Vehicle control method, vehicle, electronic equipment and computer readable storage medium

Abstract

The invention relates to the field of vehicles, in particular to a vehicle control method, a vehicle, electronic equipment and a computer readable storage medium. The method comprises the steps of obtaining image data of a front road of a vehicle, and calculating an adhesion coefficient of the front road according to the image data; under the condition that the adhesion coefficient represents that the front road is a low-adhesion road, matching the adhesion coefficient with a plurality of preset coefficient intervals to obtain a target coefficient interval where the adhesion coefficient is located and a target anti-skid mode corresponding to the target coefficient interval; wherein each preset coefficient interval corresponds to one preset anti-skid mode, and the smaller the minimum value of the preset coefficient interval is, the larger the torque adjusting degree of the preset anti-skid mode corresponding to the preset coefficient interval on the vehicle is; and switching the current driving mode of the vehicle to the target anti-skid mode. According to the method, the low attachment state of the front road can be recognized, and the control strategy of the vehicle is automatically adjusted according to different low attachment degrees, so that the driving stability and safety of the vehicle under the complex road condition are improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and in particular, to a vehicle control method, a vehicle, an electronic device, and a computer-readable storage medium. Background Art

[0002] When a vehicle travels on a road surface with a low adhesion coefficient (such as an ice surface, a snow surface, or a wet and slippery road surface), the adhesion between the tire and the road surface is significantly reduced, and dangerous situations such as wheel slippage and vehicle out of control are likely to occur, seriously threatening driving safety.

[0003] In the related art, it mainly relies on the driver to manually predict the occurrence of slippage and manually adjust the vehicle control strategy according to the prediction result to ensure driving safety. Manual judgment and control have problems such as high dependence on the driver's driving experience and untimely control. In addition, traditional electronic anti-skid regulation systems, such as TCS (Traction Force Control System) or Electronic Stability Control (ESC), can intervene to correct the skidding trend after the skidding occurs. However, the intervention timing of TCS or ESC is after the wheels have already started to slip, there is a certain delay, and it is impossible to make adaptive adjustments in advance according to the actual adhesion of the road surface.

[0004] Therefore, a vehicle control solution with a higher degree of driving safety guarantee is needed. Summary of the Invention

[0005] In view of the above, embodiments of the present application provide a vehicle control method, a vehicle, an electronic device, and a computer-readable storage medium, which can improve the driving stability and safety of the vehicle under complex road conditions.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, which includes: obtaining image data of the road ahead of the vehicle, and calculating the adhesion coefficient of the road ahead according to the image data; in the case where the adhesion coefficient indicates that the road ahead is a low-adhesion road, matching the adhesion coefficient with a plurality of preset coefficient intervals to obtain a target coefficient interval where the adhesion coefficient is located, and a target anti-skid mode corresponding to the target coefficient interval; wherein each preset coefficient interval corresponds to a preset anti-skid mode, and the smaller the minimum value of the preset coefficient interval, the greater the degree of torque adjustment of the preset anti-skid mode corresponding to the preset coefficient interval to the vehicle; switching the current driving mode of the vehicle to the target anti-skid mode.

[0007] When determining in real time whether a vehicle enters a skidding section, the present application obtains image data of the road ahead of the vehicle, calculates the adhesion coefficient of the road ahead based on the image data, so as to predict in advance whether the road ahead is a low-adhesion road, and thus completes anti-skid preparation before the vehicle enters. After determining a low-adhesion road, the adhesion coefficient is matched with a plurality of preset coefficient intervals, so as to distinguish the adhesion degree of the road ahead, obtain the target coefficient interval where the adhesion coefficient is located, and the target anti-skid mode corresponding to the target coefficient interval. Since each preset coefficient interval corresponds to a preset anti-skid mode, and the smaller the minimum value of the preset coefficient interval, the greater the torque adjustment degree of the preset anti-skid mode corresponding to the preset coefficient interval to the vehicle, selecting the optimal target anti-skid mode according to the real-time predicted adhesion coefficient can avoid the phenomena of excessive anti-skid or insufficient anti-skid.

[0008] Optionally, the preset anti-skid modes include a first anti-skid mode and a second anti-skid mode; matching the adhesion coefficient with a preset adhesion coefficient interval includes: when the adhesion coefficient is within the first preset adhesion coefficient interval, determining the first anti-skid mode as the target anti-skid mode; when the adhesion coefficient is within the second preset adhesion coefficient interval, determining the second anti-skid mode as the target anti-skid mode; wherein, the lower limit value of the first preset adhesion coefficient interval is greater than the upper limit value of the second preset adhesion coefficient interval.

[0009] Optionally, the vehicle includes an electronic stability control system and a power system; the second anti-skid mode includes: adjusting the driving mode of the vehicle to a four-wheel drive mode; the first anti-skid mode includes: adjusting the driving mode to a four-wheel drive mode and controlling the electronic stability control system to enter an anti-skid state, and the anti-skid state is used to control the electronic stability control system to output torque limitation to the power system.

[0010] Optionally, controlling the electronic stability control system to enter the anti-skid state includes: detecting the operating parameters of the vehicle, and the operating parameters of the vehicle at least include one or more of vehicle speed and tire steering angle; when the vehicle speed exceeds a threshold value, and / or when the tire steering angle exceeds a preset steering angle, controlling the electronic stability control system to enter the anti-skid state.

[0011] Optionally, before obtaining the image data of the road ahead of the vehicle and calculating the adhesion coefficient of the road ahead based on the image data, it includes: receiving the precipitation amount and road surface humidity measured by the vehicle's sensors; when the precipitation amount exceeds a preset precipitation amount; and / or when the road surface humidity exceeds a preset road surface humidity, receiving the image data.

[0012] Optionally, calculating the adhesion coefficient of the road ahead based on the image data includes: extracting the road elements of the image data, clustering the road elements to obtain the first road feature of the road ahead; matching the first road feature with multiple second road features, each second road feature corresponding to a preset adhesion coefficient; and determining the adhesion coefficient of the road ahead from multiple preset adhesion coefficients according to the matching result.

[0013] Optionally, before switching the current driving mode of the vehicle to the target anti-skid mode, it further includes: sending a warning message to the driver, the warning message being used to prompt the driver whether to activate the target anti-skid mode; responding to the prompt message input by the driver in response to the warning message; switching the current driving mode of the vehicle to the target anti-skid mode when the prompt message indicates activating the target anti-skid mode; and maintaining the current driving mode when the prompt message indicates not activating the target anti-skid mode.

[0014] In a second aspect, an embodiment of the present application further provides a vehicle, including: An acquisition unit, configured to acquire the image data of the road ahead of the vehicle and calculate the adhesion coefficient of the road ahead according to the image data; A matching unit, configured to match the adhesion coefficient with multiple preset coefficient intervals when the adhesion coefficient indicates that the road ahead is a low-adhesion road, to obtain the target coefficient interval where the adhesion coefficient is located and the target anti-skid mode corresponding to the target coefficient interval; wherein, each preset coefficient interval corresponds to a preset anti-skid mode, and the smaller the minimum value of the preset coefficient interval, the greater the torque adjustment degree of the preset anti-skid mode corresponding to the preset coefficient interval to the vehicle; A switching unit, configured to switch the current driving mode of the vehicle to the target anti-skid mode.

[0015] In a third aspect, an embodiment of the present application further provides an electronic device, including: a processor and a memory, the memory is used to store instructions, and the processor is used to call the instructions in the memory so that the electronic device executes the vehicle control method as in the first aspect.

[0016] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, the computer-readable storage medium stores computer instructions, and when the computer instructions run on a processor, the processor is caused to execute the vehicle control method as in the first aspect. Description of the Drawings

[0017] Figure 1 It is a step flow chart of a vehicle control method provided according to an embodiment of the present application.

[0018] Figure 2 It is a step flow chart of a vehicle control method provided according to another embodiment of the present application.

[0019] Figure 3Schematic structural diagram of a vehicle provided according to an embodiment of the present application.

[0020] Figure 4 Schematic structural diagram of an electronic device provided according to an embodiment of the present application. Detailed implementation manners

[0021] In order to more clearly understand the above-mentioned objects, features and advantages of the present application, the present application will be described in detail below with reference to the accompanying drawings and specific implementation manners. It should be noted that, without conflict, the implementation manners of the present application and the features in the implementation manners can be combined with each other.

[0022] Many specific details are set forth in the following description in order to provide a thorough understanding of the present application. The described implementation manners are only a part of the implementation manners of the present application, rather than all of the implementation manners.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present application belongs. The terms used in the specification of the present application herein are only for the purpose of describing specific implementation manners, and are not intended to limit the present application.

[0024] Further, it should be noted that in this document, the terms "include", "comprise" or any other variation thereof are intended to cover a non-exclusive inclusion, such that a process, method, article or device including a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0025] "At least one" in the present application means one or more, and "a plurality" means two or more than two. "And / or" describes the association relationship of associated objects and indicates 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, where A and B may be singular or plural. The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the accompanying drawings are used to distinguish similar objects, rather than to describe a specific order or sequence.

[0026] In the embodiments of the present application, words such as "exemplary" or "for example" are used to represent examples, illustrations or explanations. Any embodiment or design solution described as "exemplary" or "for example" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific manner.

[0027] The skidding of a vehicle refers to the situation where when the driving force of the vehicle exceeds the adhesion between the vehicle and the road surface, that is, when the driving wheels of the vehicle are on a road surface with an extremely low adhesion coefficient, the wheels skid and spin (i.e., slip) and the vehicle cannot move forward.

[0028] When skidding occurs, most of the power output by the vehicle's engine is consumed by the wheel slip. While wasting fuel and accelerating tire wear, it will reduce the vehicle's passing performance and maneuverability. Therefore, the occurrence of skidding has a greater impact on the driving experience and driving safety.

[0029] The magnitude of the adhesion between the vehicle and the road surface is related to the wetness of the road surface, as well as the vehicle's speed and torque. For example, skidding is more likely to occur when the vehicle starts, accelerates, or travels on an icy road surface.

[0030] In the related art, for vehicle anti-skidding, it generally relies on the driver's experience judgment. For example, when the driver judges that the current road is prone to skidding, the driver controls the vehicle speed, torque, etc. to avoid the occurrence of skidding and / or get out of trouble in time when skidding occurs. This anti-skidding solution relying on the driver's manual judgment and control has at least the following problems: The accuracy of the pre-judgment of skidding and the anti-skidding effect of controlling based on the pre-judgment result both depend on the reliability of the driver's driving experience, and require a relatively high learning cost and workload for the driver. Moreover, the efficiency of manual judgment and control is low, and it is possible that the driver's reaction is not timely enough, and fails to switch to the corresponding mode in time before skidding occurs, resulting in a skidding accident. Therefore, the anti-skidding solution of manual judgment and control is insufficient to ensure driving safety.

[0031] Correspondingly, an electronic control anti-slip regulation system can also be configured on the vehicle. In the related art, the electronic control anti-slip regulation system generally includes an automotive anti-slip regulation system (ASR, Anti-Slip Regulation System) and a traction control system (TCS, Traction Force Control System). Among them, ASR is also known as the Acceleration Slip Regulation System, which improves the safety of the vehicle by preventing the tires from over-sliding under the condition of large acceleration / low adhesion road surface. Specifically, when the wheels start to slip, the electronic control anti-slip regulation system reduces the output torque of the engine to reduce the driving force transmitted to the driving wheels, preventing the driving force from exceeding the adhesion between the tires and the road surface, or increases the resistance of the slipping driving wheels to increase the driving force of the non-slipping driving wheels, so that the total driving force of all driving wheels increases, thereby improving the passability of the vehicle. The problem with the electronic control anti-slip regulation system is that it only intervenes after detecting that the vehicle is slipping through the sensor, so its guarantee degree for driving safety is insufficient.

[0032] As can be seen from the above, there is a problem of insufficient guarantee degree for driving safety in the related art.

[0033] In view of this, the embodiments of the present application provide a vehicle control method, a vehicle, an electronic device and a computer-readable storage medium, which can improve the guarantee degree for driving safety and are particularly suitable for ensuring driving safety in driving scenarios prone to slipping.

[0034] Please refer to Figure 1 , which is a step flowchart of the vehicle control method provided by an embodiment of the present application. According to different requirements, the order of the steps in the flowchart can be changed, and some steps can be omitted. The embodiments of the present application are based on a preset electronic device, which has certain data processing, storage and transmission capabilities. Specifically, the electronic device can include a microprocessor, a laptop computer, a tablet computer, etc., and the embodiments of the present application do not limit this.

[0035] Refer to Figure 1 As shown, the vehicle control method may include the following steps: Step S110, obtain the image data of the road ahead of the vehicle, and calculate the adhesion coefficient of the road ahead according to the image data.

[0036] Image data of the road ahead of the vehicle is acquired through an in-vehicle camera. The image data may include information such as the texture, color, reflective characteristics of the road, and whether there is waterlogging, snow accumulation or icing. Then, the in-vehicle processor processes the image data to estimate the adhesion coefficient of the road ahead. The adhesion coefficient is a key parameter characterizing the frictional ability between the tire and the road surface. The lower its value, the slipperier the road surface. Among them, the road surface adhesion coefficient is used to characterize the mapping coefficient between the adhesion force between the vehicle and the road surface and the maximum driving force transmitted from the vehicle engine to the wheels. Among them, the adhesion force between the vehicle and the road surface is the product of the normal reaction force exerted by the ground on the driving wheels. The smaller the road surface adhesion coefficient, the greater the probability and degree of skidding. The larger the road surface adhesion coefficient, the smaller the probability and degree of skidding. Among them, the degree of skidding can be characterized by the ratio between the slip speed and the original speed of the vehicle.

[0037] In one embodiment, before acquiring the image data of the road ahead of the vehicle and calculating the adhesion coefficient of the road ahead according to the image data, it includes: receiving the precipitation amount and road surface humidity measured by the vehicle's sensors; in the case where the precipitation amount exceeds the preset precipitation amount; and / or, in the case where the road surface humidity exceeds the preset road surface humidity, receiving the image data.

[0038] Regarding the skidding that occurs on ordinary public roads in rainy and snowy weather and the skidding that occurs on non-public roads such as grasslands and muddy lands, there are differences in their inducing causes. The former is an accidental weather factor, while the latter is a natural terrain factor that exists for a relatively long time. Therefore, for ordinary public roads, a pre-judgment link is added before this embodiment executes step S110 to acquire the image data of the road ahead of the vehicle. The vehicle measures the current precipitation amount and / or road surface humidity through equipped sensors (such as a rain sensor, a humidity sensor, or by other means such as combining the wiper state and ambient temperature). And a preset precipitation threshold and a road surface humidity threshold are set. For example, the precipitation amount and road surface humidity threshold determined to be above moderate rain indicate the humidity level of the road surface being wet or having water accumulation. Only when the detected precipitation amount exceeds the preset precipitation threshold and / or the detected road surface humidity exceeds the preset road surface humidity threshold, will the system start or preferentially execute the subsequent process of acquiring the image data of the road ahead and calculating the adhesion coefficient. If under dry weather conditions (both the precipitation amount and humidity are below the threshold), the system may not start the image-based adhesion coefficient calculation or reduce its execution frequency to save computing resources.

[0039] In this embodiment, by adding a pre-judgment of weather / humidity conditions, the triggering logic of the entire control method is optimized. It focuses the relatively computationally intensive image analysis on scenarios where there is indeed a low adhesion risk (such as rainy or humid weather), avoiding unnecessary image processing and adhesion coefficient calculation on dry roads, thereby effectively reducing the computational load and power consumption of the system and improving the operating efficiency of the system.

[0040] Regarding how to calculate the adhesion coefficient of the road ahead based on image data, see the following embodiments, and this application will not elaborate here.

[0041] Step S120, when the adhesion coefficient indicates that the road ahead is a low-adhesion road, match the adhesion coefficient with multiple preset coefficient intervals to obtain the target coefficient interval where the adhesion coefficient is located, and the target anti-skid mode corresponding to the target coefficient interval; wherein, each preset coefficient interval corresponds to a preset anti-skid mode, and the smaller the minimum value of the preset coefficient interval, the greater the degree of torque adjustment of the preset anti-skid mode corresponding to the preset coefficient interval to the vehicle.

[0042] In this embodiment, the preset coefficient intervals are predefined in advance, and each interval represents a different level of low adhesion. One preset coefficient interval corresponds to a type of road surface. For example, the first preset coefficient interval can be road surface types such as roads experiencing rain or snow, epoxy resin roads, ice and snow roads, viaduct joints, slippery roads, etc. The second preset coefficient interval can be road surface types such as grasslands, gravels, deep snow, mud, sand, rocks, wading roads, mountain roads, etc. Each interval uniquely corresponds to a preset anti-skid mode. For example, it can be set that interval 1 is [0.3, 0.5), corresponding to preset anti-skid mode A, and interval 2 is [0.1, 0.3), corresponding to preset anti-skid mode B. The smaller the minimum value of the interval, the worse the road adhesion, and the greater the degree of torque adjustment of the corresponding preset anti-skid mode to the vehicle torque, for example, more strictly restricting torque output, or more actively distributing torque.

[0043] In this embodiment, by determining which preset coefficient interval the adhesion coefficient falls into, the target anti-skid mode corresponding to the interval is further determined.

[0044] Optionally, the adhesion coefficient can be accurately divided for multiple road surface types. By improving the degree of division of the adhesion coefficient interval, the precise control of vehicle anti-skid can be improved. Therefore, in the embodiments of the present invention, according to big data technology, laboratory data, public traffic accident data, and / or driver research data, etc., the road conditions prone to skidding can be statistically analyzed, and the adhesion coefficients of roads prone to skidding can be divided to obtain multiple preset coefficient intervals.

[0045] Step S130, switch the current driving mode of the vehicle to the target anti-skid mode.

[0046] After determining the target anti-skid mode, determine the control parameters of the target anti-skid mode, and control the corresponding modules of the vehicle according to the control parameters to ensure the driving safety and experience of the vehicle, without the inefficiency and delay caused by relying on manual switching in the related art.

[0047] A driving mode is used to represent a mode of controlling a vehicle. A driving mode may include control parameters of the vehicle under multiple preset performance dimensions, and the preset performance dimensions may include the power performance of the vehicle. For example, under different driving modes, the working logic of the motor, or the fuel quantity of the vehicle's engine fuel injector and the working logic of the power output of the transmission may be different, thereby changing the power output performance under this driving mode.

[0048] In one embodiment, as Figure 2 shown, step S110, calculating the adhesion coefficient of the road ahead according to the image data, includes: Step S210, extracting the road elements of the image data, and clustering the road elements to obtain the first road feature of the road ahead.

[0049] Step S220, matching the first road feature with multiple second road features, and each second road feature corresponds to a preset adhesion coefficient.

[0050] Step S230, determining the adhesion coefficient of the road ahead from multiple preset adhesion coefficients according to the matching result.

[0051] In this embodiment, by processing the acquired image data of the road ahead, the road elements related to the road surface condition are identified and extracted. The road elements include but are not limited to the texture details of the road surface, glossiness (whether strong reflection implies a water film or ice), color (the white of snow, the dark color of a wet road surface), whether there are puddles, rut marks, etc. By analyzing and clustering these extracted elements, a first road feature that can represent the overall visual state of the current road ahead is formed. Optionally, the clustering method includes: using techniques such as image segmentation, texture analysis, color histogram, etc.

[0052] The image processing unit of the vehicle internally stores a database or model containing multiple "second road features". Each "second road feature" is pre-calibrated, represents a known road surface condition, and is directly associated with a preset adhesion coefficient value. For example, the feature library may include "dry asphalt road surface feature" corresponding to μ = 0.8, "wet asphalt road surface feature" corresponding to μ = 0.5, "icy road surface feature" corresponding to μ = 0.2, etc. Match the "first road feature" obtained in the previous step with multiple "second road features" in the library, and determine the adhesion coefficient of the current road ahead from the corresponding preset adhesion coefficient values according to the best matching result. For example, calculate the similarity or distance between features, and select the second road feature with the highest similarity or the closest distance.

[0053] In this embodiment, by extracting the key visual features of the road image and comparing them with the typical road surface feature library with known adhesion coefficients, complex image information can be converted into a quantified adhesion coefficient value, providing a direct basis for subsequent anti-skid mode selection. This method makes it possible to evaluate the road surface condition and estimate the adhesion coefficient using visual information.

[0054] In one embodiment, the preset anti-skid modes include a first anti-skid mode and a second anti-skid mode; matching the adhesion coefficient with the preset adhesion coefficient intervals includes: when the adhesion coefficient is within the first preset adhesion coefficient interval, determining the first anti-skid mode as the target anti-skid mode; when the adhesion coefficient is within the second preset adhesion coefficient interval, determining the second anti-skid mode as the target anti-skid mode; wherein, the lower limit value of the first preset adhesion coefficient interval is greater than the upper limit value of the second preset adhesion coefficient interval.

[0055] The lower limit value of the first preset adhesion coefficient interval is greater than the upper limit value of the second preset adhesion coefficient interval. This means that the first interval represents a relatively higher low adhesion coefficient (for example, slightly wet or thin snow), while the second interval represents a lower adhesion coefficient (for example, icy or thick snow). For example, the first interval can be [0.35, 0.5), and the second interval can be [0.1, 0.3). This setting is reasonable, that is, lower (more dangerous) adhesion coefficient values are assigned to the second interval.

[0056] This embodiment defines at least two levels of anti-skid control strategies. By setting two adhesion coefficient intervals with clear boundaries and corresponding to different preset anti-skid modes respectively, the system can execute distinct control logics according to different degrees of low adhesion conditions detected. For example, different optimized control strategies can be set for slightly wet and severely icy / snowy road surfaces, further improving the pertinence and effectiveness of the control.

[0057] In one embodiment, the vehicle includes an electronic stability control system and a powertrain system; the second anti-skid mode includes: adjusting the driving mode of the vehicle to a four-wheel drive mode; the first anti-skid mode includes: adjusting the driving mode to a four-wheel drive mode and controlling the electronic stability control system to enter an anti-skid state, and the anti-skid state is used to control the electronic stability control system to output a torque limit to the powertrain system.

[0058] In this embodiment, the second anti-skid mode corresponds to a lower adhesion coefficient range, and its core control action is to adjust the driving mode of the vehicle to a four-wheel drive mode. On extremely low-adhesion road surfaces, the four-wheel drive mode can distribute the driving force to all four wheels, making the most of the limited ground adhesion and improving the traction ability during starting and driving.

[0059] The first anti-skid mode corresponds to a relatively higher low adhesion coefficient range. In the first anti-skid mode, not only is the driving mode adjusted to a four-wheel drive mode, but the electronic stability control system (ESC) is additionally controlled to enter a specific "anti-skid state". In this state, the ESC system not only performs its conventional brake-based stability control, but also actively outputs a torque limit request to the vehicle's powertrain system. This means that the ESC will pre-emptively or in real time request a reduction in the output torque of the powertrain system according to the vehicle dynamics and potential skidding risks, thereby more actively preventing the wheels from over-driving and skidding.

[0060] This embodiment provides a specific and differentiated anti-skid control execution method. For very slippery / icy road surfaces (the road surfaces adopting the second anti-skid mode), the basic traction is prioritized, while for moderately low-adhesion road surfaces (the road surfaces adopting the first anti-skid mode), a combination of four-wheel drive mode and active torque limit is adopted to provide a more refined and active anti-skid control, aiming to balance traction and stability and possibly provide a smoother driving experience. This differentiated execution strategy makes the anti-skid control more intelligent and scenario-based.

[0061] In one embodiment, controlling the electronic stability control system to enter the anti-skid state includes: detecting the operating parameters of the vehicle, and the operating parameters of the vehicle at least include one or more of vehicle speed and tire steering angle; when the vehicle speed exceeds a threshold value, and / or when the tire steering angle exceeds a preset steering angle, controlling the electronic stability control system to enter the anti-skid state.

[0062] In this embodiment, after the first anti-skid mode is activated, it is not necessary for the ESC to immediately execute the most stringent torque limit in all cases. This embodiment proposes that controlling the ESC to enter the "anti-skid state" requires certain triggering conditions. The system will detect the operating parameters of the vehicle in real time, and these parameters at least include one or more of vehicle speed and tire (or steering wheel) steering angle.

[0063] For example, a vehicle speed threshold (e.g., 20 km / h) and a steering angle threshold (e.g., 15 degrees) are preset. Only when the detected current vehicle speed exceeds the vehicle speed threshold and / or (indicating that either condition is satisfied) the detected current tire steering angle exceeds the preset steering angle, the control system will command the ESC to enter (or maintain) the anti-slip state with active output torque limitation. If both the vehicle speed and the steering angle are lower than their respective thresholds (e.g., the vehicle is driving slowly and straight or creeping on a low-traction road surface), even if the first anti-slip mode is activated, the ESC may temporarily not output a torque limitation signal or output a smaller limitation value to ensure the driving force at low speeds or avoid unnecessary intervention.

[0064] This embodiment makes the ESC torque limitation function in the first anti-slip mode more intelligent and timely. It avoids unnecessary torque intervention in low-risk driving conditions (such as driving straight at low speed), thereby improving the smoothness and comfort of driving. At the same time, it ensures that torque limitation can be intervened in a timely and effective manner in high-risk conditions where enhanced stability is truly required (such as when driving at a higher speed or turning), further optimizing the balance between safety and driving experience.

[0065] In some embodiments, the operating parameters of the electronic stability control system further include at least one of the torque distribution parameter of the vehicle, the pedal power curve, and the chassis control parameter; the pedal power curve is used to characterize the mapping relationship between the torque of the vehicle and the pedal travel of the vehicle at the current vehicle speed.

[0066] Among them, through the analysis of the vehicle skidding process, it can be obtained that in order to avoid skidding before skidding occurs, it can be mainly achieved through the control of braking and throttle. Specifically, the torque distribution can be adjusted, such as switching from a two-wheel drive mode to a more powerful four-wheel drive mode to avoid skidding. In addition, the pedal power curve can also be adjusted so that the required torque expressed by the driver with the accelerator pedal changes at the current vehicle speed, reducing the probability of skidding. Correspondingly, when the skidding avoidance is unsuccessful and skidding is about to occur, the chassis control parameter can be adjusted to minimize the degree and harm of skidding. For example, the chassis control parameter can be switched to the parameter preset and calibrated on the electronic stability control system (ESC) under the corresponding road conditions, such as switching to the ESC parameter corresponding to the off-road mode under grassland road conditions. Among them, the electronic stability control system is a technology aimed at improving the driving stability and controllability of vehicles. It monitors the dynamic parameters of the vehicle in real time, such as vehicle speed, steering angle, roll angle, etc., and the actual movement state of the vehicle tires, and adjusts the vehicle braking system and engine output force to keep the vehicle stable in emergency or dangerous situations, prevent side slipping and rolling, and improve driving safety.

[0067] In one embodiment, the preset anti-slip modes include: a third anti-slip mode, a fourth anti-slip mode, and a fifth anti-slip mode. Correspondingly, the system presets three adhesion coefficient intervals: a third preset adhesion coefficient interval, a fourth preset adhesion coefficient interval, and a fifth preset adhesion coefficient interval. Among them, the smaller the minimum value of the coefficient interval (representing a slipperier road surface), the greater the degree of adjustment (usually referring to restriction or active intervention) of the corresponding preset anti-slip mode on the vehicle torque.

[0068] In this embodiment, the relationship between these three intervals is generally: the lower limit value of the third preset adhesion coefficient interval is greater than the upper limit value of the fourth preset adhesion coefficient interval, and the lower limit value of the fourth preset adhesion coefficient interval is greater than the upper limit value of the fifth preset adhesion coefficient interval. For example, the third preset adhesion coefficient interval is set to [0.4, 0.5), corresponding to a slightly wet road surface; the fourth preset adhesion coefficient interval: [0.25, 0.4), corresponding to a rain-snow mixture or snow-covered road surface; the fifth preset adhesion coefficient interval: [0.1, 0.25), corresponding to an icy or extremely wet road surface. When the adhesion coefficient falls into the third interval, the third anti-slip mode is determined as the target anti-slip mode. When the adhesion coefficient falls into the fourth interval, the fourth anti-slip mode is determined as the target anti-slip mode. When the adhesion coefficient falls into the fifth interval, the fifth anti-slip mode is determined as the target anti-slip mode.

[0069] Among them, the adjustment degree of the third anti-slip mode is the smallest, only optimizing the throttle response curve to make it softer, or slightly adjusting the sensitivity of ESC / TCS. At the same time, it may suggest or automatically switch to the four-wheel drive mode (if the vehicle is equipped). The adjustment degree of the fourth anti-slip mode is medium. On the basis of the third mode, it is forced to switch to the four-wheel drive mode and enables the standard ESC / TCS active torque limit function to more effectively prevent wheel slippage, such as the first anti-slip mode in the above embodiment. The adjustment degree of the fifth anti-slip mode is the largest. On the basis of the fourth mode, the control is further enhanced. For example, a more sensitive slip detection threshold is adopted, a larger torque limit is applied, and differential control using braking is more actively used to maintain stability. It may even limit the maximum speed or adjust the steering assist characteristics to provide the driver with maximum safety under extremely low adhesion conditions.

[0070] In this embodiment, by setting three levels of preset anti-slip modes and corresponding adhesion coefficient ranges, a more refined recognition and response to low-adhesion road conditions are achieved. Compared with the solution with only two levels of modes, the three-level mode can more accurately match the vehicle control strategy with different actual road conditions ranging from slightly slippery to severely icy and snowy. This more refined hierarchical control helps to apply appropriate control forces according to actual needs on the premise of ensuring driving safety, avoiding over-intervention under non-extremely harsh road conditions, which may improve driving smoothness and fuel economy; while providing the strongest safety guarantee under extremely harsh road conditions. This further enhances the vehicle's adaptive ability to complex and changeable road conditions and the overall driving experience.

[0071] In one embodiment, before switching the vehicle's current driving mode to the target anti-slip mode, it further includes: sending a warning message to the driver, where the warning message is used to prompt the driver whether to activate the target anti-slip mode; responding to the prompt message input by the driver for the warning message; in the case where the prompt message indicates activating the target anti-slip mode, switching the vehicle's current driving mode to the target anti-slip mode; in the case where the prompt message indicates not activating the target anti-slip mode, maintaining the current driving mode.

[0072] After the system determines the target anti-slip mode according to the adhesion coefficient, but before actually performing the action of "switching the vehicle's current driving mode to the target anti-slip mode", an additional step of interacting and confirming with the driver is added. Among them, sending a warning message: The vehicle sends a warning message to the driver through means such as dashboard display, central control screen prompt, sound or vibration. This information clearly tells the driver that the system has detected a low-adhesion road surface and prompts whether to agree to activate the recommended target anti-slip mode. For example, generate on the vehicle's central control large screen "Detected a slippery road surface ahead, it is recommended to switch to the slippery mode, do you confirm?" The system waits for the driver to input a prompt message for this warning message through a certain means, such as pressing the confirmation button on the steering wheel, touching the option on the screen or voice command. If the received prompt message clearly indicates that the driver agrees or confirms to activate the target anti-slip mode, the system continues to execute the subsequent steps and switches the vehicle's current driving mode to the target anti-slip mode. If the received prompt message indicates that the driver refuses, cancels or does not respond within the preset time, the system will maintain the vehicle's current driving mode and not perform automatic switching. The maintained driving mode, that is, maintaining the two-wheel drive or part-time four-wheel drive power mode, when the vehicle slips, the electronic stability control system or torque control system will intervene to control and maintain the vehicle stability.

[0073] This embodiment introduces a confirmation link of the driver on the basis of automatic control.

[0074] In one embodiment, after switching the current driving mode of the vehicle to the target anti-slip mode, the image data of the road ahead is continuously detected, and the adhesion coefficient of the road ahead is calculated based on the image data; when the adhesion coefficient indicates that the road ahead is not a low-adhesion road, the target anti-slip mode is switched to the user-preferred driving mode.

[0075] Among them, the preset driving mode can be the driving mode before the user switches to the target anti-slip mode, or the system default economy mode, which is used for the vehicle to maintain a two-wheel drive or on-demand four-wheel drive power mode.

[0076] As Figure 3 shown, the second aspect of the present application further includes a vehicle 30, which includes: An acquisition unit 310, configured to acquire the image data of the road ahead of the vehicle and calculate the adhesion coefficient of the road ahead based on the image data.

[0077] A matching unit 320, configured to match the adhesion coefficient with a plurality of preset coefficient intervals when the adhesion coefficient indicates that the road ahead is a low-adhesion road, to obtain the target coefficient interval where the adhesion coefficient is located, and the target anti-slip mode corresponding to the target coefficient interval; wherein, each preset coefficient interval corresponds to a preset anti-slip mode, and the smaller the minimum value of the preset coefficient interval, the greater the torque adjustment degree of the preset anti-slip mode corresponding to the preset coefficient interval to the vehicle.

[0078] A switching unit 330, configured to switch the current driving mode of the vehicle to the target anti-slip mode.

[0079] Please refer to Figure 4 , which is a schematic hardware structure diagram of the electronic device 40 provided by the embodiment of the present application. As Figure 4 shown, the electronic device 40 may include a processor 401 and a memory 402. The memory 402 is used to store one or more computer programs 403. The one or more computer programs 403 are configured to be executed by the processor 401. The one or more computer programs 403 include instructions, and the above instructions can be used to implement the vehicle control method described above in the electronic device 40.

[0080] It can be understood that the structure shown in this embodiment does not constitute a specific limitation on the electronic device 40. In other embodiments, the electronic device 40 may include more or fewer components than shown, or combine certain components, or split certain components, or arrange different components.

[0081] The processor 401 may include one or more processing units. For example, the processor 401 may include an application processor (AP), a modem, a graphics processing unit (GPU), an image signal processor (ISP), a controller, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural-network processing unit (NPU), etc. Among them, different processing units may be independent devices or integrated in one or more processors.

[0082] The processor 401 may also be provided with a memory for storing instructions and data. In some embodiments, the memory in the processor 401 is a cache memory. This memory can save the instructions or data that the processor 401 has just used or recycled. If the processor 401 needs to use the instruction or data again, it can directly call it from this memory. This avoids repeated accesses, reduces the waiting time of the processor 401, and thus improves the efficiency of the system.

[0083] In some embodiments, the processor 401 may include one or more interfaces. The interfaces may include an inter-integrated circuit (I2C) interface, an inter-integrated circuit sound (I2S) interface, a pulse code modulation (PCM) interface, a universal asynchronous receiver / transmitter (UART) interface, a mobile industry processor interface (MIPI), a general-purpose input / output (GPIO) interface, a SIM interface, and / or a USB interface, etc.

[0084] In some embodiments, the processor 401 is used to execute acceleration schemes such as single instruction multiple data (SIMD) and very long instruction word (VLIW).

[0085] In some embodiments, the memory 402 may include high-speed random access memory, and may also include non-volatile memory, such as a hard disk, internal memory, plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, Flash Card, at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage devices.

[0086] This embodiment also provides a computer-readable storage medium storing computer instructions that, when run on a processor, cause the flight device to execute the above-related method steps to implement the vehicle control method in the above embodiment.

[0087] Among them, the vehicle and computer-readable storage medium provided in this embodiment are both used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be elaborated here.

[0088] In practical applications, the above functions can be allocated to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0089] In several embodiments provided in the present application, the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are illustrative. For example, the division of the module or unit is a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0090] The unit described as a separate component may or may not be physically separated. The component displayed as a unit may be a physical unit or multiple physical units, that is, it may be located in one place, or may be distributed to multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0091] In addition, each functional unit in various embodiments of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0092] When the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The software product is stored in a storage medium and includes several instructions for causing a device (which may be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods described in the various embodiments of the present application. The foregoing storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs.

[0093] As described above, the foregoing are only specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The vehicle control method comprises: Acquiring image data of a road ahead of the vehicle, and calculating an adhesion coefficient of the road ahead according to the image data; When the adhesion coefficient indicates that the road ahead is a low-adhesion road, matching the adhesion coefficient with a plurality of preset coefficient intervals to obtain a target coefficient interval in which the adhesion coefficient is located and a target anti-skid mode corresponding to the target coefficient interval; Each of the preset coefficient intervals corresponds to a preset anti-skid mode, and the smaller the minimum value of the preset coefficient interval is, the greater the torque adjustment degree of the vehicle by the preset anti-skid mode corresponding to the preset coefficient interval is; The current driving mode of the vehicle is switched to the target anti-skid mode.

2. The method according to claim 1, characterized in that The preset anti-skid mode includes a first anti-skid mode and a second anti-skid mode; The matching of the adhesion coefficient with a preset adhesion coefficient interval includes: When the adhesion coefficient is within a first preset adhesion coefficient interval, determining the first anti-skid mode as the target anti-skid mode; When the adhesion coefficient is within a second preset adhesion coefficient interval, determining the second anti-skid mode target anti-skid mode; The lower limit of the first preset adhesion coefficient interval is greater than the upper limit of the second preset adhesion coefficient interval.

3. The method according to claim 2, characterized in that The vehicle includes an electronic stability control system and a power system; The second anti-skid mode includes: adjusting the driving mode of the vehicle to a four-wheel drive mode; The first anti-skid mode includes: adjusting the driving mode to the four-wheel drive mode, and controlling the electronic stability control system to enter an anti-skid state, wherein the anti-skid state is used to control the electronic stability control system to output torque limitation to the power system.

4. The method according to claim 3, characterized in that The controlling the electronic stability control system to enter an anti-skid state includes: Detecting the operating parameters of the vehicle, wherein the operating parameters of the vehicle include at least one or more of vehicle speed and tire steering angle; When the vehicle speed exceeds a threshold value, and / or the tire steering angle exceeds a preset steering angle, the electronic stability control system is controlled to enter the anti-skid state.

5. The method according to claim 1, characterized in that Before acquiring image data of the road ahead of the vehicle and calculating the adhesion coefficient of the road ahead according to the image data, the method includes: receiving precipitation and road surface humidity measured by sensors of the vehicle; In the case where the precipitation exceeds a preset precipitation amount; and / or, When the road surface humidity exceeds a preset road surface humidity, the image data is received.

6. The method according to claim 1, characterized in that The calculating the adhesion coefficient of the road ahead according to the image data comprises: Extracting road elements from the image data, and clustering the road elements to obtain a first road feature of the road ahead; matching the first road feature with a plurality of second road features, each of the second road features corresponding to a preset adhesion coefficient; According to the matching result, the adhesion coefficient of the road ahead is determined from a plurality of preset adhesion coefficients.

7. The method according to claim 1, characterized in that Before switching the current driving mode of the vehicle to the target anti-skid mode, the method further includes: Sending a warning message to the driver, wherein the warning message is used to prompt the driver whether to activate the target anti-skid mode; responding to prompt information input by the driver in response to the warning information; When the prompt information indicates that the target anti-skid mode is activated, switching the current driving mode of the vehicle to the target anti-skid mode; When the prompt information indicates that the target anti-skid mode is not to be activated, the current driving mode is maintained.

8. A vehicle, characterized in that: include: an acquisition unit, configured to acquire image data of a road ahead of the vehicle, and calculate an adhesion coefficient of the road ahead according to the image data; a matching unit, configured to match the adhesion coefficient with a plurality of preset coefficient intervals to obtain a target coefficient interval in which the adhesion coefficient is located and a target anti-skid mode corresponding to the target coefficient interval, when the adhesion coefficient indicates that the road ahead is a low-adhesion road; wherein each of the preset coefficient intervals corresponds to a preset anti-skid mode, and the smaller the minimum value of the preset coefficient interval, the greater the degree of torque adjustment of the vehicle by the preset anti-skid mode corresponding to the preset coefficient interval; A switching unit is used to switch the current driving mode of the vehicle to the target anti-skid mode.

9. An electronic device, comprising a processor and a memory, characterized in that: The memory is used to store instructions, and the processor is used to call the instructions in the memory, so that the electronic device executes the vehicle control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, which, when executed on a processor, cause the processor to execute the vehicle control method according to any one of claims 1 to 7.

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