Vehicle control method and device and vehicle

Abstract

The invention provides a vehicle control method and device and a vehicle, which are applied to a technical framework of calculating a gradient based on sensed acceleration of the vehicle and can realize intelligent switching of gradient calculation modes. According to the scheme, the acceleration sensed by the vehicle is monitored specifically, when it is determined through monitoring that the acceleration is in an untrusted state, the gradient is not calculated based on the acceleration any more, the gradient is selected to be locked to be a value determined based on historical trusted acceleration, and vehicle control is conducted accordingly; and when it is determined through monitoring that the acceleration is recovered from the untrusted state to the trusted state, the gradient is unlocked, the gradient is calculated again based on the acceleration, and the vehicle is controlled accordingly. According to the whole scheme, the problem of vehicle abnormal control caused by slope calculation distortion due to sudden acceleration change can be avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and particularly to a vehicle control method, device, and vehicle. Background Art

[0002] At present, intelligent driving functions of some vehicles (such as torque compensation, kinetic energy recovery, etc.) need to accurately obtain the road slope to effectively control the vehicle.

[0003] The existing related technology calculates the slope by the acceleration sensed by the vehicle. However, in actual scenarios, the vehicle's perception of acceleration is prone to inaccuracy, which may lead to the calculated slope not matching the actual situation, and ultimately affect the control of the vehicle by the intelligent driving function. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle control method, device, and vehicle that overcome or at least partially solve the above problems. The technical solutions are as follows: A vehicle control method includes: Monitoring the acceleration determined based on vehicle perception, where the acceleration is used to determine the slope of the vehicle; Determining the confidence level of the acceleration; When it is determined that the acceleration is in an untrustworthy state, locking the slope to a target value to control the vehicle based on the locked slope, where the target value is determined based on historical trustworthy acceleration; When it is determined that the acceleration has recovered from an untrustworthy state to a trustworthy state, unlocking the slope and re - determining the slope based on the acceleration that has recovered to a trustworthy state to control the vehicle based on the re - determined slope.

[0005] Optionally, the acceleration includes the vehicle - wide acceleration; determining the confidence level of the acceleration includes: determining the wheel state of the vehicle; if the wheel state is an abnormal wheel state, determining that the vehicle - wide acceleration is in an untrustworthy state; if the wheel state has recovered to a normal wheel state, determining that the vehicle - wide acceleration has recovered from an untrustworthy state to a trustworthy state.

[0006] Optionally, the abnormal wheel state includes a wheel slip state; determining the wheel state includes: if the vehicle meets the first vehicle condition, determining the wheel state as a wheel slip state; the first vehicle condition includes at least one of the following: the accelerator pedal opening of the vehicle reaches a corresponding first preset threshold, the vehicle's overall vehicle acceleration is greater than a corresponding reference value, and the duration reaches a corresponding first preset duration; the accelerator pedal opening of the vehicle reaches a corresponding second preset threshold, and the absolute value difference between the longitudinal acceleration of the vehicle and the overall vehicle acceleration is greater than a corresponding third preset threshold; the motor of the vehicle is in a driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is greater than a corresponding fourth preset threshold, and the duration reaches a corresponding second preset duration.

[0007] Optionally, determining the wheel state further includes: after determining that the wheel state is a wheel slip state, if the vehicle meets the second vehicle condition, determining that the wheel state returns from the wheel slip state to the normal wheel state; the second vehicle condition includes at least one of the following: the overall vehicle acceleration is less than a corresponding reference value, and the duration reaches a corresponding third preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is less than a corresponding fifth preset threshold, and the duration reaches a corresponding fourth preset duration; the motor is in a driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than a corresponding sixth preset threshold, and the duration reaches a corresponding fifth preset duration.

[0008] Optionally, determining the wheel state further includes: after determining that the wheel state is a wheel slip state, if the vehicle meets the second vehicle condition, determining that the wheel state returns from the wheel slip state to the normal wheel state; the second vehicle condition includes: the overall vehicle acceleration is less than a corresponding reference value, and the duration reaches a corresponding sixth preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is less than a corresponding seventh preset threshold; the motor is in a driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than a corresponding eighth preset threshold, and the duration reaches a corresponding seventh preset duration.

[0009] Optionally, the abnormal wheel state includes a wheel locked state; determining the wheel state of the vehicle includes: if the vehicle meets the third vehicle condition, determining the wheel state as the wheel locked state; the third vehicle condition includes at least one of the following: the overall vehicle acceleration of the vehicle is less than a corresponding reference value and the duration reaches a corresponding eighth preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is greater than a corresponding ninth preset threshold; the motor of the vehicle is in a recovery state, and the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is greater than a corresponding tenth preset threshold and the duration reaches a corresponding ninth preset duration.

[0010] Optionally, determining the wheel state further includes: after determining that the wheel state is the wheel locked state, if the vehicle meets the fourth vehicle condition, determining that the wheel state returns from the wheel locked state to the normal wheel state; the fourth vehicle condition includes at least one of the following: the overall vehicle acceleration is greater than a corresponding reference value and the duration reaches a corresponding tenth preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is less than a corresponding eleventh preset threshold and the duration reaches a corresponding eleventh preset duration; when the motor is in a recovery state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than a corresponding twelfth preset threshold and the duration reaches a corresponding twelfth preset duration.

[0011] Optionally, determining the wheel state further includes: after determining that the wheel state is the wheel locked state, if the vehicle meets the fourth vehicle condition, determining that the wheel state returns from the wheel locked state to the normal wheel state; the fourth vehicle condition includes: the overall vehicle acceleration is greater than a corresponding reference value and the duration reaches a corresponding thirteenth preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is less than a corresponding thirteenth preset threshold; when the motor is in a recovery state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than a corresponding fourteenth preset threshold and the duration reaches a corresponding fourteenth preset duration.

[0012] Optionally, the reference value corresponding to the overall vehicle acceleration is obtained by querying from a target overall vehicle acceleration allocation table based on the current vehicle speed and driving torque of the vehicle; wherein, the target overall vehicle acceleration allocation table is matched from multiple overall vehicle acceleration allocation tables corresponding to different road environments based on the current road environment of the vehicle, and each overall vehicle acceleration allocation table records the mapping relationship between the vehicle speed, driving torque and reference value in its corresponding road environment.

[0013] Optionally, the reference value corresponding to the vehicle acceleration is selected from the reference value range recorded in the target vehicle acceleration allocation table, and the reference value range covers the normal vehicle acceleration ranges corresponding to multiple road environments; wherein: when determining whether the vehicle satisfies that the vehicle acceleration is less than the reference value, the reference value is the minimum value of the reference value range; when determining whether the vehicle satisfies that the vehicle acceleration is greater than the reference value, the reference value is the maximum value of the reference value range.

[0014] Optionally, the acceleration includes longitudinal acceleration; determining the confidence level of the acceleration includes: determining the normal range corresponding to the longitudinal acceleration based on the pitch angle of the vehicle; if the longitudinal acceleration exceeds the corresponding normal range, determining that the longitudinal acceleration is in an untrusted state; if the longitudinal acceleration returns to the corresponding normal range, determining that the longitudinal acceleration recovers from the untrusted state to the trusted state.

[0015] Optionally, the target value is the slope value before the acceleration changes from the trusted state to the untrusted state.

[0016] A vehicle control device includes: A monitoring module for monitoring the acceleration determined based on vehicle perception, where the acceleration is used to determine the slope of the vehicle; A confidence level determination module for determining the confidence level of the acceleration; A first control module for locking the slope as a target value when it is determined that the acceleration is in an untrusted state, so as to control the vehicle based on the locked slope, and the target value is determined based on historical trusted acceleration; A second control module for unlocking the slope when it is determined that the acceleration recovers from the untrusted state to the trusted state, and re-determining the slope based on the acceleration that has recovered to the trusted state, so as to control the vehicle based on the re-determined slope.

[0017] A vehicle includes: a processor; and a memory arranged to store computer-executable instructions, and the executable instructions, when executed, cause the processor to execute the above torque control method.

[0018] This application is applied to the technical framework for calculating road slope based on vehicle perception acceleration and can achieve intelligent switching of slope calculation modes. Specifically, this application can monitor the acceleration perceived by the vehicle in real time. When it is monitored that the acceleration is in an untrustworthy state, the slope is no longer calculated based on the current acceleration. Instead, the slope value is locked to the result calculated based on the previous historical trustworthy acceleration, and vehicle control is performed based on this; when the acceleration recovers from the untrustworthy state to the trustworthy state, the slope calculation is unlocked again, and vehicle control is performed according to the real-time slope. This design effectively avoids the problem of slope calculation distortion caused by sudden changes in acceleration. For example, when the road slope does not change significantly, if the vehicle experiences a sudden change in acceleration due to wheel slip or locking, in order to prevent inaccurate slope values from being calculated based on inaccurate acceleration, the slope value before slip or locking is continued to provide slope torque compensation. Through this intelligent switching mechanism, the reliability of vehicle control is effectively guaranteed, thereby improving driving safety.

[0019] The above description is only an overview of the technical solution of this application. In order to be able to understand the technical means of this application more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of this application more obvious and understandable, the following specifically gives the specific implementation manners of this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments recorded in the embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0021] Figure 1 It is the first flow schematic diagram of the vehicle control method according to the embodiment of this application.

[0022] Figure 2 It is a schematic diagram of the relationship between vehicle acceleration and slope.

[0023] Figure 3 It is the second flow schematic diagram of the vehicle control method according to the embodiment of this application.

[0024] Figure 4 It is the third flow schematic diagram of the vehicle control method according to the embodiment of this application.

[0025] Figure 5 It is the structural schematic diagram of the vehicle control device according to the embodiment of this application.

[0026] Figure 6 It is the structural schematic diagram of the vehicle according to the embodiment of this application. DETAILED DESCRIPTION OF THE INVENTION

[0027] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this specification, rather than all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of this specification.

[0028] As mentioned above, the intelligent driving functions of some current vehicles (such as torque compensation, kinetic energy recovery, etc.) need to accurately obtain the road slope to achieve effective control of the vehicle.

[0029] The existing related technology calculates the slope by the acceleration sensed by the vehicle. However, in actual scenarios, the vehicle's perception of acceleration is prone to inaccuracy, which in turn leads to the inferred slope not matching the actual situation, and ultimately causes the intelligent driving function to fail to control the vehicle effectively.

[0030] To solve the above problems, this application proposes a vehicle control scheme that can monitor the acceleration sensed by the vehicle. When it is determined through monitoring that the acceleration is in an untrustworthy state, the slope is no longer calculated based on the acceleration, but instead the slope is locked to a value determined based on historical trustworthy acceleration and the vehicle is controlled accordingly; when it is determined through monitoring that the acceleration has recovered from an untrustworthy state to a trustworthy state, the slope is unlocked and the slope is recalculated based on the acceleration and the vehicle is controlled accordingly. This scheme can effectively avoid using abnormal acceleration for slope calculation, thereby preventing the problem that the intelligent driving function cannot effectively control the vehicle due to slope distortion.

[0031] Specifically, the vehicle control scheme of this application includes a vehicle control method, device, vehicle, and program product, which will be introduced in detail below in conjunction with their respective embodiments.

[0032] An embodiment of this application provides a vehicle control method, Figure 1 which is the first process schematic diagram of this vehicle control method and includes the following steps: S101, monitor the acceleration determined based on vehicle perception, where the acceleration is used to determine the slope of the vehicle.

[0033] The monitoring mentioned in this embodiment refers to evaluating the confidence level by determining whether the acceleration sensed by the vehicle can effectively calculate the actual slope. Specifically, if the acceleration is abnormal and the actual slope cannot be calculated through it, the acceleration is considered untrustworthy; conversely, if the acceleration is normal and the actual slope can be calculated, the acceleration is considered trustworthy.

[0034] The existing related technology determines the slope by the acceleration sensed by the vehicle. Among them, the patent with the application number "201911013846.8" provides a classic slope calculation scheme. This scheme first calculates the intermediate value Z, Z = (longitudinal acceleration - lateral acceleration influence value - vehicle acceleration influence value - vehicle acceleration) / gravitational acceleration; then, the intermediate value Z is mapped to the slope value through numerical conversion.

[0035] It can be seen that the accelerations involved in slope calculation include longitudinal acceleration, lateral acceleration influence value, vehicle acceleration, and gravitational acceleration. Since the lateral acceleration influence value is only considered when there is lateral movement such as turning, and the gravitational acceleration can be regarded as a fixed value, therefore, in this embodiment, only the vehicle acceleration and longitudinal acceleration need to be monitored.

[0036] S102, determine the confidence level of the acceleration.

[0037] The accelerations that need to be monitored in this embodiment include vehicle acceleration and longitudinal acceleration.

[0038] Among them, the vehicle acceleration is calculated based on the driving torque and vehicle speed. There are two main current vehicle speed measurement methods: one is to calculate the vehicle speed through the vehicle Electronic Stability Program (ESP) system according to the wheel speed; the other is to measure the vehicle speed by the vehicle chip using satellite positioning technology, but the latter has lower accuracy and is usually not used in slope meters.

[0039] In the scheme of calculating the vehicle speed through the wheel speed, when the wheel slips (the wheel speed suddenly increases) or locks (the wheel speed suddenly decreases), the vehicle speed will change suddenly, and this sudden change will be transmitted through the calculation link of "vehicle speed → vehicle acceleration → slope", resulting in inaccurate slope calculation and further affecting the control of the vehicle by the intelligent driving function.

[0040] Here, the intelligent driving function with torque compensation is taken as an example, and the specific scenario analysis is as follows: Scenario 1: On a low-adhesion road (such as snow), when the driver steps on the accelerator pedal deeply from a stationary state, the wheel slips, causing the wheel speed to surge abnormally. At this time, the vehicle acceleration calculated based on the vehicle speed signal will show a false increase, causing the calculated slope to drop sharply to a negative value. When the driver releases the accelerator pedal again to restore grip, the wheel speed returns to normal, causing the vehicle acceleration calculated based on the vehicle speed signal to show a false decrease (the previous decrease in the vehicle acceleration caused by pressing the accelerator pedal), causing the calculated slope to surge to a positive value. Since the actual vehicle speed will not be too high on a low-adhesion road, when the accelerator pedal is released and the vehicle is in a creeping state (such as: vehicle speed <5km / h and accelerator pedal opening <10%), the abnormally increased slope value will cause the creep control system to significantly increase the slope compensation torque used for driving (misjudging that the vehicle is uphill). This slope compensation torque acts on a low-adhesion road, which will provide the driver with more power than expected, posing a safety risk.

[0041] Scenario 2: When the wheels recover from locking (emergency braking), the acceleration of the entire vehicle will increase significantly, causing the calculated slope to drop sharply from a positive value to a negative value. If the vehicle is in a creep state at this time, the creep control system will significantly increase the slope compensation torque used for braking (misjudging that the vehicle is downhill), causing the wheels to lock again.

[0042] It can be seen that under the calculation link of "wheel speed → vehicle speed → vehicle acceleration → slope", the main reason for abnormal vehicle acceleration is wheel slippage or locking.

[0043] To this end, the present embodiment can determine the wheel state of the vehicle. If the wheel state is an abnormal wheel state (wheel slip state or wheel locking state), it is determined that the acceleration of the entire vehicle is in an untrustworthy state; if the wheel state is restored to a normal wheel state, it is determined that the acceleration of the entire vehicle is restored from an untrustworthy state to a trustworthy state.

[0044] In this embodiment, the vehicle may be determined to be in a wheel slip state when any one of the following three vehicle condition conditions (A1-A3) is met: A1: The accelerator pedal opening of the vehicle reaches a corresponding first preset threshold, the vehicle acceleration is greater than a corresponding reference value, and the duration reaches a corresponding first preset duration.

[0045] Condition explanation: When the accelerator pedal opening reaches the first preset threshold, it means that the driver is stepping on the accelerator pedal deeply. The reference value of the vehicle acceleration is the theoretical normal value. If the vehicle acceleration is greater than the reference value, it means that the wheel speed has increased abnormally and does not meet the increase range under normal power transmission. When the duration reaches the first preset duration, it further confirms the continuity of the abnormal increase in wheel speed and excludes instantaneous fluctuations.

[0046] Actual vehicle performance: If the driver deeply depresses the accelerator pedal and at the same time the wheel speed of the vehicle continuously and abnormally surges, it is determined that the vehicle is in a wheel slip state.

[0047] A2: The opening of the vehicle's accelerator pedal reaches the corresponding second preset threshold, and the absolute value difference between the vehicle's longitudinal acceleration and the vehicle's overall acceleration is greater than the corresponding third preset threshold.

[0048] Condition explanation: The accelerator pedal opening reaching the second preset threshold indicates that the driver is deeply depressing the accelerator pedal. The longitudinal acceleration is highly correlated with the transmission efficiency of the driving torque. When the wheels are slipping, the effective friction between the tires and the ground decreases, and the power cannot be effectively transmitted. At this time, the longitudinal acceleration will decrease significantly (become zero or even negative), which will cause the effective friction between the tires and the ground to decrease, and the power cannot be effectively transmitted. At this time, the longitudinal acceleration will decrease significantly, and the difference from the vehicle's overall acceleration will cause the absolute value difference between the two to be greater than the third preset threshold.

[0049] Actual vehicle performance: When the driver deeply depresses the accelerator pedal, if the vehicle shows "the wheels spin but the actual acceleration is slow", it is determined that the vehicle is in a wheel slip state.

[0050] A3: The vehicle's motor is in the driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is greater than the corresponding fourth preset threshold, and the duration reaches the corresponding second preset duration.

[0051] Condition explanation: The wheel speed difference between any one wheel and the wheel speeds of other wheels being greater than the fourth preset threshold indicates that the wheel speed difference between some wheels and the rest of the wheels is too large, usually occurring in scenarios of wheel slip or wheel lock. If it is wheel slip, the wheel speed of some wheels is significantly higher than that of the rest of the wheels; if it is wheel lock, the wheel speed of some wheels is significantly lower than that of the rest of the wheels. The vehicle's motor being in the driving state can rule out the possibility of wheel lock.

[0052] The actual vehicle performance is: When the wheel speeds of some wheels of the vehicle are continuously significantly higher than those of the rest of the wheels (such as a single-side drive wheel spinning), it is determined that the vehicle is in a wheel slip state.

[0053] It should be noted that the above A3 for judging whether the wheels are slipping is achieved based on comparing the wheel speed differences of different wheels. The prerequisite is that the vehicle needs to support different driving force distributions between the wheels so as to reflect different wheel speeds. Therefore, A3 is applicable to four-wheel drive vehicles. The above A1 and A2 for judging whether the wheels are slipping do not depend on the wheel speed differences between the wheels, but are based on the analysis of the vehicle's overall acceleration, longitudinal acceleration, and the signal of the accelerator pedal. Therefore, they are applicable to both two-wheel drive vehicles and four-wheel drive vehicles.

[0054] In addition, after determining that the vehicle is in a wheel slip state, continuous monitoring is required to determine whether the vehicle has recovered from the wheel slip state to the normal wheel state.

[0055] It should be noted that the non-satisfaction of the above A1 to A3 only indicates that the vehicle is not currently detected to be in a wheel slip state, but it cannot directly determine that the vehicle has recovered from the wheel slip state to the normal wheel state. This is because during the recovery process, the wheel speed will increase abnormally rapidly and then change to decrease abnormally rapidly, which is still a phenomenon of sudden vehicle speed change and the vehicle acceleration cannot be normally sensed.

[0056] Therefore, judgment conditions need to be separately configured for the vehicle to recover from the wheel slip state to the normal wheel state.

[0057] As a feasible implementation method, in this embodiment, when any one of the following three vehicle condition conditions (B1 - B3) is satisfied, it can be determined that the vehicle has recovered from the wheel slip state to the normal wheel state: B1: The vehicle acceleration is less than the corresponding reference value, and the duration reaches the corresponding third preset duration.

[0058] Condition explanation: The vehicle acceleration being less than the reference value indicates that the wheel speed change slows down and is no longer significantly faster than the increase in the actual vehicle speed. The duration reaching the third preset duration further confirms the persistence of this state and excludes the temporary recovery of adhesion.

[0059] Actual vehicle performance (starting from the wheel slip state as the initial state): If the vehicle stably transitions from a rapid increase in wheel speed to a slowing down of the change, it is determined that the vehicle has recovered from the wheel slip state to the normal wheel state.

[0060] B2: The absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding fifth preset threshold, and the duration reaches the corresponding fourth preset duration.

[0061] Condition explanation: The absolute value difference between the longitudinal acceleration and the vehicle acceleration being less than the fifth preset threshold indicates that the static friction between the tire and the ground is restored, the longitudinal acceleration increases and gradually approaches the vehicle acceleration. The duration reaching the fourth preset duration further confirms the persistence of this state.

[0062] Actual vehicle performance: If the change in the actual vehicle speed of the vehicle matches the change in the wheel speed, it is determined that the vehicle has recovered from the wheel slip state to the normal wheel state.

[0063] B3: The motor is in a driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than the corresponding sixth preset threshold, and the duration reaches the corresponding fifth preset duration.

[0064] Condition Explanation: The absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speeds of other wheels being less than the sixth preset threshold indicates that the wheel speeds of all wheels are approximately the same. The motor being in the driving state rules out the possibility that all wheels maintain the same speed due to braking, which belongs to the normal recovery process during driving. The duration reaching the corresponding fifth preset duration further confirms the persistence of this state.

[0065] Actual Vehicle Performance (starting from wheel slip as the initial state): Without the aid of braking, if the vehicle transitions stably from a state where the wheel speeds of some wheels are significantly greater than those of the remaining wheels to a state where the wheel speeds of all wheels approach the same, it is determined that the vehicle has recovered from the wheel slip state to the normal wheel state.

[0066] It should be noted that when the wheels slip, the wheel speed increases faster than the actual vehicle speed. Therefore, the key to determining whether the vehicle has recovered from the wheel slip state to the normal wheel state lies in: whether the wheel speed is re-matched with the vehicle speed. This has no direct relation to the accelerator pedal opening, so the accelerator pedal opening does not need to be selected as a judgment condition for recovering the normal wheel state.

[0067] After determining that the vehicle is in the wheel slip state, as long as any one of B1 to B3 is satisfied, it can be determined that the vehicle is in the wheel slip state. Among them: The basis for B1 as a separate judgment condition is: When the wheel recovers from slip to normal, due to the wheel regaining grip, the wheel speed starts to drop suddenly, causing the vehicle acceleration related to the wheel speed to also drop suddenly, thus being less than the corresponding reference value (normal value); at the same time, the duration exceeds the third preset duration. At this time, the third preset duration can be set for a relatively long time, such as 10 s, to ensure the sudden drop in vehicle acceleration is persistent. Considering these factors can effectively prove that the wheel has recovered from slip to normal.

[0068] The basis for B2 as a separate judgment condition is: When the wheel slips, due to the decrease in the friction between the tire and the ground, the wheel loses grip and spins. At this time, the driving torque cannot be effectively converted into the actual vehicle speed, resulting in a sharp drop in the longitudinal acceleration, and then the absolute value difference between it and the vehicle acceleration increases. This phenomenon indicates that the vehicle's power output is wasted on the wheel spin and cannot effectively push the vehicle forward. After that, if the vehicle's longitudinal acceleration gradually increases and the absolute value difference between it and the vehicle acceleration gradually decreases to below the fifth preset threshold, it means that the wheel has regained grip; at the same time, the duration exceeds the fourth preset duration. At this time, the fourth preset duration can be set for a relatively long time, such as 10 s, to ensure the wheel regaining grip is persistent. Considering these factors can effectively prove that the wheel has recovered from slip to normal.

[0069] The basis for B3 as an independent judgment condition is as follows: in the driving state, if a certain wheel slips, its wheel speed is significantly higher than that of other wheels. Subsequently, if the wheel speed difference of all wheels is lower than the sixth preset threshold, it indicates that the slipping wheel has synchronized with other wheels and effective traction is restored; meanwhile, if the duration exceeds the fifth preset duration, the continuity of the wheel speed synchronization can be ensured. Considering these factors comprehensively can effectively prove that the wheel has returned to normal from slipping.

[0070] In addition, to improve the judgment accuracy, it can also be when all of the following vehicle condition conditions (B1’ - B3’) are simultaneously satisfied that it is determined that the vehicle has recovered from the wheel slipping state to the normal wheel state: B1’: The vehicle acceleration is less than the corresponding reference value and the duration reaches the corresponding sixth preset duration.

[0071] B2’: The absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding seventh preset threshold.

[0072] B3’: The motor is in the driving state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speeds of other wheels is less than the corresponding eighth preset threshold, and the duration reaches the corresponding seventh preset duration.

[0073] The condition explanations of B1’ to B3’ above can refer to B1 to B3 and will not be elaborated here.

[0074] The actual vehicle performance of B1’ to B3’: Without the aid of braking, if the vehicle's wheel speed suddenly rises and stably transitions to a slower change trend, and the wheel speeds of all wheels are close to being the same, and at the same time the actual vehicle speed change matches the wheel speed change, it is determined that the vehicle has recovered from the wheel slipping state to the normal wheel state.

[0075] In practical applications, as independent judgment conditions for the vehicle to recover from the wheel slipping state to the normal wheel state, B1 to B3 require a relatively long continuous observation time to ensure the judgment accuracy in a single dimension. Therefore, the third preset duration in B1, the fourth preset duration in B2, and the fifth preset duration in B3 can be set longer. And as joint judgment conditions, although the restrictions for simultaneous satisfaction of B1’ to B3’ are more stringent, the multi-dimensional cross-verification fully guarantees the judgment accuracy. When the judgment accuracy is guaranteed, the continuous observation time can be appropriately shortened, that is, the sixth preset duration in B1’ and the seventh preset duration in B3’ can be set shorter, and even the duration setting of B2’ can be cancelled. Specifically, the sixth preset duration in B1’ should be less than the third preset duration in B1, and the seventh preset duration in B3’ should be less than the fifth preset duration in B3.

[0076] Among them, in this embodiment, when any one of the following three vehicle condition conditions (C1 - C4) is met, it is determined that the vehicle is in a wheel lock state: C1: The vehicle's overall vehicle acceleration is less than the corresponding reference value, and the duration reaches the corresponding eighth preset duration.

[0077] Condition explanation: The overall vehicle acceleration being less than the corresponding reference value indicates that the wheel speed of the wheel has an abnormal sudden drop, exceeding the normal drop range. The duration reaching the eighth preset duration further confirms the persistence of the abnormal sudden drop of the wheel, and can exclude the situation of only a short-term lock.

[0078] Actual vehicle performance: If the vehicle's wheel speed has an abnormal sudden drop, it is determined that the vehicle is in a wheel slip state.

[0079] C2: The absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is greater than the corresponding ninth preset threshold.

[0080] Condition explanation: When the vehicle slips, the longitudinal acceleration is significantly reduced due to the sliding friction between the tire and the ground, resulting in an increase in the absolute value difference from the overall vehicle acceleration, meeting the characteristic that the absolute value difference is greater than the ninth preset threshold.

[0081] Actual vehicle performance: If the vehicle shows "skidding", it is determined that the vehicle is in a wheel slip state.

[0082] C3: The vehicle's motor is in the recovery state, and the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is greater than the corresponding tenth preset threshold, and the duration reaches the corresponding ninth preset duration.

[0083] Condition explanation: The absolute value difference between the wheel speed of any one wheel and the wheel speeds of other wheels being greater than the tenth preset threshold indicates that the wheel speed difference between some wheels and the rest of the wheels is too large, usually occurring in scenarios of wheel slip or wheel lock. If it is a slip, the wheel speed of some wheels is significantly higher than that of the rest of the wheels; if it is a lock, the wheel speed of some wheels is significantly lower than that of the rest of the wheels. The vehicle's motor being in the driving state can exclude the possibility of wheel lock. The motor being in the recovery state can exclude the possibility of wheel slip. The duration reaching the ninth preset duration further confirms the persistence of this state.

[0084] Actual vehicle performance is: When the wheel speed of some wheels of the vehicle is continuously significantly higher than that of the rest of the wheels, it is determined that the vehicle is in a wheel lock state.

[0085] Similarly, after determining that the vehicle is in a wheel lock state, it is also necessary to continuously monitor to determine whether the vehicle has recovered from the wheel lock state to the normal wheel state.

[0086] It should be noted that when none of the above C1 to C3 is satisfied, it does not mean that the vehicle has recovered from the wheel lock state to the normal wheel state. This is because during the process of the wheel lock and then recovery to normal, the wheel speed will drop abnormally rapidly and then change to rise abnormally rapidly, which still belongs to the manifestation of sudden vehicle speed change and the vehicle acceleration cannot be normally sensed.

[0087] Therefore, it is necessary to separately configure judgment conditions for the vehicle to recover from the wheel lock state to the normal wheel state.

[0088] As a feasible implementation method, in this embodiment, when any one of the following three vehicle condition conditions (D1 - D3) is satisfied, it can be determined that the vehicle has recovered from the wheel slip state to the normal wheel state: D1: The vehicle acceleration is greater than the corresponding reference value and the duration reaches the corresponding tenth preset duration.

[0089] Condition explanation: The vehicle acceleration being greater than the corresponding reference value indicates that the wheel speed of the wheel has increased rapidly, which is a manifestation of getting out of the locked state. The duration reaching the tenth preset duration further confirms the persistence of this state.

[0090] Actual vehicle performance: If the wheels of the vehicle recover from being locked to rotating, it is determined that the vehicle is in the wheel slip state.

[0091] D2: The absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding eleventh preset threshold and the duration reaches the corresponding eleventh preset duration.

[0092] Condition explanation: If the vehicle recovers from coasting by inertia to being driven by the wheels, then the tire changes from sliding friction to static friction, the longitudinal acceleration increases and gradually approaches the vehicle acceleration, which conforms to the characteristic that the absolute value difference is less than the eleventh preset threshold. The duration reaching the corresponding eleventh preset duration further confirms the persistence of this state.

[0093] Actual vehicle performance: If the vehicle ends coasting by inertia, it is determined that the vehicle is in the wheel slip state.

[0094] D3: When the motor is in the recovery state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than the corresponding twelfth preset threshold and the duration reaches the corresponding twelfth preset duration.

[0095] Condition Explanation (starting from the wheel lock-up as the initial state): The absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speeds of other wheels being less than the corresponding twelfth preset threshold indicates that the vehicle transitions from a state where the wheel speeds of some wheels are much lower than those of the remaining wheels to a state where the wheel speeds of all wheels are roughly the same. The motor being in the braking state rules out the possibility that all wheels maintain the same speed due to increased driving, and this belongs to the normal braking recovery process. Reaching the corresponding twelfth preset duration further confirms the persistence of this state.

[0096] Actual Vehicle Appearance: When maintaining braking, if the vehicle transitions stably from a state where the wheel speeds of some wheels are significantly less than those of the remaining wheels to a state where the wheel speeds of all wheels approach the same, it is determined that the vehicle has recovered from the wheel skidding state to the normal wheel state.

[0097] It should be noted that after determining that the vehicle is in the wheel lock-up state, as long as any one of D1 to D3 is satisfied, it can be determined that the vehicle is in the wheel lock-up state.

[0098] The basis for D1 as a separate judgment condition is: When the wheel recovers from lock-up to normal, the wheel speed starts to rise rapidly, causing the vehicle acceleration related to the wheel speed to also rise rapidly, thus being greater than the corresponding reference value (normal value); at the same time, the duration exceeds the tenth preset duration, which can ensure the persistence of the rapid rise in vehicle acceleration. Considering these factors can effectively prove that the wheel has recovered from lock-up to normal.

[0099] The basis for D2 as a separate judgment condition is: When the wheel is locked up, the driving torque cannot be effectively converted into the actual vehicle speed, resulting in a sharp drop in the longitudinal acceleration and an increase in the absolute value difference from the vehicle acceleration. This phenomenon indicates that the power output of the vehicle cannot push the vehicle forward. After that, if the longitudinal acceleration starts to drop and the absolute value difference from the vehicle acceleration gradually decreases to be lower than the eleventh preset threshold, it means that the efficiency of converting the driving torque into the actual vehicle speed has increased and the wheel starts to roll again. At the same time, the duration exceeding the eleventh preset duration can ensure the persistence of the normal wheel rolling. Considering these factors can effectively prove that the wheel has recovered from lock-up to normal.

[0100] The basis for D3 as a separate judgment condition is: When the motor is in the recovery state, if the wheel is locked up, the wheel speed of the locked-up wheel will be significantly lower than that of other wheels. After that, if the absolute value difference between the wheel speed of any wheel and the wheel speeds of other wheels continuously remains less than the twelfth preset threshold, it indicates that the locked-up wheel has recovered to the rolling state and the wheel speed is synchronized with other wheels; at the same time, the duration exceeding the twelfth preset duration can ensure the persistence of the wheel speed synchronization. Considering these factors can effectively prove that the wheel has recovered from lock-up to normal.

[0101] In addition, to improve the judgment accuracy, in this embodiment, it is also possible to determine that the vehicle has recovered from the wheel slip state to the normal wheel state when all of the following vehicle condition conditions (D1'-D3') are simultaneously satisfied: D1': The vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding thirteenth preset duration.

[0102] D2': The absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding thirteenth preset threshold.

[0103] D3': When the motor is in the recovery state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speeds of other wheels is less than the corresponding fourteenth preset threshold, and the duration reaches the corresponding fourteenth preset duration.

[0104] For the condition explanations of D1' to D3' above, reference can be made to D1 to D3, which will not be elaborated here.

[0105] Actual vehicle performance of D1' to D3': When braking is maintained, if the wheels of the vehicle that are significantly lower than the average wheel speed suddenly increase their wheel speeds and stably transition to be approximately the same as the wheel speeds of the remaining wheels, and at the same time the vehicle ends the inertial sliding process, it is determined that the vehicle has recovered from the wheel slip state to the normal wheel state.

[0106] In practical applications, as independent judgment conditions for the vehicle to recover from the wheel lock state to the normal wheel state, D1 to D3 require a relatively long continuous observation time to ensure the judgment accuracy in a single dimension. Therefore, the tenth preset duration in D1, the eleventh preset duration in D2, and the twelfth preset duration in D3 can be set longer. As combined judgment conditions, although the restrictions for simultaneous satisfaction are more stringent, the multi-dimensional cross-verification fully guarantees the judgment accuracy. When the judgment accuracy is ensured, the continuous observation time can be appropriately shortened. That is, the thirteenth preset duration in D1' and the fourteenth preset duration in D3' can be set shorter, and even D2' does not set a preset duration. Specifically, the thirteenth preset duration in D1' should be less than the tenth preset duration in D1, and the fourteenth preset duration in D3' should be less than the twelfth preset duration in D3.

[0107] In addition, in the above A1, B1, B1', C1, D1, and D1', it is necessary to compare the vehicle acceleration with the corresponding reference value, and this reference value can be stored in the Vehicle Control Unit (VCU) through the target vehicle acceleration table for calling.

[0108] Based on the above, the vehicle acceleration is related to the vehicle speed and the driving torque. Therefore, the vehicle acceleration allocation table in this embodiment can record the mapping relationship among the vehicle speed, the driving torque, and the reference value. The corresponding data structure can be referred to the following table (specific values are not exemplified):

[0109] Correspondingly, in this embodiment, the corresponding reference value can be queried from the vehicle acceleration allocation table according to the current vehicle speed and the driving torque of the vehicle. For example, when the current vehicle speed is a3 and the driving torque is b3, the reference value corresponding to the vehicle acceleration can be determined through the vehicle acceleration allocation table as c3.

[0110] In a feasible implementation manner, this embodiment can configure an exclusive vehicle acceleration allocation table for different road environments and store it in the vehicle control unit. Specifically, each vehicle acceleration allocation table only records the mapping relationship among the vehicle speed, the driving torque, and the reference value in the road environment to which it belongs. When it is necessary to determine the confidence level of the vehicle acceleration, first determine the road environment where the vehicle is currently located, and then call the target vehicle acceleration allocation table that matches the road environment where the vehicle is currently located from the vehicle control unit to query the corresponding reference value according to the current vehicle speed and the driving torque of the vehicle.

[0111] For example, the vehicle acceleration allocation table for a high-adhesion road surface can be referred to the following table:

[0112] The vehicle acceleration allocation table for a low-adhesion road surface can be referred to the following table:

[0113] In practical applications, this embodiment can store the vehicle acceleration allocation tables for some typical road environment categories in the vehicle control unit to cover the vast majority of driving scenarios, such as: high-adhesion road surfaces (such as asphalt roads, cement roads, etc.), low-adhesion road surfaces (such as ice surfaces, snow surfaces, sand surfaces, mud surfaces, etc.), uphill road surfaces, and downhill road surfaces.

[0114] In addition, the road environment where the vehicle is currently located can be identified by the following two methods: 1) Camera recognition Collect the ground image through the on-vehicle camera, and use image recognition technology to analyze the road surface features (such as texture, color, material, etc.) to judge the current road environment. For example: when the snow or sand texture is recognized, it is determined as a low-adhesion road surface.

[0115] 2) Map application recognition Combine the vehicle's geographical location information with the terrain data in the map application to match the current road environment. For example: If the map shows that the vehicle is located in a desert area, it is determined to be a low-adhesion road surface; if it is located on a continuous bend in the mountainous area, it may be determined to be an uphill or downhill road surface.

[0116] In another feasible implementation manner, only one target vehicle acceleration allocation table can be configured in this embodiment. The target vehicle acceleration allocation table records the reference value range corresponding to the vehicle acceleration, and the reference value range covers the normal vehicle acceleration ranges corresponding to multiple road environments. As an exemplary introduction, the target vehicle acceleration allocation table only needs to include the minimum and maximum values in the normal vehicle acceleration ranges of all road environments. For example, as shown in the following table:

[0117] Correspondingly, when it is necessary to determine whether the vehicle meets the condition that the vehicle acceleration is greater than the reference value (such as A1 and D1 above), the reference value is the maximum value of the reference value range, and it is also determined by judging whether the vehicle acceleration exceeds the maximum normal value of all road environments to determine its confidence level. When it is necessary to determine whether the vehicle meets the condition that the vehicle acceleration is less than the reference value (such as B1 and C1 above), the reference value is the minimum value of the reference value range, and it is also determined by judging whether the vehicle acceleration is less than the minimum normal value of all road environments to determine its confidence level. It should be understood that since there is only one target vehicle acceleration allocation table, there is no need to match it with the road environment where the vehicle is currently located during the implementation process, and the step of identifying the road environment is omitted.

[0118] In addition, compared with the vehicle acceleration, the longitudinal angular acceleration is strongly correlated with the pitch angle of the vehicle. Therefore, the standard for determining the confidence level is relatively simple. Specifically, this embodiment can determine the normal range corresponding to the longitudinal acceleration based on the pitch angle of the vehicle; if the longitudinal acceleration exceeds the corresponding normal range, it is determined that the longitudinal acceleration is in an untrustworthy state; if the longitudinal acceleration returns to the corresponding normal range, it is determined that the longitudinal acceleration recovers from the untrustworthy state to the trustworthy state. Among them, the longitudinal acceleration is determined based on the acceleration sensor information of the vehicle chassis. Similarly, this embodiment can also perform low-pass filtering processing on the acceleration sensor information of the chassis to smooth the change of the longitudinal acceleration (to avoid sudden changes). It should be noted that the corresponding relationship between the longitudinal angular acceleration and the pitch angle belongs to prior knowledge and will not be elaborated here.

[0119] The above is the solution for determining the confidence level of the vehicle acceleration under the calculation link of "wheel speed → vehicle speed → vehicle acceleration → slope". It can be seen that the accuracy of vehicle speed measurement is highly related to whether the vehicle acceleration is trustworthy. For this reason, this embodiment can also improve the confidence level of the vehicle acceleration by correcting the vehicle speed measurement method. Specifically, there are the following two correction methods: Method 1 When only some wheels of the vehicle slip or lock, the wheel speeds of the normal wheels are selected to calculate the vehicle speed, and then the vehicle acceleration is determined based on the vehicle speed.

[0120] For example, when the motor is in the regeneration state, some wheels of the vehicle may frequently trigger lock-up. Therefore, the vehicle speed can be calculated based on the maximum wheel speed (usually the wheel speed of the normal wheels), and then the vehicle acceleration is determined. This can avoid sudden changes in the vehicle acceleration and reduce the probability of it exceeding the normal range. Correspondingly, in specific implementation, in the case where the vehicle adopts a two-wheel drive mode, the motor of the vehicle is in the regeneration state and the duration reaches the thirteenth preset duration (further confirming the persistence of this state), the vehicle acceleration is determined based on the maximum wheel speed of the vehicle.

[0121] Method 2 When the wheels are in a low-adhesion road surface scenario (where wheel slip is likely to occur), the average wheel speed is used to calculate the vehicle speed. Specifically, first, low-pass filtering is performed on the average wheel speed to slow down the change amplitude of the average wheel speed, and then the vehicle speed is calculated based on the low-pass filtered average wheel speed. This can reduce the probability of sudden changes in the vehicle speed and then enable a stable vehicle acceleration to be determined based on the vehicle speed. Among them, the low-pass filtering time can be flexibly adjusted according to the magnitude of the average wheel speed. For example, the larger the average wheel speed, the longer the low-pass filtering time, which can ensure that a larger average wheel speed can be fully filtered to achieve a more ideal vehicle speed slowdown effect.

[0122] In addition, compared with the vehicle acceleration, the longitudinal angular acceleration is strongly correlated with the pitch angle of the vehicle. Therefore, the standard for determining the confidence level is relatively simple. Specifically, in this embodiment, the normal range corresponding to the longitudinal acceleration can be determined based on the pitch angle of the vehicle; if the longitudinal acceleration exceeds the corresponding normal range, it is determined that the longitudinal acceleration is in an untrusted state; if the longitudinal acceleration returns to the corresponding normal range, it is determined that the longitudinal acceleration has recovered from the untrusted state to the trusted state. Among them, the longitudinal acceleration is determined based on the acceleration sensor information of the vehicle chassis. Similarly, in this embodiment, the acceleration sensor information of the chassis can also be subjected to low-pass filtering to smooth the change of the longitudinal acceleration (to avoid sudden changes). It should be noted that the corresponding relationship between the longitudinal angular acceleration and the pitch angle belongs to prior knowledge and will not be elaborated here.

[0123] It should be noted that the vehicle condition parameters described in this embodiment, such as longitudinal acceleration, vehicle acceleration, pitch angle, etc., are all those perceived by the vehicle when not clearly indicating the actual values.

[0124] S103. When it is determined that the acceleration is in an untrustworthy state, lock the slope to a target value to control the vehicle based on the locked slope. The target value is determined based on historical trustworthy acceleration.

[0125] Among them, controlling the vehicle can be but is not limited to torque compensation, power recovery, vehicle ramp warning, etc., which are vehicle intelligent controls that rely on the slope.

[0126] The target value in this embodiment is specifically the slope value before the acceleration changes from a trustworthy state to an untrustworthy state, preferably the slope value determined most recently. In practical applications, the confidence level of the acceleration (vehicle acceleration and longitudinal acceleration) sensed by the vehicle can be determined each time the slope needs to be updated. If the acceleration is in an untrustworthy state, the update of the slope for this time is abandoned, so that the slope can be locked to the slope value before the untrustworthy state.

[0127] S104. When it is determined that the acceleration resumes from an untrustworthy state to a trustworthy state, unlock the slope and re-determine the slope based on the acceleration that resumes to a trustworthy state to control the vehicle based on the re-determined slope.

[0128] In summary, the method of this embodiment can be applied to vehicles, specifically by monitoring the confidence levels of the vehicle acceleration and longitudinal acceleration to achieve intelligent switching of the slope calculation mode.

[0129] Among them, Figure 3 Illustrates the process of switching the slope calculation mode by the vehicle acceleration. The corresponding steps include: S31. Determine whether a new slope update cycle is entered; if yes, execute S32; if no, re-execute S31.

[0130] S32. Determine whether the vehicle is in an abnormal wheel state; if yes, execute S33; if no, execute S36.

[0131] S33. Abandon the slope update for this time and lock the slope; then, execute S34.

[0132] S34. Determine whether the vehicle resumes from an abnormal wheel state to a normal wheel state; if yes, execute S35; if no, re-execute S34.

[0133] S35. Unlock the slope; then, re-execute S31.

[0134] S36. Update the slope of the vehicle based on the acceleration currently sensed by the vehicle; then, re-execute S31.

[0135] In addition, Figure 4Illustrates the process of realizing the slope calculation mode switch by longitudinal speed, and the corresponding steps include: S41, determine whether a new slope update cycle is entered; if yes, execute S42; if no, execute S41 again.

[0136] S42, determine whether the longitudinal acceleration exceeds the corresponding normal range; if yes, execute S43; if no, execute S46.

[0137] S43, abandon the current slope update and lock the slope; then, execute S44.

[0138] S44, determine whether the longitudinal acceleration returns to the normal range; if yes, execute S45; if no, execute S44 again.

[0139] S45, unlock the slope; then, execute S41 again.

[0140] S46, update the slope of the vehicle based on the acceleration currently sensed by the vehicle; then, execute S41 again.

[0141] In addition, for scenarios where it is necessary to monitor both the vehicle's overall acceleration and longitudinal acceleration, as long as any one of them is in an untrusted state, abandon the current slope update and lock the slope. Then, it is necessary to re-determine that both are in a trusted state before unlocking the slope.

[0142] Corresponding to Figure 1 the method shown, another embodiment of this embodiment also provides a vehicle control device. Figure 5 is a schematic structural diagram of the vehicle control device 500, including: A monitoring module 510, configured to monitor the acceleration determined based on vehicle perception, and the acceleration is used to determine the slope of the vehicle; A confidence determination module 520, configured to determine the confidence of the acceleration; A first control module 530, configured to lock the slope as a target value when it is determined that the acceleration is in an untrusted state, so as to control the vehicle based on the locked slope, and the target value is determined based on historical trusted acceleration; A second control module 540, configured to unlock the slope when it is determined that the acceleration recovers from an untrusted state to a trusted state, and re-determine the slope based on the acceleration that has recovered to a trusted state, so as to control the vehicle based on the re-determined slope.

[0143] Optionally, the acceleration includes the vehicle acceleration; the confidence determination module 520 determines the confidence of the acceleration, including: determining the wheel state of the vehicle; if the wheel state is an abnormal wheel state, determining that the vehicle acceleration is in an untrusted state; if the wheel state returns to the normal wheel state, determining that the vehicle acceleration returns from the untrusted state to the trusted state.

[0144] Optionally, the abnormal wheel state includes a wheel slip state; the confidence determination module 520 determines the wheel state, including: if the vehicle meets the first vehicle condition, determining that the wheel state is a wheel slip state; the first vehicle condition includes at least one of the following: the opening degree of the accelerator pedal of the vehicle reaches the corresponding first preset threshold, the vehicle acceleration of the vehicle is greater than the corresponding reference value, and the duration reaches the corresponding first preset duration; the opening degree of the accelerator pedal of the vehicle reaches the corresponding second preset threshold, and the absolute value difference between the longitudinal acceleration of the vehicle and the vehicle acceleration is greater than the corresponding third preset threshold; the motor of the vehicle is in a driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is greater than the corresponding fourth preset threshold, and the duration reaches the corresponding second preset duration.

[0145] Optionally, the confidence determination module 520 determining the wheel state further includes: after determining that the wheel state is a wheel slip state, if the vehicle meets the second vehicle condition, determining that the wheel state returns from the wheel slip state to the normal wheel state; the second vehicle condition includes at least one of the following: the vehicle acceleration is less than the corresponding reference value, and the duration reaches the corresponding third preset duration; the absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding fifth preset threshold, and the duration reaches the corresponding fourth preset duration; the motor is in a driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than the corresponding sixth preset threshold, and the duration reaches the corresponding fifth preset duration.

[0146] Optionally, the confidence determination module 520 determining the wheel state further includes: after determining that the wheel state is a wheel slip state, if the vehicle meets the second vehicle condition, determining that the wheel state returns from the wheel slip state to the normal wheel state; the second vehicle condition includes: the vehicle acceleration is less than the corresponding reference value, and the duration reaches the corresponding sixth preset duration; the absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding seventh preset threshold; the motor is in a driving state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than the corresponding eighth preset threshold, and the duration reaches the corresponding seventh preset duration.

[0147] Optionally, the abnormal wheel state includes a wheel locked state; the confidence determination module 520 determining the wheel state further includes: if the vehicle meets the third vehicle condition, determining that the wheel state is a wheel locked state; the third vehicle condition includes at least one of the following: the vehicle's overall vehicle acceleration is less than a corresponding reference value and the duration reaches a corresponding eighth preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is greater than a corresponding ninth preset threshold; the vehicle's motor is in a recovery state, and the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is greater than a corresponding tenth preset threshold and the duration reaches a corresponding ninth preset duration.

[0148] Optionally, the confidence determination module 520 determining the wheel state further includes: after determining that the wheel state is a wheel locked state, if the vehicle meets the fourth vehicle condition, determining that the wheel state returns from the wheel locked state to the normal wheel state; the fourth vehicle condition includes at least one of the following: the overall vehicle acceleration is greater than a corresponding reference value and the duration reaches a corresponding tenth preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is less than a corresponding eleventh preset threshold and the duration reaches a corresponding eleventh preset duration; when the motor is in a recovery state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than a corresponding twelfth preset threshold and the duration reaches a corresponding twelfth preset duration.

[0149] Optionally, the confidence determination module 520 determining the wheel state further includes: after determining that the wheel state is a wheel locked state, if the vehicle meets the fourth vehicle condition, determining that the wheel state returns from the wheel locked state to the normal wheel state; the fourth vehicle condition includes: the overall vehicle acceleration is greater than a corresponding reference value and the duration reaches a corresponding thirteenth preset duration; the absolute value difference between the longitudinal acceleration and the overall vehicle acceleration is less than a corresponding thirteenth preset threshold; when the motor is in a recovery state, the absolute value difference between the wheel speed of any one wheel of the vehicle and the wheel speeds of other wheels is less than a corresponding fourteenth preset threshold and the duration reaches a corresponding fourteenth preset duration.

[0150] Optionally, the reference value corresponding to the overall vehicle acceleration is obtained by querying from a target overall vehicle acceleration allocation table based on the current vehicle speed and driving torque of the vehicle; wherein, the target overall vehicle acceleration allocation table is matched from multiple overall vehicle acceleration allocation tables corresponding to the vehicle's current road environment, and each overall vehicle acceleration allocation table records the mapping relationship between the vehicle speed, driving torque and reference value in the affiliated road environment.

[0151] Optionally, the reference value corresponding to the vehicle acceleration is selected from the reference value range recorded in the target vehicle acceleration allocation table, and the reference value range covers the normal vehicle acceleration ranges corresponding to multiple road environments; wherein: when determining whether the vehicle satisfies that the vehicle acceleration is less than the reference value, the reference value is the minimum value of the reference value range; when determining whether the vehicle satisfies that the vehicle acceleration is greater than the reference value, the reference value is the maximum value of the reference value range.

[0152] Optionally, the acceleration includes longitudinal acceleration; the confidence determination module 520 determining the wheel state further includes: determining the normal range corresponding to the longitudinal acceleration based on the pitch angle of the vehicle; if the longitudinal acceleration exceeds the corresponding normal range, determining that the longitudinal acceleration is in an untrustworthy state; if the longitudinal acceleration returns to the corresponding normal range, determining that the longitudinal acceleration recovers from the untrustworthy state to the trustworthy state.

[0153] Optionally, the target value is the slope value before the acceleration changes from the trustworthy state to the untrustworthy state.

[0154] In summary, the device of this embodiment is applied to the technical framework of calculating the road slope based on the acceleration sensed by the vehicle, and can realize the intelligent switching of the slope calculation mode. Specifically, the device can monitor the acceleration sensed by the vehicle in real time. When it is monitored that the acceleration is in an untrustworthy state, the slope is no longer calculated based on the current acceleration, but the slope value is locked to the result calculated based on the historical trustworthy acceleration before, and vehicle control is performed based on this; when the acceleration recovers from the untrustworthy state to the trustworthy state, the slope calculation is unlocked again, so as to perform vehicle control according to the real-time slope. This design effectively avoids the problem of slope calculation distortion caused by sudden changes in acceleration. For example, when the road slope does not change significantly, if the vehicle's acceleration suddenly changes due to wheel slip or lock-up, the slope value before slip or lock-up is continued to provide slope torque compensation. Through this intelligent switching mechanism, the reliability of vehicle control is effectively guaranteed, thereby improving driving safety.

[0155] It should be noted that regarding the vehicle control device in the above embodiments, the specific manners in which each unit performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0156] In addition, another embodiment of the present application further provides a vehicle. FIG. 6 is a schematic structural diagram of the vehicle, including a memory 601 and a processor 602. Among them, an executable program code 6011 is stored in the memory 601, and the processor 602 is used to call and execute the executable program code 6011 to execute a diagnostic method for evaporation leakage provided in the above embodiments.

[0157] In this embodiment, the vehicle can be divided into functional modules according to the above method examples. For example, each functional module can be corresponding, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative, only a logical function division, and there can be other division methods in actual implementation.

[0158] In the case of dividing each functional module corresponding to each function, the vehicle can include a monitoring module, a first control module, a second control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be cited in the function description of the corresponding functional module, and will not be repeated here.

[0159] It should be understood that the vehicle provided in this embodiment is used to execute the above method for processing vehicle control data, so the same effect as the above implementation method can be achieved.

[0160] In the case of adopting an integrated unit, the vehicle can include a processing module and a storage module. Among them, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute mutual program codes and data, etc.

[0161] Among them, the processing module can be a processor or a controller, which can implement or execute various exemplary logical blocks, modules, and circuits described in combination with the disclosure of this application. The processor can also be a combination that realizes computing functions, such as including a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module can be a memory.

[0162] In addition, another embodiment of the present application also provides a computer-readable storage medium. Computer program code is stored in the computer-readable storage medium. When the computer program code runs on a computer, the computer is enabled to execute the above relevant method steps to implement a method for processing vehicle control data provided in the above embodiment.

[0163] Among them, the beneficial effects of the above embodiments can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0164] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and simplicity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0165] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only 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 devices or units can be in electrical, mechanical or other forms.

[0166] In the description of the present application, it should be understood that if terms such as "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings. This is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated position or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of the present application.

[0167] It should be noted that in this document, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. It should also be noted that the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, so that a process, method, commodity or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, commodity or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, commodity or device including the element.

[0168] The above are only the embodiments of the present application and are not used to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

Claims

1. A vehicle control method, characterized in that: include: monitoring acceleration determined based on vehicle perception, the acceleration being used to determine a grade of the vehicle; determining a confidence level of the acceleration; In the case where it is determined that the acceleration is in an untrustworthy state, locking the slope as a target value to control the vehicle based on the locked slope, wherein the target value is determined based on a historical credible acceleration; When it is determined that the acceleration is restored from an untrusted state to a trusted state, the slope is unlocked, and the slope is redetermined based on the acceleration restored to the trusted state, so as to control the vehicle based on the redetermined slope.

2. The method according to claim 1, characterized in that: The acceleration includes the whole vehicle acceleration; The determining of the confidence level of the acceleration comprises: determining a wheel status of the vehicle; If the wheel state is an abnormal wheel state, determining that the whole vehicle acceleration is in an untrustworthy state; If the wheel state is restored to the normal state of the wheel, it is determined that the whole vehicle acceleration is restored from the untrusted state to the trusted state.

3. The method according to claim 1, characterized in that The abnormal wheel state includes a wheel slip state; Determining the wheel status comprises: If the vehicle satisfies a first vehicle condition, determining that the wheel state is a wheel slip state; The first vehicle condition includes at least one of the following: The accelerator pedal opening of the vehicle reaches a corresponding first preset threshold, the vehicle acceleration of the vehicle is greater than a corresponding reference value, and the duration reaches a corresponding first preset duration; The accelerator pedal opening of the vehicle reaches a corresponding second preset threshold, and the absolute value difference between the longitudinal acceleration of the vehicle and the whole vehicle acceleration is greater than a corresponding third preset threshold; The motor of the vehicle is in a driving state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is greater than the corresponding fourth preset threshold, and the duration reaches the corresponding second preset time length.

4. The method according to claim 3, characterized in that Determining the wheel state further comprises: After determining that the wheel state is a wheel slip state, if the vehicle satisfies a second vehicle condition, determining that the wheel state is restored from the wheel slip state to a wheel normal state; The second vehicle condition includes at least one of the following: The vehicle acceleration is less than the corresponding reference value and lasts for a corresponding third preset time period; The absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding fifth preset threshold, and the duration reaches the corresponding fourth preset duration; The motor is in a driving state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is less than the corresponding sixth preset threshold, and the duration reaches the corresponding fifth preset time length.

5. The method according to claim 3, characterized in that: Determining the wheel state further comprises: After determining that the wheel state is a wheel slip state, if the vehicle satisfies a second vehicle condition, determining that the wheel state is restored from the wheel slip state to a wheel normal state; The second vehicle condition includes: The vehicle acceleration is less than the corresponding reference value and lasts for a corresponding sixth preset time period; The absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding seventh preset threshold; The motor is in a driving state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is less than the corresponding eighth preset threshold, and the duration reaches the corresponding seventh preset time length.

6. The method according to claim 2, characterized in that The abnormal wheel state includes a wheel locking state; Determining the wheel status of the vehicle comprises: If the vehicle satisfies a third vehicle condition, determining that the wheel state is a wheel locking state; The third vehicle condition includes at least one of the following: The vehicle acceleration is less than the corresponding reference value and the duration reaches the corresponding eighth preset time length; The absolute value difference between the longitudinal acceleration and the vehicle acceleration is greater than a corresponding ninth preset threshold; The motor of the vehicle is in a recovery state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is greater than the corresponding tenth preset threshold, and the duration reaches the corresponding ninth preset duration.

7. The method according to claim 6, characterized in that Determining the wheel state further comprises: After determining that the wheel state is a wheel locked state, if the vehicle satisfies a fourth vehicle condition, determining that the wheel state is restored from the wheel locked state to a wheel normal state; The fourth vehicle condition includes at least one of the following: The vehicle acceleration is greater than the corresponding reference value and lasts for a corresponding tenth preset time period; The absolute value difference between the longitudinal acceleration and the whole vehicle acceleration is less than the corresponding eleventh preset threshold value, and the duration reaches the corresponding eleventh preset duration; The motor is in a recovery state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is less than the corresponding twelfth preset threshold value, and the duration reaches the corresponding twelfth preset time length.

8. The method according to claim 6, characterized in that Determining the wheel state further comprises: After determining that the wheel state is a wheel locked state, if the vehicle satisfies a fourth vehicle condition, determining that the wheel state is restored from the wheel locked state to a wheel normal state; The fourth vehicle condition includes: The vehicle acceleration is greater than the corresponding reference value and lasts for a corresponding thirteenth preset time period; The absolute value difference between the longitudinal acceleration and the vehicle acceleration is less than a corresponding thirteenth preset threshold; The motor is in a recovery state, the absolute value difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is less than the corresponding fourteenth preset threshold value, and the duration reaches the corresponding fourteenth preset time length.

9. The method according to any one of claims 4 to 8, characterized in that: The reference value corresponding to the whole vehicle acceleration is obtained by querying from a target whole vehicle acceleration matching table based on the current vehicle speed and driving torque of the vehicle; wherein the target whole vehicle acceleration matching table is obtained by matching from whole vehicle acceleration matching tables corresponding to multiple road environments based on the current road environment of the vehicle, and each of the whole vehicle acceleration matching tables records the mapping relationship between the vehicle speed, driving torque and reference value under the corresponding road environment.

10. The method according to any one of claims 4 to 8, characterized in that: The reference value corresponding to the vehicle acceleration is selected from the reference value range recorded in the target vehicle acceleration table, and the reference value range covers the normal vehicle acceleration range corresponding to multiple road environments; wherein: When judging whether the vehicle satisfies the condition that the whole vehicle acceleration is less than the reference value, the reference value is the minimum value of the reference value range; When judging whether the vehicle satisfies the condition that the whole vehicle acceleration is greater than the reference value, the reference value is the maximum value of the reference value range.

11. The method according to claim 1, characterized in that The acceleration includes longitudinal acceleration; The determining of the confidence level of the acceleration comprises: determining a normal range corresponding to the longitudinal acceleration based on a pitch angle of the vehicle; If the longitudinal acceleration exceeds the corresponding normal range, determining that the longitudinal acceleration is in an untrustworthy state; If the longitudinal acceleration returns to the corresponding normal range, it is determined that the longitudinal acceleration is restored from an untrustworthy state to a trustworthy state.

12. A vehicle control device, characterized in that: include: A monitoring module, configured to monitor an acceleration determined based on vehicle perception, wherein the acceleration is used to determine a slope of the vehicle; A confidence determination module, used to determine the confidence of the acceleration; a first control module, configured to lock the slope as a target value when determining that the acceleration is in an untrusted state, so as to control the vehicle based on the locked slope, wherein the target value is determined based on a historical credible acceleration; The second control module is configured to unlock the slope when it is determined that the acceleration is restored from an untrusted state to a trusted state, and redetermine the slope based on the acceleration restored to the trusted state, so as to control the vehicle based on the redetermined slope.

13. A vehicle comprising: processor; and a memory arranged to store computer executable instructions, wherein the executable instructions, when executed, cause the processor to perform the method according to any one of claims 1 to 11.

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