Vehicle control method, device, equipment and medium

Abstract

The invention provides a vehicle control method and device, equipment and a medium, and the method comprises the steps: carrying out the torque reduction control of the torque of a driving shaft of a vehicle under the condition that the vehicle is in a first preset scene and wheels on the two sides of the vehicle slip; after the torque reduction control, if only the wheels on the first side slip, brake control is conducted on the wheels on the first side; and under the condition that the vehicle is in a second preset scene and only the wheels on the first side slip, brake control is conducted on the wheels on the first side. The vehicle can be controlled according to the preset scene where the vehicle is located and the slipping condition of the wheels, and the stability of the vehicle can be improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle control, and in particular relates to a vehicle control method, device, equipment and medium. Background Art

[0002] When the driving force on the driving wheel exceeds the maximum adhesion provided by the road surface during vehicle driving, the wheel will slip. Especially when the vehicle starts or accelerates on a low-adhesion road surface, due to the low adhesion provided by the road surface, the wheel is prone to excessive slip, resulting in reduced longitudinal and lateral adhesion between the tire and the road surface, which greatly reduces the vehicle's starting, acceleration ability and driving stability. It can be seen that how to improve vehicle stability in the case of wheel slip is a problem to be solved. Summary of the invention

[0003] In view of the above-mentioned shortcomings of the prior art, an object of the present invention is to provide a vehicle control method, device, equipment and medium for solving the above-mentioned problems.

[0004] The vehicle control method provided by the present invention comprises:

[0005] When the vehicle is in a first preset scenario and the wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the drive shaft of the vehicle;

[0006] After the torque reduction control, if only the wheels on the first side of the vehicle slip, braking control is performed on the wheels on the first side;

[0007] When the vehicle is in a second preset scenario and only the wheels on the first side slip, braking control is performed on the wheels on the first side.

[0008] Optionally, after the torque reduction control, if only the wheels on the first side of the vehicle slip, braking control is performed on the wheels on the first side, including:

[0009] determining a first target vehicle speed of the vehicle based on a first target shaft speed of the drive shaft and actual wheel speeds of the wheels on the second side, wherein the first target shaft speed is determined based on a first reference shaft speed of the drive shaft and a first target slip ratio;

[0010] determining a second target slip ratio of the wheel on the first side based on the first target vehicle speed and the actual wheel speed of the wheel on the second side;

[0011] Based on the second target slip ratio, braking control is performed on the wheels on the first side.

[0012] Optionally, when the vehicle is in a second preset scenario and only the wheels on the first side slip, performing braking control on the wheels on the first side includes:

[0013] determining a second target vehicle speed of the vehicle based on a second target shaft speed of the drive shaft, a second reference shaft speed of the drive shaft, and an actual wheel speed of a wheel on a second side of the vehicle, wherein the second target shaft speed is determined based on the second reference shaft speed of the drive shaft and a third target slip ratio;

[0014] determining a fourth target slip ratio of the wheels on the first side based on the second target vehicle speed and the second reference shaft speed;

[0015] Based on the fourth target slip ratio, braking control is performed on the wheels on the first side.

[0016] Optionally, the method further comprises:

[0017] Determining a right rear wheel reference speed and a left rear wheel reference speed of the vehicle based on the vehicle's driving parameters and the vehicle's rear axle parameters;

[0018] When the absolute difference between the right rear wheel reference speed and the left rear wheel reference speed is greater than a preset threshold, determining that the vehicle is in a starting yaw state;

[0019] When the vehicle is in a starting yaw state, torque reduction control is performed on the torque of the drive shaft of the vehicle.

[0020] Optionally, the first preset scenario includes a scenario in which the vehicle is in a stationary state or a non-stationary state and is accelerating at full throttle on a separated road, the separated road corresponds to a first system gain, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0021] When the vehicle is in a first preset scenario and wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the drive shaft of the vehicle according to the first system gain;

[0022] After the torque reduction control, if only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain.

[0023] Optionally, the separated road surface corresponds to a first system gain, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0024] If the vehicle is in a second preset scenario of driving from a uniform road surface onto a separated road surface in a non-stationary state, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0025] If the vehicle is in a second preset scenario of turning in a non-stationary state on a separated road surface, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0026] If the vehicle is in a second preset scenario of turning in a non-stationary state on a non-separated road surface, and only the wheels on the first side slip, the wheels on the first side are braked according to the default system gain.

[0027] Optionally, the starting yaw state corresponds to a second system gain, and when the vehicle is in the starting yaw state, the torque of the driving shaft of the vehicle is reduced according to the second system gain;

[0028] There is a first system gain corresponding to the separation road surface, the second system gain is greater than the first system gain, and both the second system gain and the first system gain are positively correlated with the control rates of the torque reduction control and the braking control.

[0029] The vehicle control device provided by the present invention comprises:

[0030] A first control module, configured to perform torque reduction control on the torque of the driving shaft of the vehicle when the vehicle is in a first preset scenario and the wheels on both sides of the vehicle are slipping;

[0031] a second control module, configured to, after the torque reduction control, perform braking control on the wheels on the first side if only the wheels on the first side of the vehicle slip;

[0032] The third control module is used to perform braking control on the wheels on the first side when the vehicle is in a second preset scenario and only the wheels on the first side slip.

[0033] Optionally, the second control module includes:

[0034] a first determining unit, configured to determine a first target vehicle speed of the vehicle based on a first target shaft speed of the drive shaft and an actual wheel speed of the wheels on the second side, wherein the first target shaft speed is determined based on a first reference shaft speed of the drive shaft and a first target slip ratio;

[0035] a second determining unit, configured to determine a second target slip ratio of the wheel on the first side based on the first target vehicle speed and an actual wheel speed of the wheel on the second side;

[0036] The first control unit is configured to perform braking control on the wheel on the first side based on the second target slip ratio.

[0037] Optionally, the third control module includes:

[0038] a fourth determining unit, configured to determine a second target vehicle speed of the vehicle based on a second target shaft speed of the drive shaft, a second reference shaft speed of the drive shaft, and an actual wheel speed of a wheel on a second side of the vehicle, wherein the second target shaft speed is determined based on the second reference shaft speed of the drive shaft and a third target slip ratio;

[0039] a fifth determining unit, configured to determine a fourth target slip ratio of the wheel on the first side based on the second target vehicle speed and the second reference axle speed;

[0040] The second control unit is configured to perform braking control on the wheel on the first side based on the fourth target slip ratio.

[0041] Optionally, the device further comprises:

[0042] A first determination module, based on the driving parameters of the vehicle and the rear axle parameters of the vehicle, determines a reference wheel speed of a right rear wheel and a reference wheel speed of a left rear wheel of the vehicle;

[0043] a second determination module, configured to determine that the vehicle is in a starting yaw state when an absolute difference between the reference wheel speed of the right rear wheel and the reference wheel speed of the left rear wheel is greater than a preset threshold;

[0044] The fourth control module is used for performing torque reduction control on the torque of the driving shaft of the vehicle when the vehicle is in a starting yaw state.

[0045] Optionally, the first preset scenario includes a scenario in which the vehicle is in a stationary state or a non-stationary state and is accelerating at full throttle on a separated road, the separated road corresponds to a first system gain, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0046] The first control module is specifically used for:

[0047] When the vehicle is in a first preset scenario and wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the drive shaft of the vehicle according to the first system gain;

[0048] The second control module is specifically used for:

[0049] After the torque reduction control, if only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain.

[0050] Optionally, a first system gain corresponds to the separation road surface, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0051] The third control module is specifically used for:

[0052] If the vehicle is in a second preset scenario of driving from a uniform road surface onto a separated road surface in a non-stationary state, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0053] If the vehicle is in a second preset scenario of turning in a non-stationary state on a separated road surface, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0054] If the vehicle is in a second preset scenario of turning in a non-stationary state on a non-separated road surface, and only the wheels on the first side slip, the wheels on the first side are braked according to the default system gain.

[0055] Optionally, the starting yaw state corresponds to a second system gain, and the fourth control module is specifically configured to:

[0056] When the vehicle is in a starting yaw state, performing torque reduction control on the torque of the driving shaft of the vehicle according to the second system gain;

[0057] There is a first system gain corresponding to the separation road surface, the second system gain is greater than the first system gain, and both the second system gain and the first system gain are positively correlated with the control rates of the torque reduction control and the braking control.

[0058] The electronic device provided by the present invention comprises:

[0059] one or more processors;

[0060] A storage device is used to store one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle control method.

[0061] The computer-readable storage medium provided by the present invention stores a computer program thereon, and when the computer program is executed by a processor of a computer, the computer is enabled to execute the vehicle control method.

[0062] Beneficial effects of the technical solution: When the vehicle is in the first preset scenario and the wheels on both sides of the vehicle are slipping, the technical solution performs torque reduction control on the torque of the driving shaft of the vehicle, thereby alleviating the slipping of the wheels on both sides until only the wheels on the first side of the vehicle are slipping, and brakes the wheels on the first side, thereby further alleviating the slipping of the wheels on the first side; when the vehicle is in the second preset scenario and only the wheels on the first side of the vehicle are slipping, the slipping of the wheels on the first side can be effectively alleviated by directly braking the wheels on the first side. It can be seen that the present invention can control the vehicle according to the preset scenario in which the vehicle is located and the slipping of the wheels, and can improve the stability of the vehicle.

[0063] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present invention, and together with the specification, are used to explain the principles of the present invention. Obviously, the drawings described below are only some embodiments of the present invention, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0065] Figure 1 is one of the flow charts of a vehicle control method shown in an exemplary embodiment of the present invention;

[0066] Figure 2 is a schematic diagram of vehicle parameters in a first preset scenario shown in an exemplary embodiment of the present invention;

[0067] Figure 3 is a schematic diagram of vehicle parameters in a second preset scenario shown in an exemplary embodiment of the present invention;

[0068] Figure 4 is a schematic diagram of vehicle parameters in a starting yaw state shown in an exemplary embodiment of the present invention;

[0069] Figure 5 is a schematic diagram of a whole vehicle model shown in an exemplary embodiment of the present invention;

[0070] Figure 6 is a schematic diagram of parameters under a separated road surface shown in an exemplary embodiment of the present invention;

[0071] Figure 7 It is a scenario of identifying a separated road surface based on wheel speed difference and then performing corresponding control according to an exemplary embodiment of the present invention;

[0072] Figure 8 is a scenario of identifying a separated road surface based on an estimated braking torque difference and then performing corresponding control according to an exemplary embodiment of the present invention;

[0073] Fig. 9 is an architectural diagram of a TCS according to an exemplary embodiment of the present invention;

[0074] Fig.10 is one of the flow charts of a vehicle control method shown in an exemplary embodiment of the present invention;

[0075] Fig.11 is a block diagram of a vehicle control device shown in an exemplary embodiment of the present invention;

[0076] Fig.12 A schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0077] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0078] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0079] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it is obvious to those skilled in the art that the embodiments of the present invention can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0080] See also Figure 1 , Figure 1 FIG. 1 is a flow chart of a vehicle control method according to an exemplary embodiment of the present invention. Figure 1 As shown, in an exemplary embodiment, the vehicle control method includes steps 110 to S130, which are described in detail as follows:

[0081] Step S110, when the vehicle is in a first preset scenario and the wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the driving shaft of the vehicle;

[0082] Step S120, after the torque reduction control, if only the wheels on the first side slip, braking control is performed on the wheels on the first side;

[0083] Step S130, when the vehicle is in a second preset scenario and only the wheels on the first side are slipping, braking control is performed on the wheels on the first side.

[0084] The first preset scenario includes a scenario where the vehicle is in a stationary state or a non-stationary state and is accelerating at full throttle on a split road surface. The split road surface may also be referred to as a split road surface, which refers to a road surface with high adhesion on one side and low adhesion on the other side.

[0085] When the vehicle is in the first preset scenario and the wheels on both sides of the vehicle are slipping, the slipping of the wheels on both sides can be alleviated by first performing torque reduction control on the drive shaft. When the torque reduction control is performed on the drive shaft until the wheels on the second side of the vehicle do not slip, and only the wheels on the first side of the vehicle slip, the slipping of the wheels on the first side can be further effectively alleviated by applying a certain braking force to the wheels on the first side, that is, performing brake control on the wheels on the first side. Among them, when the vehicle is on a separated road surface, the wheels on the first side mentioned above can usually be the low-attachment side wheels of the vehicle, and the wheels on the other side of the vehicle (i.e., the wheels on the second side) can usually be the high-attachment side wheels of the vehicle. The low-attachment side wheels are wheels with relatively low adhesion to the road surface on which they are located, and the high-attachment side wheels are wheels with relatively high adhesion to the road surface on which they are located.

[0086] The second preset scenario includes a scenario where the vehicle turns in a non-stationary state or enters a separated road from a uniform road in a non-stationary state. The scenario where the vehicle turns in a non-stationary state may be on a separated road or may not be on a separated road.

[0087] When the vehicle is in the second preset scenario and only the wheels on the first side of the vehicle are slipping, the wheels on the first side can be quickly and effectively prevented from slipping by directly performing braking control on the wheels on the first side.

[0088] The embodiments of the present invention can improve the stability of the vehicle by controlling the vehicle according to the preset scene in which the vehicle is located and the slipping condition of the wheels.

[0089] Optionally, after the torque reduction control is performed, if only the wheels on the first side slip, braking control is performed on the wheels on the first side, including:

[0090] determining a first target vehicle speed of the vehicle based on a first target shaft speed of the drive shaft and actual wheel speeds of the wheels on the second side, wherein the first target shaft speed is determined based on a first reference shaft speed of the drive shaft and a first target slip ratio;

[0091] determining a second target slip ratio of the wheels on the first side of the vehicle based on the first target vehicle speed and the actual wheel speed of the wheels on the second side;

[0092] Based on the second target slip ratio, braking control is performed on the wheels on the first side.

[0093] The first target slip ratio is the shaft target slip ratio of the drive shaft, and the shaft target slip ratio can be determined by looking up a table based on the reference vehicle speed, the road adhesion coefficient, and related flags (such as the separation road flags). The first reference shaft speed can be determined based on the reference vehicle speed, etc. The reference vehicle speed can be determined by the traction control system (Traction Control System, referred to as TCS), and can be specifically determined by the signal processing module (SignalProc) in the TCS.

[0094] The drive shaft can be controlled by the target shaft speed (including the first target shaft speed) of the drive shaft. Specifically, according to the deviation between the target shaft speed and the actual shaft speed of the drive shaft, the target driving force can be obtained by using PI (proportional-integral) control. The vehicle can perform torque reduction control on the drive shaft based on the target driving force so that the actual slip rate of the vehicle shaft can be close to the target slip rate of the vehicle shaft (including the first target slip rate). Among them, if the driver inputs the driving force (i.e., KD) through the accelerator at the same time driver ), based on the above target driving force and KD drive The minimum value between the two is used to control the torque reduction of the drive shaft.

[0095] When the vehicle is in the first preset scenario and the double-side wheel slip is triggered (see Figure 2 ), the accuracy of the calculated first reference shaft speed is low. Based on this, the embodiment of the present invention determines the second target slip ratio based on the wheel speed of the wheel on the second side.

[0096] The following is an exemplary description of how to determine the second target slip ratio.

[0097] a. Determine the first target speed. The exemplary formula is as follows:

[0098] vTar_1=vTar_MTC_1+(vTar_MTC_1-vWheel_H)*Factor

[0099] In the formula, vTar_1 represents the first target vehicle speed; vTar_MTC_1 represents the above-mentioned first target axle speed (equal to the above-mentioned first reference axle speed plus the first target slip ratio); vWheel_H represents the actual wheel speed of the wheel on the second side; Factor represents the correction factor, which can be determined by the road adhesion coefficient, etc.

[0100] b. Determine the second target slip ratio, the exemplary formula is as follows:

[0101] vSlipTar_2=vTar_1-vWheel_H

[0102] vSlipTar_2 is the second target slip ratio mentioned above.

[0103] The second target slip rate is the target slip rate of the wheel on the first side. Based on the second target slip rate, the wheel on the first side is braked and controlled. Specifically, the target wheel speed of the wheel on the first side is determined based on the target slip rate of the wheel on the first side (including the second target slip rate); based on the deviation between the target wheel speed of the wheel on the first side and the actual wheel speed of the wheel on the first side, the target braking force is determined by PI control, and the wheel on the first side is braked based on the target braking force, so that the actual slip rate of the wheel on the first side can be close to the target slip rate of the wheel on the first side.

[0104] In an embodiment of the present invention, in the above-mentioned first preset scenario and when the double-side wheel slip is triggered, the accuracy of the calculated reference shaft speed is low, and vWheel_H is closer to the actual reference shaft speed. Therefore, the present invention uses vWheel_H in the above-mentioned step b to determine the second target slip rate, which is beneficial to improving the accuracy of the second target slip rate.

[0105] Optionally, when the vehicle is in a second preset scenario and only the wheels on the first side slip, performing braking control on the wheels on the first side includes:

[0106] determining a second target vehicle speed of the vehicle based on a second target shaft speed of the drive shaft, a second reference shaft speed of the drive shaft, and an actual wheel speed of a wheel on a second side of the vehicle, wherein the second target shaft speed is determined based on the second reference shaft speed of the drive shaft and a third target slip ratio;

[0107] determining a fourth target slip ratio of the wheels on the first side of the vehicle based on the second target vehicle speed and the second reference shaft speed;

[0108] Based on the fourth target slip ratio, braking control is performed on the wheels on the first side.

[0109] In this embodiment, when the vehicle is in the second preset scenario and one-side slip is triggered (see Figure 3), the accuracy of the calculated second reference shaft speed is relatively high. Based on this, the embodiment of the present invention directly determines the fourth target slip ratio based on the second reference shaft speed of the drive shaft.

[0110] How to control the fourth target slip ratio is exemplarily described below.

[0111] a. Calculate the second target vehicle speed. The exemplary formula is as follows:

[0112] vTar_2=vTar_MTC_2+(vRefAxle_2-vWheel_H)*Factor

[0113] In the formula, vTar_2 represents the second target vehicle speed; vTar_MTC_2 represents the second target axle speed (equal to the third target slip ratio plus the second reference axle speed); vRefAxle_2 represents the second reference axle speed; vWheel_H represents the actual wheel speed of the wheel on the second side; Factor represents the correction factor.

[0114] b. Calculate the fourth target slip ratio. The exemplary formula is as follows:

[0115] vSlipTar_4=vTar_2-vRefAxle_2

[0116] It is worth mentioning that the embodiment of how to perform braking control on the wheel on the first side based on the fourth target slip ratio in the present invention can refer to the above-mentioned embodiment of the second target slip ratio, and will not be described again to avoid repetition.

[0117] In the embodiment of the present invention, when the vehicle is in the second preset scenario and unilateral slip is triggered, the second reference axle speed has a high accuracy. Based on this, the fourth slip rate of the wheel on the first side can be directly determined according to the second reference axle speed and the second target vehicle speed.

[0118] Optionally, the method further comprises:

[0119] Determining a right rear wheel reference speed and a left rear wheel reference speed of the vehicle based on the vehicle's driving parameters and the vehicle's rear axle parameters;

[0120] When the absolute difference between the right rear wheel reference speed and the left rear wheel reference speed is greater than a preset threshold, determining that the vehicle is in a starting yaw state;

[0121] When the vehicle is in a starting yaw state, torque reduction control is performed on the torque of the drive shaft of the vehicle.

[0122] See also Figure 4 , Figure 4 FIG. 1 is a schematic diagram of vehicle parameters in a starting yaw state shown in an exemplary embodiment of the present invention. Figure 4 As shown, when the vehicle is in the starting yaw state, there is a certain difference between the right rear wheel reference speed and the left rear wheel reference speed. Based on this, the embodiment of the present invention determines whether the vehicle is in the starting yaw state based on whether the absolute difference between the right rear wheel reference speed and the left rear wheel reference speed is greater than a preset threshold. When the vehicle is in the starting yaw state, the embodiment of the present invention performs torque reduction control on the torque of the drive shaft of the vehicle, which is conducive to improving the stability of the vehicle.

[0123] When the above-mentioned vehicle is in a starting yaw state, a yaw flag (Curve) may be triggered so that the control system can determine the state of the vehicle based on the flag in a timely manner.

[0124] In order to more clearly understand the technical solution of the embodiment of the present invention, an exemplary description is given below on how to determine the reference wheel speed of the right rear wheel and the reference wheel speed of the left rear wheel.

[0125] a. Preset the whole vehicle model. The whole vehicle model can reflect the driving characteristics and stability of the whole vehicle, and is a tool to measure the response effect of each control system. The present invention takes the forces in the directions of longitudinal displacement, lateral displacement and yaw angle displacement to build a whole vehicle model, and assumes that: the coordinate origin fixed to the car coincides with the center of gravity of the car, the car has no vertical movement, the car's pitch angle around the Y axis and the roll angle around the X axis are both zero, the mechanical properties of each tire are the same, and the steering wheel angle is proportional to the front wheel angle and the two front wheel angles are the same. Then the mechanical characteristics of the whole vehicle can be simplified as follows Figure 5 As shown in the figure, δ is the steering angle of the steering wheel; Fx is the longitudinal force; Fy is the lateral force; a and b are the distances from the center of mass to the front and rear axles respectively; B is the wheelbase; Vx is the longitudinal speed of the vehicle body in a fixed coordinate system; Vy is the lateral speed of the vehicle body in a fixed coordinate system; β is the sideslip angle at the center of gravity of the vehicle; γ is the yaw angular velocity of the vehicle.

[0126] Based on the above vehicle model, it can be determined that:

[0127] vxWheeRL=(vx-γ*wr*0.5)*cosθ+(vy-w*b)*sinθ

[0128] vxWheelRR=(vx+γ*wr*0.5)*cosθ+(vy-w*b)*sinθ

[0129] sinθ=0,cosθ=1

[0130] vxWheelRR represents the reference wheel speed of the right rear wheel; vxWheelRL represents the reference wheel speed of the left rear wheel; wr represents the rear axle wheelbase; b represents the distance from the center of mass to the rear axle; γ represents the yaw angular velocity; vx represents the longitudinal wheel speed; vy represents the lateral wheel speed; and θ represents the vehicle turning angle.

[0131] Optionally, the first preset scenario includes a scenario in which the vehicle is in a stationary state or a non-stationary state and is accelerating at full throttle on a separated road, the separated road corresponds to a first system gain, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0132] When the vehicle is in a first preset scenario and wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the drive shaft of the vehicle according to the first system gain;

[0133] After the torque reduction control, if only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain.

[0134] In this embodiment, when the vehicle is in the first preset scenario, the vehicle is traveling on a separated road surface. Based on this, the torque of the vehicle drive shaft is reduced according to the first system gain corresponding to the separated road surface, and in the case of unilateral wheel slippage, the wheel is braked according to the first system gain. The first system gain is greater than the default system gain, that is, when the vehicle is on a separated road surface, the rate of the torque reduction control and the rate of the braking control are both greater than the control rate under the default setting, which is conducive to quickly achieving vehicle stability. Among them, the above default situation is, for example, the situation of traveling on a uniform road surface, and the uniform road surface is a road surface with the same adhesion on both sides.

[0135] In the embodiment of the present invention, when the vehicle is on a separated road surface, the torque reduction control and the braking control are accelerated by the above method, which is conducive to quickly stabilizing the vehicle.

[0136] For a clearer understanding, how to determine the rates of torque reduction control and braking control based on the system gain is described below.

[0137] In the above embodiment, the process of torque reduction control includes obtaining the target driving force by PI control according to the deviation between the target shaft speed and the actual shaft speed of the driving shaft. The system gain of the present invention is the integral term ∫edt in the PI control, and the integral term adjusts the output of the PI controller by accumulating the error, thereby eliminating or reducing the steady-state error. In the case of a large ∫edt, the response speed can be accelerated, so that the output target driving force can be quickly obtained, thereby improving the efficiency of torque reduction control based on the target driving force.

[0138] Similar to the above torque reduction control, the braking control process includes determining the target braking force using PI control based on the deviation between the target wheel speed of the wheel on the first side and the actual wheel speed of the wheel on the first side. In the above process of determining the target braking force using PI control, the system gain is used as the integral term ∫edt of the PI control. When ∫edt is large, the response speed can be accelerated, so that the output target braking force can be quickly obtained, thereby improving the efficiency of braking based on the target braking force.

[0139] Optionally, the separated road surface corresponds to a first system gain, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0140] If the vehicle is in a second preset scenario of driving from a uniform road surface onto a separated road surface in a non-stationary state, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0141] If the vehicle is in a second preset scenario of turning in a non-stationary state on a separated road surface, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0142] If the vehicle is in a second preset scenario of turning in a non-stationary state on a non-separated road surface, and only the wheels on the first side slip, the wheels on the first side are braked according to the default system gain.

[0143] In this embodiment, the second preset scenario includes a scenario where the vehicle turns in a non-stationary state, in which case the vehicle may turn on a separated road or on a non-separated road; the second preset scenario also includes a scenario where the vehicle enters a separated road from a uniform road in a non-stationary state, in which case the vehicle travels on a separated road. Based on this, in the above second preset scenario, it is also necessary to determine the corresponding system gain for braking control based on whether the vehicle is traveling on a separated road.

[0144] In the embodiment of the present invention, when the vehicle is in the second preset scenario, braking control is performed according to the corresponding system gain based on whether the vehicle is traveling on a separated road, which is beneficial for enabling vehicle control to meet the corresponding response speed.

[0145] Wherein, when the absolute value of the wheel speed difference between the left and right wheels is greater than the first threshold value (such as Figure 6As shown, in the case of a split road, the absolute value of the wheel speed difference is high) and / or, when the absolute value of the estimated braking torque difference between the left and right wheels is greater than the second threshold, it is determined that the vehicle is traveling on a split road. The above-mentioned estimated braking torque can be obtained by multiplying the current estimated wheel cylinder pressure and the wheel cylinder pressure conversion coefficient. After determining that the vehicle is traveling on a split road, a corresponding split road mark position can be generated.

[0146] See also Figure 7 , Figure 7 For scenarios where separated roads are identified based on wheel speed differences and corresponding control is performed, such as Figure 7 As shown in FIG, after the separation road surface is identified based on the wheel speed difference, the stability of the wheel speed control is poor. Figure 8 , Figure 8 This is a scenario where the vehicle detects a separation on the road based on the estimated braking torque difference and then performs corresponding control, such as Figure 8 It is shown that after the separation road is identified based on the estimated braking torque difference, the stability of the wheel speed control is high, thereby improving the robustness of the control. Based on this, the embodiment of the present invention can determine whether the vehicle is passing on the separation road based on whether the absolute value of the estimated braking torque difference between the left and right wheels is greater than the second threshold. As an example, the value range of the first threshold can be set to [0.5m / s, 1m / s], and the value range of the second threshold can be set to [100N.m, 300N.m].

[0147] Optionally, the starting yaw state corresponds to a second system gain, and when the vehicle is in the starting yaw state, the torque of the driving shaft of the vehicle is reduced according to the second system gain;

[0148] There is a first system gain corresponding to the separation road surface, the second system gain is greater than the first system gain, and both the second system gain and the first system gain are positively correlated with the control rates of the torque reduction control and the braking control.

[0149] In this implementation, when the vehicle is in a state of starting and swaying, it is necessary to speed up the control of vehicle stability. Based on this, the embodiment of the present invention sets the second system gain to be greater than the first system gain to quickly balance the vehicle.

[0150] See also Fig. 9 The embodiment of the present invention also provides a traction control system (Traction Control System, referred to as TCS) architecture diagram for implementing Figure 1 and Fig.10The process shown. Among them, the signal processing module (SignalProc) mainly obtains the vehicle's reference speed, road adhesion coefficient, separation road mark and starting yaw mark according to the fusion processing of the whole wheel speed, steering angle and acceleration sensor; the motor torque control (Motor TorqueControl, MTC for short) is mainly used to determine the target slip rate of the shaft, and perform PI control based on the deviation between the target shaft speed and the actual shaft speed to determine the target driving force; the brake torque control (Brake Torque Control, BTC for short) is mainly used to determine the wheel target slip rate, and perform PI control based on the deviation between the target wheel speed and the actual wheel speed to determine the target braking force. It should be noted that the TCS system in the embodiment of the present invention can implement each process of the above-mentioned vehicle control method embodiment. In order to avoid repetition, it will not be repeated here.

[0151] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0152] Fig.11 FIG. 1 is a block diagram of a vehicle control device according to an exemplary embodiment of the present invention. Fig.11 As shown, the exemplary vehicle control device includes:

[0153] The first control module 1110 is used to control the torque of the driving shaft of the vehicle to reduce torque when the vehicle is in a first preset scenario and the wheels on both sides of the vehicle are slipping;

[0154] A second control module 1120, after the torque reduction control, if only the wheels on the first side slip, performs braking control on the wheels on the first side;

[0155] The third control module 1130 is configured to perform braking control on the wheels on the first side when the vehicle is in a second preset scenario and only the wheels on the first side slip.

[0156] Optionally, the second control module 1120 includes:

[0157] a first determining unit, configured to determine a first target vehicle speed of the vehicle based on a first target shaft speed of the drive shaft and an actual wheel speed of the wheels on the second side, wherein the first target shaft speed is determined based on a first reference shaft speed of the drive shaft and a first target slip ratio;

[0158] a second determining unit, configured to determine a second target slip ratio of the wheel on the first side based on the first target vehicle speed and an actual wheel speed of the wheel on the second side;

[0159] The first control unit is configured to perform braking control on the wheel on the first side based on the second target slip ratio.

[0160] Optionally, the third control module 1130 includes:

[0161] a fourth determining unit, configured to determine a second target vehicle speed of the vehicle based on a second target shaft speed of the drive shaft, a second reference shaft speed of the drive shaft, and an actual wheel speed of a wheel on a second side of the vehicle, wherein the second target shaft speed is determined based on the second reference shaft speed of the drive shaft and a third target slip ratio;

[0162] a fifth determining unit, configured to determine a fourth target slip ratio of the wheel on the first side based on the second target vehicle speed and the second reference axle speed;

[0163] The second control unit is configured to perform braking control on the wheel on the first side based on the fourth target slip ratio.

[0164] Optionally, the device further comprises:

[0165] A first determination module, based on the driving parameters of the vehicle and the rear axle parameters of the vehicle, determines a reference wheel speed of a right rear wheel and a reference wheel speed of a left rear wheel of the vehicle;

[0166] a second determination module, configured to determine that the vehicle is in a starting yaw state when an absolute difference between the reference wheel speed of the right rear wheel and the reference wheel speed of the left rear wheel is greater than a preset threshold;

[0167] The fourth control module is used for performing torque reduction control on the torque of the driving shaft of the vehicle when the vehicle is in a starting yaw state.

[0168] Optionally, the first preset scenario includes a scenario in which the vehicle is in a stationary state or a non-stationary state and is accelerating at full throttle on a separated road, the separated road corresponds to a first system gain, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0169] The first control module 111 is specifically used for:

[0170] When the vehicle is in a first preset scenario and wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the drive shaft of the vehicle according to the first system gain;

[0171] The second control module 1120 is specifically used for:

[0172] After the torque reduction control, if only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain.

[0173] Optionally, a first system gain corresponds to the separation road surface, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control;

[0174] The third control module is specifically used for:

[0175] If the vehicle is in a second preset scenario of driving from a uniform road surface onto a separated road surface in a non-stationary state, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0176] If the vehicle is in a second preset scenario of turning in a non-stationary state on a separated road surface, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain;

[0177] If the vehicle is in a second preset scenario of turning in a non-stationary state on a non-separated road surface, and only the wheels on the first side slip, the wheels on the first side are braked according to the default system gain.

[0178] Optionally, the starting yaw state corresponds to a second system gain, and the fourth control module is specifically configured to:

[0179] When the vehicle is in a starting yaw state, performing torque reduction control on the torque of the driving shaft of the vehicle according to the second system gain;

[0180] There is a first system gain corresponding to the separation road surface, the second system gain is greater than the first system gain, and both the second system gain and the first system gain are positively correlated with the control rates of the torque reduction control and the braking control.

[0181] It should be noted that the vehicle control device provided in the above embodiment and the vehicle control method provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment, and will not be repeated here. In practical applications, the vehicle control device provided in the above embodiment can distribute the above functions to different functional modules as needed, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here.

[0182] An embodiment of the present invention also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle control method provided in the above-mentioned embodiments.

[0183] Fig.12 The structure diagram of the computer system of the electronic device suitable for implementing the embodiment of the present invention is shown. It should be noted that: Fig.12 The computer system 1200 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0184] like Fig.12 As shown, the computer system 1200 includes a central processing unit (CPU) 1201, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 1202 or the program loaded from the storage part 1208 to the random access memory (RAM) 1203, such as executing the method described in the above embodiment. In the RAM 1203, various programs and data required for system operation are also stored. The CPU 1201, the ROM 1202 and the RAM 1203 are connected to each other through the bus 1204. The input / output (I / O) interface 1205 is also connected to the bus 1204.

[0185] The following components are connected to the I / O interface 1205: an input section 1206 including a keyboard, a mouse, etc.; an output section 1207 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 1208 including a hard disk, etc.; and a communication section 1209 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 1209 performs communication processing via a network such as the Internet. A drive 1210 is also connected to the I / O interface 1205 as needed. A removable medium 1211, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1210 as needed so that a computer program read therefrom is installed into the storage section 1208 as needed.

[0186] In particular, according to an embodiment of the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present invention includes a computer program product, which includes a computer program carried on a computer readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication section 1209, and / or installed from a removable medium 1211. When the computer program is executed by a central processing unit (CPU) 1201, various functions defined in the system of the present invention are executed.

[0187] It should be noted that the computer-readable medium shown in the embodiment of the present invention may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a 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 above. In the present invention, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable computer program. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. A computer program contained on a computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0188] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Among them, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0189] The units involved in the embodiments of the present invention may be implemented by software or hardware, and the units described may also be arranged in a processor. The names of these units do not, in some cases, limit the units themselves.

[0190] Another aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor of a computer, causes the computer to execute the vehicle control method as described above. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.

[0191] Another aspect of the present invention further provides a computer program product or a computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle control method provided in each of the above embodiments.

[0192] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present invention. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A vehicle control method, characterized in that: include: When the vehicle is in a first preset scenario and the wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the drive shaft of the vehicle; After the torque reduction control, if only the wheels on the first side of the vehicle slip, braking control is performed on the wheels on the first side; When the vehicle is in a second preset scenario and only the wheels on the first side slip, braking control is performed on the wheels on the first side.

2. The vehicle control method according to claim 1, characterized in that: After the torque reduction control, if only the wheels on the first side of the vehicle slip, braking control is performed on the wheels on the first side, including: determining a first target vehicle speed of the vehicle based on a first target shaft speed of the drive shaft and actual wheel speeds of the wheels on the second side, wherein the first target shaft speed is determined based on a first reference shaft speed of the drive shaft and a first target slip ratio; determining a second target slip ratio of the wheel on the first side based on the first target vehicle speed and the actual wheel speed of the wheel on the second side; Based on the second target slip ratio, braking control is performed on the wheels on the first side.

3. The vehicle control method according to claim 1, characterized in that: The method of performing braking control on the wheels on the first side when the vehicle is in the second preset scenario and only the wheels on the first side slip comprises: determining a second target vehicle speed of the vehicle based on a second target shaft speed of the drive shaft, a second reference shaft speed of the drive shaft, and an actual wheel speed of the wheel on the second side, wherein the second target shaft speed is determined based on the second reference shaft speed of the drive shaft and a third target slip ratio; determining a fourth target slip ratio of the wheels on the first side based on the second target vehicle speed and the second reference shaft speed; Based on the fourth target slip ratio, braking control is performed on the wheels on the first side.

4. The vehicle control method according to claim 1, characterized in that: The method further comprises: Determining a right rear wheel reference speed and a left rear wheel reference speed of the vehicle based on the vehicle's driving parameters and the vehicle's rear axle parameters; When the absolute difference between the right rear wheel reference speed and the left rear wheel reference speed is greater than a preset threshold, determining that the vehicle is in a starting yaw state; When the vehicle is in a starting yaw state, torque reduction control is performed on the torque of the drive shaft of the vehicle.

5. The method according to claim 1, characterized in that The first preset scenario includes a scenario in which the vehicle is in a stationary state or a non-stationary state and is accelerating at full throttle on a separated road, the separated road corresponds to a first system gain, and the first system gain is greater than a default system gain, and the first system gain and the default system gain are both positively correlated with the control rates of the torque reduction control and the braking control; When the vehicle is in a first preset scenario and wheels on both sides of the vehicle are slipping, performing torque reduction control on the torque of the drive shaft of the vehicle according to the first system gain; After the torque reduction control, if only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain.

6. The method according to claim 1, characterized in that A first system gain corresponds to the separation road surface, and the first system gain is greater than a default system gain, and both the first system gain and the default system gain are positively correlated with the control rates of the torque reduction control and the braking control; If the vehicle is in a second preset scenario of driving from a uniform road surface onto a separated road surface in a non-stationary state, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain; If the vehicle is in a second preset scenario of turning in a non-stationary state on a separated road surface, and only the wheels on the first side slip, braking control is performed on the wheels on the first side according to the first system gain; If the vehicle is in a second preset scenario of turning in a non-stationary state on a non-separated road surface, and only the wheels on the first side slip, the wheels on the first side are braked according to the default system gain.

7. The method according to claim 4, characterized in that The starting yaw state corresponds to a second system gain, and when the vehicle is in the starting yaw state, the torque of the driving shaft of the vehicle is reduced according to the second system gain; There is a first system gain corresponding to the separation road surface, the second system gain is greater than the first system gain, and both the second system gain and the first system gain are positively correlated with the control rates of the torque reduction control and the braking control.

8. A vehicle control device, characterized in that: include: A first control module, configured to perform torque reduction control on the torque of the driving shaft of the vehicle when the vehicle is in a first preset scenario and the wheels on both sides of the vehicle are slipping; a second control module, configured to, after the torque reduction control, perform braking control on the wheels on the first side if only the wheels on the first side of the vehicle slip; The third control module is used to perform braking control on the wheels on the first side when the vehicle is in a second preset scenario and only the wheels on the first side slip.

9. A device, characterized in that: include: one or more processors and memory, A computer program is stored in the memory, and when the one or more processors execute the computer program, the device executes the vehicle control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: A computer program is stored thereon, which, when executed by one or more processors, causes the device to perform the vehicle control method as claimed in any one of claims 1 to 7.

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