the adhesion coefficient corresponding to the tire information and the road surface information based on the tire information and the 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;

[0037] An obtaining unit, configured to obtain the driving force of the vehicle based on the adhesion coefficient and the vehicle weight to determine the slip ratio corresponding to the driving force;

[0038] An adjustment unit, configured to perform iterative adjustment processing on 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 the preset threshold condition, and obtain the anti-skid driving force;

[0039] A control unit, configured to control the vehicle to travel based on the anti-skid driving force.

[0040] In a third aspect, a computer-readable storage medium is provided, and 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 in the above aspect and any possible implementation manner.

[0041] In a fourth aspect, an electronic device is provided, including:

[0042] At least one processor; and

[0043] A memory communicatively connected to the at least one processor; wherein,

[0044] 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 execute the methods of the aspects and any possible implementation manners described above.

[0045] In a fifth aspect, a computer program product is provided, including a computer program which, when executed by a processor, implements the methods of the aspects and any possible implementation manners described above.

[0046] In a sixth aspect, a new energy vehicle is provided, including the electronic device described above.

[0047] The beneficial effects of the technical solution provided in this application at least include:

[0048] As can be seen from the above technical solution, in the embodiment of this application, the vehicle weight, slip ratio, tire information, and road surface information sensed by the vehicle can be obtained, and then, based on the tire information and road condition information, using the first relationship table, the adhesion coefficient corresponding to the tire information and road surface information can be determined. The first relationship table is a 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 ratio, using a preset adjustment strategy, iterative adjustment processing is performed on the driving force until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition, and an anti-slip driving force is obtained. Based on the anti-slip 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 tires and the driving road surface of the vehicle, and then the driving force for controlling the travel is obtained based on the adhesion coefficient, and multiple adjustments are made to the driving force for controlling the travel based on the judgment result of the change in the slip ratio of the vehicle, it is possible to timely adjust the driving force to a safe state when the vehicle has a tendency to slip, thereby ensuring the safety and reliability of the vehicle travel.

[0049] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of this application, nor is it used to limit the scope of this application. Other features of this application will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of this application, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of this application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0051] Figure 1 is a schematic flowchart of a vehicle anti - skid control method provided by an embodiment of the present application;

[0052] Figure 2 is a schematic diagram of the process of a vehicle anti - skid control method provided by another embodiment of the present application;

[0053] Figure 3 is a structural block diagram of a vehicle anti - skid control device provided by another embodiment of the present application;

[0054] Figure 4 is a block diagram of an electronic device for implementing the vehicle anti - skid control method of the embodiment of the present application. Detailed implementation manners

[0055] The following makes an explanation of the exemplary embodiments of the present application in conjunction with the accompanying drawings. Various details of the embodiments of the present application are included to facilitate understanding, and they should be considered merely exemplary. Therefore, those of ordinary skill in the art should recognize 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 below.

[0056] Obviously, the described embodiments are part of the embodiments of the present application, rather than all of them. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without making creative efforts fall within the scope of protection of the present application.

[0057] It should be noted that the terminal devices involved in the embodiments of the present application may include, but are not limited to, intelligent devices such as mobile phones, personal digital assistants (PDAs), wireless handheld devices, and tablet computers (Tablet Computers); display devices may include, but are not limited to, devices with display functions such as personal computers and televisions.

[0058] In addition, the term "and / or" herein is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " herein generally represents an "or" relationship between the associated objects before and after.

[0059] Currently, the conventional TCS system is only activated after detecting a speed difference between the driving wheels and the transmission wheels. At this time, the vehicle has already experienced a slight skid situation, and there are still certain potential safety hazards.

[0060] Therefore, there is an urgent need for a vehicle anti-skid control method to adjust the driving force in a timely manner before the new energy commercial vehicle skids to avoid skidding, thereby ensuring the reliability and safety of vehicle driving.

[0061] Please refer to Figure 1 , which shows a schematic flow chart of the vehicle anti-skid control method provided by an embodiment of the present application. The vehicle anti-skid control method may specifically include:

[0062] Step 101, obtain the vehicle weight, tire information, and road surface information sensed by the vehicle.

[0063] Step 102, based on the tire information and road condition information, use the first relationship table to determine the adhesion coefficient corresponding to the tire information and road surface information; the first relationship table is a pre-calibrated three-dimensional relationship table of tire information, road surface information, and adhesion coefficient.

[0064] Step 103, based on the adhesion coefficient and vehicle weight, obtain the driving force of the vehicle to determine the slip ratio corresponding to the driving force.

[0065] Step 104, based on the slip ratio, use a preset adjustment strategy to perform iterative adjustment processing on the driving force until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition to obtain the anti-skid driving force.

[0066] Step 105, control the vehicle to drive based on the anti-skid driving force.

[0067] It should be noted that the vehicle weight can be the sum of the vehicle's own weight and load.

[0068] It should be noted that the tire information may include at least one of the tire size, material, and model. The road surface information may be different road surface type information. 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 snow road, and a desert road.

[0069] In this way, the adhesion coefficient matching the vehicle's current tires and driving road surface can be directly obtained by using the first relationship table, and then the driving force for the current driving can be obtained based on the adhesion coefficient. Based on the judgment result of the change in the vehicle slip ratio, the driving force is adjusted multiple times, so that when the vehicle has a skidding tendency, the driving force can be adjusted to a safe state in a timely manner, thereby ensuring the safety and reliability of vehicle driving.

[0070] Optionally, in a possible implementation of this 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 the multiple road surface information are combined and processed to obtain multiple combinations of tire information and road surface information. Thirdly, for any combination of tire information and road surface information, the following operations are performed: In the case of the combination of tire information and road surface information, the vehicle is controlled to travel. Furthermore, in response to the vehicle skidding, the critical skidding driving force may be obtained. Based on the vehicle weight and the critical skidding driving force, the adhesion coefficient may be obtained, and the relationship between the adhesion coefficient, tire information, and road surface information is calibrated to obtain the first relationship table.

[0071] In this implementation, the multiple tire information may be multiple types of tire information. The multiple road surface information may be multiple types of road surface information.

[0072] In a specific implementation process of this implementation, first, based on the multiple tire information and the multiple road surface information, the tire information and the road surface information are combined pairwise to obtain multiple combinations of tire information and road surface information. Secondly, in the case of the combination of tire information and road surface information, the vehicle may be controlled to travel, that is, a skidding test of the vehicle is performed. When the vehicle skids, the critical skidding driving force is obtained. Based on the vehicle weight and the critical skidding driving force, the adhesion coefficient may be calculated, and the relationship between the adhesion coefficient, tire information, and road surface information is calibrated to obtain the first relationship table.

[0073] It can be understood that existing methods may be used to obtain the critical skidding driving force. For example, the conventional TCS system is used to detect the skidding situation of the vehicle to obtain the corresponding driving force when skidding occurs, and specific limitations are not made here.

[0074] In this way, a three-dimensional relationship table of tire information, road surface information, and adhesion coefficient can be completed through pre-calibration, so that when performing anti-skid control, the adhesion coefficient corresponding to the current driving road surface of the vehicle can be obtained quickly and accurately.

[0075] Optionally, in a possible implementation of this embodiment, in step 101, first, the driving environment image collected by the vehicle's sensor is obtained. Secondly, based on the driving environment image, the road surface information is obtained by using a target recognition algorithm.

[0076] In this implementation, the vehicle's sensor may include an in-vehicle high-definition camera. The driving environment image may include an image of the road surface area.

[0077] In a specific implementation process of this implementation manner, first, an image of the road surface area can be extracted from the driving environment image. Secondly, the target recognition algorithm can be used to perform recognition processing on the image of the road surface area to obtain the road surface information corresponding to the image of the road surface area.

[0078] In this way, the vehicle-mounted sensing device can determine the type of the driving road surface of the vehicle in real time, so as to more accurately determine the adhesion coefficient corresponding to the road surface subsequently, thereby improving the reliability of the anti-skid control.

[0079] It should be noted that the specific implementation process provided in this implementation manner can be combined with various specific implementation processes provided in the foregoing implementation manner to implement the vehicle anti-skid control method of this embodiment. For a detailed description, reference can be made to the relevant content in the foregoing implementation manner, which will not be elaborated here.

[0080] Optionally, in a possible implementation manner of this embodiment, in step 103, when controlling the vehicle 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, and then the slip ratio corresponding to the driving force can be determined based on the speed of the driving wheels and the speed of the driven wheels.

[0081] In a specific implementation process of this implementation manner, when controlling the vehicle to travel based on the driving force, it is also possible to detect whether the slip ratio corresponding to the driving force continuously increases. If the slip ratio meets the preset threshold condition, no control is required. If the slip ratio does not meet the preset threshold condition, step 104 can be executed.

[0082] In this way, it is possible to determine whether to start the anti-skid control by detecting the slip ratio under the critical driving force control, optimizing the efficiency of data processing.

[0083] It should be noted that the specific implementation process provided in this implementation manner can be combined with various specific implementation processes provided in the foregoing implementation manner to implement the vehicle anti-skid control method of this embodiment. For a detailed description, reference can be made to the relevant content in the foregoing implementation manner, which will not be elaborated here.

[0084] Optionally, in a possible implementation manner of this embodiment, in step 104, first, determine whether the slip ratio meets a preset threshold condition. Second, in response to the slip ratio not meeting the preset threshold condition, use a second relationship table to determine an adjustment coefficient corresponding to the slip ratio. Third, based on the adjustment coefficient, perform an adjustment process on the driving force to obtain a slip ratio corresponding to the adjusted driving force. Fourth, return to execute the steps of determining 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. Fifth, use the driving force corresponding to the slip ratio that meets the preset threshold condition as the anti-slip driving force.

[0085] In this implementation manner, the preset threshold condition may include that the slip ratio is less than a preset threshold.

[0086] In this implementation manner, the second relationship table may be a two-dimensional relationship table of the pre-calibrated slip ratio and the adjustment coefficient. Here, the two-dimensional relationship table of the slip ratio and the adjustment coefficient may be determined based on empirical values.

[0087] In a specific implementation process of this implementation manner, the adjustment coefficient may be multiplied by the driving force to obtain the adjusted driving force.

[0088] In another specific implementation process of this implementation manner, first, an adjustment process may be performed on the driving force based on the adjustment coefficient. Second, the vehicle may be controlled to travel based on the adjusted driving force to obtain a slip ratio corresponding to the adjusted driving force.

[0089] It can be understood that the anti-slip driving force is a driving force that can avoid slipping.

[0090] In this way, by iteratively adjusting the driving force according to the change of the slip ratio, the driving force can be gradually adjusted to the anti-slip driving force, which can realize timely and smoothly adjusting the driving force of the vehicle when there is a tendency of slipping, can avoid the possible vehicle slipping situation, and improve the stability and reliability of vehicle anti-slip control.

[0091] It should be noted that the specific implementation processes provided in this implementation manner can be combined with the various specific implementation processes provided in the foregoing implementation manner to implement the vehicle anti-slip control method of this embodiment. For a detailed description, reference can be made to the relevant content in the foregoing implementation manner, which will not be elaborated here.

[0092] To better understand the method of this application embodiment, the method of this application embodiment will be described below in conjunction with the accompanying drawings and specific application scenarios.

[0093] Figure 2It is a schematic diagram of the process of a vehicle anti - skid control method provided by another embodiment of the present application, as Figure 2 shown. The vehicle anti - skid control method in this embodiment may specifically include:

[0094] Step 201: Obtain the current vehicle weight, tire information, and road surface information recognized by the vehicle.

[0095] In this implementation, the road surface information can be obtained based on the recognition and processing of the driving environment images collected by the on - vehicle high - definition camera.

[0096] In this implementation, the tire information may include wheel size, structure, tread pattern, material, etc. The road surface information may include, but is not limited to, road conditions such as straight, curved, or uphill asphalt roads, muddy roads, gravel roads, grasslands, snow - covered roads, deserts, etc.

[0097] Step 202: Based on the tire information and road condition information, determine the adhesion coefficient corresponding to the tire information and road surface information from the first relationship table.

[0098] In this implementation, the first relationship table is a pre - calibrated three - dimensional map of tire information, road surface information, and adhesion coefficient.

[0099] Specifically, the currently obtained tire information and road condition information can be matched with the tire information and road surface information in the first relationship table. When both 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.

[0100] It can be understood that the adhesion coefficient can be the friction coefficient.

[0101] Step 203: Based on the adhesion coefficient and vehicle weight, use the driving force algorithm to calculate the driving force of the vehicle.

[0102] In this implementation, the driving force algorithm can be expressed as formula (1):

[0103] F = μG;

[0104] G = 0.98 * m (1)

[0105] Wherein, 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.

[0106] It is understandable that the driving force can be a critical driving force, that is, a critical frictional force. If the driving force of the vehicle does not exceed this critical driving force, no skidding will occur. The vehicle's TCS system can send the critical driving force to the vehicle controller via the Controller Area Network (CAN) bus to limit the motor torque output to no greater than the critical driving force.

[0107] Step 204: When controlling the vehicle's driving based on the driving force, obtain the speed of the driving wheels and the speed of the driven wheels of the vehicle to determine the slip ratio corresponding to the driving force.

[0108] In this embodiment, the slip ratio can be calculated based on the difference between the speed of the driving wheels and the speed of the driven wheels of the vehicle.

[0109] Step 205: Determine whether the slip ratio meets the preset threshold condition.

[0110] In this embodiment, if so, execute step 208; if not, execute step 206.

[0111] In this embodiment, when controlling the vehicle's driving based on the driving force, it can be detected whether the slip ratio corresponding to the driving force continues to increase. If the slip ratio meets the preset threshold condition, no processing may be required. If the slip ratio does not meet the preset threshold condition.

[0112] In this embodiment, the preset threshold condition can be that the slip ratio is less than a preset threshold.

[0113] Step 206: Use the second relationship table to determine the adjustment coefficient corresponding to the slip ratio.

[0114] Step 207: Based on the adjustment coefficient, perform adjustment processing on the driving force to obtain the slip ratio corresponding to the adjusted driving force.

[0115] 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 driving force after adjustment processing meets the preset threshold condition and subsequent steps until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition.

[0116] Exemplarily, first, based on the adjustment process of the initial driving force, the adjusted driving force, i.e., the first driving force, is obtained. The first driving force can be used to control the vehicle's driving 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 the adjusted driving force, i.e., the second driving force. Thirdly, based on the second driving force, the vehicle is driven to obtain the 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 relationship table is continuously used to determine the second adjustment coefficient corresponding to the second slip ratio. The above processing steps are repeatedly executed 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.

[0117] In this embodiment, the adjusted driving force can be the product of the driving force and the adjustment coefficient.

[0118] Preferably, the vehicle can continue to be driven based on the adjusted driving force to obtain the slip ratio corresponding to the adjusted driving force.

[0119] In this embodiment, the second relationship table can be a pre-calibrated two-dimensional map of the slip ratio and the adjustment coefficient.

[0120] Here, exemplarily, the larger the slip ratio, the smaller the adjustment coefficient. In this way, the output adjusted driving force is smaller.

[0121] Step 208: Use the driving force corresponding to the slip ratio that meets the preset threshold condition as the anti-slip driving force.

[0122] Step 209: Control the vehicle's driving based on the anti-slip driving force.

[0123] By adopting the solution in this embodiment, based on the control optimization of the big data high-definition camera combined with the vehicle control, it is possible to detect the current road surface and wheel information in advance, look up the table to obtain the current adhesion coefficient, and then control the limit driving force available for the whole vehicle at this time, effectively preventing the occurrence of skidding. It can fundamentally prevent skidding from occurring and start optimizing the control in combination with the road condition information before the conventional TCS system detects the wheel speed difference and activates.

[0124] In addition, by adopting the solution in this embodiment, through the use of the pre-calibrated first relationship table, the adhesion coefficients of different road surface conditions can be identified, and the anti-skid control adaptable to different road surface conditions can be achieved, covering a variety of road surface conditions, and effectively suppressing the occurrence of skidding under different road surface conditions, reducing the driving risk.

[0125] In addition, by adopting the solution in this embodiment, during the driving process of the vehicle, different road surface conditions can be recognized to determine the corresponding adhesion coefficient, and optimization control can be carried out before the vehicle starts to slip slightly. Moreover, the self-learning function can gradually improve and update the three-dimensional relationship table database information of the tire information, road surface information, and adhesion coefficient, thereby optimizing the accuracy of slip control.

[0126] It should be noted that for the foregoing method embodiments, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that this application is not limited by the described action sequence, because according to this application, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0127] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0128] Figure 3 The structural block diagram of a vehicle anti-slip control device provided by an embodiment of the present application is shown as Figure 3 shown. The vehicle anti-slip control device 300 in this embodiment may include an acquisition unit 301, a determination unit 302, an obtaining 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 sensed 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 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 obtaining unit 303 is used to obtain the driving force of the vehicle based on the adhesion coefficient and vehicle weight to determine the slip ratio corresponding to the driving force; the adjustment unit 304 is used to perform iterative adjustment processing on 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 the preset threshold condition to obtain an anti-slip driving force; the control unit 305 is used to control the vehicle to drive based on the anti-slip driving force.

[0129] Optionally, in a possible implementation manner of this embodiment, the determining unit 302 is further configured to obtain the vehicle weight, multiple tire information, and multiple road surface information of the vehicle; perform combined processing on the multiple tire information and the multiple road surface information to obtain multiple combinations of tire information and road surface information; for any combination of tire information and road surface information, perform the following operations: control the vehicle to travel in the case of the combination of tire information and road surface information; in response to the vehicle skidding, obtain the critical driving force for skidding; based on the vehicle weight and the critical driving force for skidding, obtain the adhesion coefficient; perform calibration processing on the relationship among the adhesion coefficient, tire information, and road surface information to obtain the first relationship table.

[0130] Optionally, in a possible implementation manner of this embodiment, the obtaining unit 301 is further configured to obtain the driving environment image collected by the vehicle's sensors; based on the driving environment image, use the target recognition algorithm to obtain the road surface information.

[0131] Optionally, in a possible implementation manner of this embodiment, the obtaining unit 303 is further configured to, when controlling the vehicle to travel based on the driving force, obtain the speed of the driving wheels and the speed of the driven wheels of the vehicle; based on the speed of the driving wheels and the speed of the driven wheels, determine the slip ratio corresponding to the driving force.

[0132] Optionally, in a possible implementation manner of this embodiment, the adjusting unit 304 is further configured to determine whether the slip ratio meets the preset threshold condition; in response to the slip ratio not meeting the preset threshold condition, use the second relationship table to determine the adjustment coefficient corresponding to the slip ratio; based on the adjustment coefficient, perform adjustment processing on the driving force to obtain the slip ratio corresponding to the adjusted driving force; return to execute the steps of determining whether the slip ratio corresponding to the driving force after the adjustment processing meets the preset threshold condition and subsequent steps until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition; use the driving force corresponding to the slip ratio that meets the preset threshold condition as the anti-skid driving force.

[0133] Optionally, in a possible implementation manner of this embodiment, the adjusting unit 304 is further configured to perform adjustment processing on the driving force based on the adjustment coefficient; control the vehicle to travel based on the adjusted driving force, and obtain the slip ratio corresponding to the adjusted driving force.

[0134] In this embodiment, a vehicle weight, tire information of the vehicle, and road surface information sensed by the vehicle can be obtained by an obtaining unit. Then, a determination unit can determine an adhesion coefficient corresponding to the tire information and the road surface information based on the tire information and road condition information by using a first relationship table. The first relationship table is a three-dimensional relationship table of tire information, road surface information, and adhesion coefficient that is pre-calibrated. A driving force of the vehicle can be obtained by an obtaining unit based on the adhesion coefficient and the vehicle weight to determine a slip ratio corresponding to the driving force. An adjustment unit can perform an iterative adjustment process on 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 an anti-slip driving force, so that a control unit can control the vehicle to travel based on the anti-slip driving force. Since the first relationship table can be directly used to obtain an adhesion coefficient matching the current tires and the driving road surface of the vehicle, then obtain a driving force for controlling travel based on the adhesion coefficient, and perform multiple adjustments on the driving force for controlling travel based on a judgment result of a change in the vehicle slip ratio, it is possible to adjust the driving force to a safe state in a timely manner when the vehicle has a tendency to slip, thereby ensuring the safety and reliability of vehicle travel.

[0135] In the technical solution of this application, the collection, storage, use, processing, transmission, provision, and disclosure, etc. of the user's personal information involved, such as the user's images and attribute data, etc., all comply with the provisions of relevant laws and regulations and do not violate public order and good customs.

[0136] According to an embodiment of this application, this application also provides an electronic device, a readable storage medium, and a computer program product.

[0137] According to an embodiment of this application, further, a new energy vehicle including the provided electronic device is also provided. For example, the new energy vehicle can be a new energy passenger vehicle, a new energy commercial vehicle, a new energy logistics vehicle, a new energy large vehicle, etc.

[0138] Figure 4 The schematic block diagram of an example electronic device 400 that can be used to implement the embodiments of this 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 processors, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are only examples and are not intended to limit the implementation of this application described herein and / or required.

[0139] As Figure 4As shown, the electronic device 400 includes a computing unit 401, which can perform various appropriate actions and processes according to computer programs stored in a read-only memory (ROM) 402 or computer programs 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.

[0140] A plurality of 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 magnetic disk, an optical disc, 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 via a computer network such as the Internet and / or various telecommunication networks.

[0141] The computing unit 401 can be various general-purpose and / or special-purpose 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, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The computing unit 401 executes the various methods and processes described above, such as the vehicle anti-skid control method. For example, in some embodiments, the vehicle anti-skid control method can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as the storage unit 408. In some embodiments, part or all of the computer program can be loaded and / or installed onto 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 can be executed. Alternatively, in other embodiments, the computing unit 401 can be configured to execute the vehicle anti-skid control method by any other appropriate means (e.g., by means of firmware).

[0142] The various embodiments of the systems and techniques described above in this specification can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that receives data and instructions from, and transmits data and instructions to, a storage system, at least one input device, and at least one output device.

[0143] The program code for implementing the methods of this 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, special purpose computer, or other programmable data processing device, such that the program codes, when executed by the processor or controller, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on the remote machine or server.

[0144] In the context of this application, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, 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 disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0145] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and a pointing device (e.g., a mouse or a trackball) through which the user can provide input to the computer. Other kinds 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).

[0146] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected by digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), and the Internet.

[0147] A computer system can include a client and a server. The client and the server are generally remote from each other and typically interact through a communication network. The relationship between the client and the server is generated by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, a server of a distributed system, or a server incorporating blockchain.

[0148] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps recited in this disclosure can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution disclosed in this application can be achieved, and no limitation is imposed herein.

[0149] The above specific embodiments do not constitute a limitation on the protection scope of this application. Those skilled in the art should understand 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 shall be included within the protection scope of this application.

Claims

1. A control method for preventing a vehicle from skidding, characterized in that, The method includes: Obtaining the vehicle weight, tire information of the vehicle, and road surface information sensed by the vehicle; the tire information includes at least one of the tire size, material, and model; Based on the tire information and the road surface information, using a first relationship table, determining the adhesion coefficient corresponding to the tire information and the road surface information; 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, obtaining the driving force of the vehicle to determine the slip ratio corresponding to the driving force; Based on the slip ratio, using a preset adjustment strategy, performing iterative adjustment processing on the driving force until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition, obtaining an anti-skid driving force; Based on the anti-skid driving force, controlling the vehicle to travel; The performing, based on the slip ratio, adjustment processing on the driving force using a preset adjustment strategy until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition to obtain an anti-skid driving force includes: Determining whether the slip ratio meets the preset threshold condition; the preset threshold condition is that the slip ratio is less than a preset threshold; In response to the slip ratio not meeting the preset threshold condition, using a second relationship table, determining the adjustment coefficient corresponding to the slip ratio; the second relationship table can be a pre-calibrated two-dimensional map of slip ratio and adjustment coefficient, and the relationship between the slip ratio and the adjustment coefficient is an inverse proportional relationship; Based on the adjustment coefficient, performing adjustment processing on the driving force to obtain the slip ratio corresponding to the adjusted driving force; Returning to execute the steps of determining whether the slip ratio corresponding to the driving force after the adjustment processing meets the preset threshold condition and the subsequent steps until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition; Taking the driving force corresponding to the slip ratio that meets the preset threshold condition as the anti-skid driving force.

2. The method according to claim 1, wherein Pre-calibrating the first relationship table includes: Obtaining the vehicle weight, multiple tire information, and multiple road surface information of the vehicle; Performing combination processing on the multiple tire information and the multiple road surface information to obtain multiple combinations of tire information and road surface information; For any combination of tire information and road surface information, performing the following operations: In the case of the combination of tire information and road surface information, controlling the vehicle to travel; In response to the vehicle skidding, obtaining the critical driving force for skidding; Based on the vehicle weight and the critical driving force for skidding, obtaining the adhesion coefficient; Performing calibration processing on the relationship between the adhesion coefficient, tire information, and road surface information to obtain the first relationship table.

3. The method according to claim 1, wherein Obtaining the road surface information sensed by the vehicle includes: Obtaining the driving environment image collected by the vehicle's sensors; Based on the driving environment image, using a target recognition algorithm, obtaining the road surface information.

4. The method according to claim 1, wherein The determining the slip ratio corresponding to the driving force includes: In the case of controlling the vehicle to travel based on the driving force, obtaining the speed of the driving wheels and the speed of the driven wheels of the vehicle; Based on the speed of the driving wheels and the speed of the driven wheels, determining the slip ratio corresponding to the driving force.

5. The method according to claim 1, characterized in that Adjusting the driving force based on the adjustment coefficient to obtain the slip ratio corresponding to the adjusted driving force, including: Adjusting the driving force based on the adjustment coefficient; Controlling the vehicle to travel based on the adjusted driving force, and obtaining the slip ratio corresponding to the adjusted driving force.

6. A control device for preventing a vehicle from skidding, characterized in that, The device includes: An acquisition unit, configured to acquire the vehicle weight, tire information of the vehicle, and road surface information sensed by the vehicle; the tire information includes at least one of the size, material, and model of the tire; 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 surface 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 the driving force of the vehicle based on the adhesion coefficient and the vehicle weight, so as to determine the slip ratio corresponding to the driving force; An adjustment unit, configured to perform iterative adjustment processing on 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, and obtain an anti-skid driving force; A control unit, configured to control the vehicle to travel based on the anti-skid driving force; The adjustment unit is further configured to determine whether the slip ratio meets a preset threshold condition; in response to the slip ratio not meeting the preset threshold condition, the preset threshold condition is that the slip ratio is less than a preset threshold; determining an adjustment coefficient corresponding to the slip ratio by using a second relationship table; the second relationship table may be a pre-calibrated two-dimensional map of the slip ratio and the adjustment coefficient, and the relationship between the slip ratio and the adjustment coefficient is an inverse proportional relationship; adjusting the driving force based on the adjustment coefficient to obtain the slip ratio corresponding to the adjusted driving force; returning to execute the steps of determining whether the slip ratio corresponding to the driving force after the adjustment processing meets the preset threshold condition and subsequent steps until the slip ratio corresponding to the adjusted driving force meets the preset threshold condition; using the driving force corresponding to the slip ratio that meets the preset threshold condition as the anti-skid driving force.

7. An electronic device, characterized in that, Including: At least one processor; And A memory communicatively connected 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 so that the at least one processor can execute the method according to any one of claims 1-5.

8. 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 1-5.

9. A new energy vehicle, characterized in that, Including the electronic device according to claim 7.

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