Vehicle control method, device and vehicle

Abstract

The application provides a vehicle control method, device and vehicle, which is applied to a technical framework in which a vehicle calculates a slope based on perceived acceleration, and intelligent switching of a slope calculation mode can be realized. The scheme specifically monitors the acceleration perceived 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 is selected to be locked as a value determined based on historical trustworthy acceleration, and vehicle control is performed based on the value. When it is determined through monitoring that the acceleration recovers from the untrustworthy state to a trustworthy state, the slope is unlocked again, the slope is calculated based on the acceleration again, and vehicle control is performed based on the slope. The whole scheme can avoid the problem that sudden change of the acceleration causes distortion of the slope calculation, and further causes abnormal control of the vehicle.

Description

Technical Field

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

[0002] Currently, some vehicle intelligent driving functions (such as torque compensation and kinetic energy recovery) require accurate acquisition of road slope in order to achieve effective vehicle control.

[0003] Existing technologies calculate gradients based on the vehicle's perceived acceleration. However, in real-world scenarios, the vehicle's perception of acceleration can be inaccurate, leading to discrepancies between the calculated gradient and the actual gradient, ultimately affecting the intelligent driving function's control of the vehicle. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle control method, device, and vehicle that overcomes or at least partially solves the above problems, and the technical solution is as follows:

[0005] A vehicle control method, comprising:

[0006] The acceleration determined based on vehicle perception is monitored, and the acceleration is used to determine the vehicle's gradient;

[0007] Determine the confidence level of the acceleration;

[0008] If the acceleration is determined to be in an unreliable state, the slope is locked as a target value, and the vehicle is controlled based on the locked slope. The target value is determined based on historical reliable acceleration.

[0009] If the acceleration recovers from an untrusted state to a trusted state, the slope is unlocked, and the slope is re-determined based on the recovered acceleration, so as to control the vehicle based on the re-determined slope.

[0010] Optionally, the acceleration includes the vehicle 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, then determining that the vehicle acceleration is in an unreliable state; if the wheel state recovers to a normal wheel state, then determining that the vehicle acceleration has recovered from an unreliable state to a reliable state.

[0011] Optionally, the abnormal wheel state includes a wheel slippage state; determining the wheel state includes: if the vehicle meets a first vehicle condition, then the wheel state is determined to be a wheel slippage 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 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 difference between the longitudinal acceleration of the vehicle and the overall vehicle acceleration is greater than a corresponding third preset threshold; the vehicle's motor is in a driving state, the absolute difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is greater than a corresponding fourth preset threshold, and the duration reaches a corresponding second preset duration.

[0012] Optionally, determining the wheel state further includes: after determining that the wheel state is a wheel slippage state, if the vehicle meets a second vehicle condition, then determining that the wheel state has recovered from the wheel slippage 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 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, and the absolute 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 duration.

[0013] Optionally, determining the wheel state further includes: after determining that the wheel state is a wheel slippage state, if the vehicle meets a second vehicle condition, then determining that the wheel state has recovered from the wheel slippage 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 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 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 duration.

[0014] Optionally, the abnormal wheel state includes a wheel lock-up state; determining the wheel state of the vehicle includes: if the vehicle meets a third vehicle condition, then the wheel state is determined to be a wheel lock-up state; the third vehicle condition includes at least one of the following: the vehicle's overall acceleration is less than a corresponding reference value, and the duration reaches a corresponding eighth preset duration; the absolute 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 regeneration state, and the absolute difference between the wheel speed of any wheel and the wheel speed of other wheels is greater than a corresponding tenth preset threshold, and the duration reaches a corresponding ninth preset duration.

[0015] Optionally, determining the wheel state further includes: after determining that the wheel state is a wheel lock-up state, if the vehicle meets the fourth vehicle condition, then determining that the wheel state recovers from the wheel lock-up state to the normal wheel state; the fourth vehicle condition includes at least one of the following: the vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding tenth preset duration; the absolute 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; the motor is in the regeneration state, and the absolute 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, and the duration reaches the corresponding twelfth preset duration.

[0016] Optionally, determining the wheel state further includes: after determining that the wheel state is a wheel lock-up state, if the vehicle meets a fourth vehicle condition, then determining that the wheel state recovers from the wheel lock-up state to the normal wheel state; the fourth vehicle condition includes: the vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding thirteenth preset duration; the absolute difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding thirteenth preset threshold; the motor is in the regeneration state, the absolute 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, and the duration reaches the corresponding fourteenth preset duration.

[0017] Optionally, the reference value corresponding to the vehicle acceleration is obtained by querying the target vehicle acceleration matching table based on the vehicle's current speed and drive torque; wherein, the target vehicle acceleration matching table is obtained by matching multiple vehicle acceleration matching tables corresponding to multiple road environments based on the vehicle's current road environment, and each vehicle acceleration matching table records the mapping relationship between vehicle speed, drive torque and reference value in its respective road environment.

[0018] Optionally, the reference value corresponding to the vehicle acceleration is selected from the reference value range recorded in the target vehicle acceleration matching table, and the reference value range covers the normal vehicle acceleration range corresponding to multiple road environments; wherein: when determining whether the vehicle meets the condition 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 meets the condition that the vehicle acceleration is greater than the reference value, the reference value is the maximum value of the reference value range.

[0019] Optionally, the acceleration includes longitudinal acceleration; determining the confidence level of the acceleration includes: determining a normal range corresponding to the longitudinal acceleration based on the pitch angle of the vehicle; if the longitudinal acceleration exceeds the corresponding normal range, then determining that the longitudinal acceleration is in an unreliable state; if the longitudinal acceleration returns to the corresponding normal range, then determining that the longitudinal acceleration has recovered from the unreliable state to a reliable state.

[0020] Optionally, the target value is the slope value before the acceleration changes from a reliable state to an unreliable state.

[0021] A vehicle control device, comprising:

[0022] A monitoring module is used to monitor the acceleration determined based on vehicle perception, wherein the acceleration is used to determine the vehicle's gradient.

[0023] A confidence level determination module is used to determine the confidence level of the acceleration;

[0024] The first control module is used to lock the slope to a target value when it is determined that the acceleration is in an unreliable state, so as to control the vehicle based on the locked slope, wherein the target value is determined based on historical reliable acceleration.

[0025] The second control module is used to unlock the slope when it is determined that the acceleration has recovered from an untrusted state to a trusted state, and to redetermine the slope based on the acceleration that has recovered to the trusted state, so as to control the vehicle based on the redetermined slope.

[0026] A vehicle includes: a processor; and a memory arranged to store computer-executable instructions, which, when executed, cause the processor to perform the torque control method described above.

[0027] This application applies a technical framework for calculating road slope based on vehicle-perceived acceleration, enabling intelligent switching of slope calculation modes. Specifically, this application can monitor the acceleration perceived by the vehicle in real time. When monitoring detects that the acceleration is in an unreliable state, the slope calculation is no longer based on the current acceleration. Instead, the slope value is locked to the result of a previous calculation based on historical reliable acceleration, and vehicle control is performed based on this result. When the acceleration recovers from the unreliable state to the reliable state, the slope calculation is unlocked again, thereby enabling vehicle control based on the real-time slope. This design effectively avoids the problem of slope calculation distortion caused by sudden changes in acceleration. For example, if the vehicle's acceleration changes suddenly due to wheel slippage or lockup when the road slope has not changed significantly, in order to prevent inaccurate slope values ​​from being calculated based on inaccurate acceleration, the slope value before slippage or lockup is continued to provide slope torque compensation. Through this intelligent switching mechanism, the reliability of vehicle control is effectively guaranteed, thereby improving driving safety.

[0028] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a first flowchart illustrating the vehicle control method according to an embodiment of this application.

[0031] Figure 2 This is a schematic diagram showing the relationship between the vehicle's acceleration and the gradient.

[0032] Figure 3 This is a second flowchart illustrating the vehicle control method according to an embodiment of this application.

[0033] Figure 4 This is a schematic diagram of the third process of the vehicle control method according to an embodiment of this application.

[0034] Figure 5 This is a schematic diagram of the vehicle control device according to an embodiment of this application.

[0035] Figure 6 This is a schematic diagram of the vehicle structure according to an embodiment of this application. Detailed Implementation

[0036] 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 with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this specification.

[0037] As mentioned earlier, some intelligent driving functions of vehicles (such as torque compensation and kinetic energy recovery) require accurate acquisition of road slope in order to achieve effective control of the vehicle.

[0038] Existing technologies calculate gradients based on the acceleration sensed by the vehicle. However, in real-world scenarios, the vehicle's perception of acceleration is prone to inaccuracy, leading to discrepancies between the estimated gradient and the actual gradient, ultimately causing the intelligent driving function to malfunction and fail to control the vehicle.

[0039] To address the aforementioned issues, this application proposes a vehicle control scheme capable of monitoring the acceleration sensed by the vehicle. When monitoring determines that the acceleration is in an unreliable state, the slope is no longer calculated based on acceleration; instead, the slope is locked to a value determined based on historical reliable acceleration, and vehicle control is performed accordingly. When monitoring determines that the acceleration has recovered from an unreliable state to a reliable state, the slope is unlocked, and the slope is recalculated based on acceleration, and vehicle control is performed based on this recalculation. This scheme effectively avoids using abnormal acceleration for slope calculation, thereby preventing the problem of intelligent driving functions failing to effectively control the vehicle due to slope distortion.

[0040] Specifically, the vehicle control scheme of this application includes a vehicle control method, device, vehicle, and program product, which will be described in detail below with reference to their respective embodiments.

[0041] One embodiment of this application provides a vehicle control method. Figure 1 This is a first flowchart of the vehicle control method, which includes the following steps:

[0042] S101 monitors the acceleration determined based on vehicle perception, which is used to determine the vehicle's gradient.

[0043] The monitoring mentioned in this embodiment refers to assessing the confidence level by judging whether the acceleration perceived by the vehicle can be effectively calculated into the actual slope. Specifically, if the acceleration is abnormal and the actual slope cannot be calculated from it, the acceleration is considered unreliable; conversely, if the acceleration is normal and the actual slope can be calculated, the acceleration is considered reliable.

[0044] Existing related technologies determine the slope by measuring the acceleration sensed by the vehicle. Among them, patent application number "201911013846.8" provides a classic slope calculation scheme. This scheme first calculates an intermediate value Z, Z = (longitudinal acceleration - lateral acceleration influence value - vehicle acceleration influence value - vehicle acceleration) / gravitational acceleration; then, it maps the intermediate value Z to a slope value through numerical conversion.

[0045] As can be seen, the acceleration involved in slope calculation includes longitudinal acceleration, lateral acceleration, vehicle acceleration, and gravitational acceleration. Since the lateral acceleration is only considered when lateral movement occurs, such as during turning, and gravitational acceleration can be considered a fixed value, this embodiment only needs to monitor the vehicle acceleration and longitudinal acceleration.

[0046] S102, determine the confidence level of the acceleration.

[0047] The acceleration to be monitored in this embodiment includes the vehicle acceleration and longitudinal acceleration.

[0048] The vehicle acceleration is calculated based on the drive torque and vehicle speed. Currently, there are two main methods for measuring vehicle speed: one is to calculate the vehicle speed based on wheel speed through the Electronic Stability Program (ESP) system; the other is to measure the vehicle speed using satellite positioning technology through the vehicle chip, but the latter has lower accuracy and is usually not used for inclinometers.

[0049] In the scheme that calculates vehicle speed through wheel speed, when the wheels slip (wheel speed suddenly increases) or lock up (wheel speed suddenly decreases), the vehicle speed will change abruptly. This change will be transmitted through the calculation link of "vehicle speed → vehicle acceleration → slope", which will cause the slope calculation to be inaccurate, and thus affect the intelligent driving function's control of the vehicle.

[0050] Here, we take the intelligent driving function with torque compensation as an example, and analyze the specific scenarios as follows:

[0051] Scenario 1: On low-traction surfaces (such as snow), when a driver depresses the accelerator pedal deeply from a standstill, wheel slippage causes an abnormal surge in wheel speed. The calculated vehicle acceleration based on the speed signal then shows a false increase, causing the calculated gradient to plummet to a negative value. When the driver releases the accelerator pedal and regains traction, the wheel speed returns to normal, causing the calculated vehicle acceleration based on the speed signal to show a false decrease (the initial decrease in acceleration due to pressing the accelerator pedal is amplified), causing the calculated gradient to surge to a positive value. Since the actual vehicle speed on low-traction surfaces is not excessively high, when the accelerator pedal is released while the vehicle is in a creeping state (e.g., vehicle speed < 5 km / h and accelerator pedal opening < 10%), the abnormally increased gradient will cause the creep control system to significantly increase the gradient compensation torque used for driving (misjudging the vehicle as being uphill). This gradient compensation torque acting on low-traction surfaces provides the driver with unexpected power, posing a safety risk.

[0052] Scenario 2: When the wheels return to normal from lock-up (emergency braking), the vehicle's acceleration will increase significantly, causing the calculated gradient to drop sharply from positive to negative. If the vehicle is in a creeping state at this time, the creep control system will significantly increase the gradient compensation torque used for braking (misjudging that the vehicle is going downhill), causing the wheels to lock up again.

[0053] It can be seen that, in the calculation chain of "wheel speed → vehicle speed → vehicle acceleration → gradient", the main reason for abnormal vehicle acceleration is wheel slippage or wheel lock-up.

[0054] Therefore, this embodiment can determine the wheel status of the vehicle. If the wheel status is abnormal (wheel slippage or wheel lock-up), the vehicle acceleration is determined to be in an unreliable state; if the wheel status returns to normal, the vehicle acceleration is determined to have recovered from an unreliable state to a reliable state.

[0055] In this embodiment, a vehicle is determined to be in a state of wheel slippage when any one of the following three vehicle condition conditions (A1-A3) is met:

[0056] A1: The accelerator pedal opening of the vehicle reaches the corresponding first preset threshold, the vehicle's overall acceleration is greater than the corresponding reference value, and the duration reaches the corresponding first preset duration.

[0057] Condition Explanation: Accelerator pedal opening reaching the first preset threshold indicates the driver is deeply pressing the accelerator pedal. The reference value for vehicle acceleration is the theoretically normal value. Vehicle acceleration exceeding the reference value indicates an abnormally rapid increase in wheel speed, inconsistent with the normal power transmission increase. A duration reaching the first preset duration further confirms the persistence of the abnormally rapid increase in wheel speed, ruling out instantaneous fluctuations.

[0058] Real-world performance: If the driver presses the accelerator pedal deeply, and the vehicle's wheel speed increases abnormally and continuously, it is determined that the vehicle is in a state of wheel slippage.

[0059] A2: The accelerator pedal opening of the vehicle reaches the corresponding second preset threshold, and the absolute difference between the longitudinal acceleration of the vehicle and the acceleration of the whole vehicle is greater than the corresponding third preset threshold.

[0060] Explanation of conditions: The accelerator pedal opening reaching the second preset threshold indicates that the driver is pressing the accelerator pedal deeply. Longitudinal acceleration is highly correlated with the transmission efficiency of drive torque. When the wheels slip, the effective friction between the tire and the ground decreases, and power cannot be effectively transmitted. At this time, the longitudinal acceleration will decrease significantly (becoming zero or even negative), leading to a significant reduction in the effective friction between the tire and the ground and the inability to effectively transmit power. This results in a noticeable decrease in longitudinal acceleration, creating a gap with the overall vehicle acceleration, causing the absolute difference between the two to exceed the third preset threshold.

[0061] Real-world performance: If the vehicle exhibits "wheel spin but actual acceleration is sluggish" when the driver presses the accelerator pedal deeply, it is determined that the vehicle is in a state of wheel slippage.

[0062] A3: The vehicle's motor is in driving mode, the absolute difference between the wheel speed of any wheel and the wheel speed of other wheels is greater than the corresponding fourth preset threshold, and the duration reaches the corresponding second preset duration.

[0063] Explanation of the condition: If the difference between the wheel speed of any wheel and the wheel speed of the other wheels exceeds the fourth preset threshold, it indicates that the wheel speed difference between some wheels and the rest is too large, which usually occurs in scenarios of wheel slippage or wheel lockup. If slippage occurs, some wheels will have a significantly higher wheel speed than the rest; if lockup occurs, some wheels will have a significantly lower wheel speed than the rest. The fact that the vehicle's motor is in drive mode eliminates the possibility of wheel lockup.

[0064] In real-world driving, this manifests as follows: when some wheels of a vehicle continuously and significantly exceed the wheel speed of the other wheels (e.g., one drive wheel spinning freely), the vehicle is determined to be in a state of wheel slippage.

[0065] It should be noted that the A3 method described above determines whether a wheel is slipping based on comparing the wheel speed differences between different wheels. This requires the vehicle to support different drive force distributions between the wheels to reflect these different wheel speeds. Therefore, A3 is applicable to four-wheel drive vehicles. In contrast, A1 and A2 methods do not rely on wheel speed differences but are based on the analysis of vehicle acceleration, longitudinal acceleration, and accelerator pedal signals. Therefore, they are applicable to both two-wheel drive and four-wheel drive vehicles.

[0066] In addition, after determining that the vehicle is in a state of wheel slippage, it is necessary to continuously monitor it to determine whether the vehicle has recovered from the state of wheel slippage to the normal state of wheel slippage.

[0067] It should be noted that failing to meet conditions A1 through A3 only indicates that the vehicle is currently experiencing wheel slippage, but does not directly indicate that the vehicle has recovered from wheel slippage to normal wheel condition. This is because during the recovery process, wheel speed will change from an abnormally rapid increase to an abnormally rapid decrease, which is still a phenomenon of sudden changes in vehicle speed, and the overall vehicle acceleration cannot be normally perceived.

[0068] Therefore, it is necessary to configure separate judgment conditions for the wheel to return from a slipping state to a normal state.

[0069] As a feasible implementation, this embodiment can determine whether a vehicle has recovered from a wheel slippage state to a normal wheel state when any one of the following three vehicle condition conditions (B1-B3) is met:

[0070] B1: The vehicle acceleration is less than the corresponding reference value, and the duration reaches the corresponding third preset duration.

[0071] Explanation of conditions: A vehicle acceleration less than the reference value indicates that wheel speed changes are slowing down and are no longer significantly faster than the actual vehicle speed increase. The duration reaching the third preset duration further confirms the persistence of this state, ruling out a temporary recovery of adhesion.

[0072] Real-world performance (with wheel slippage as the initial state): If the vehicle transitions from a sudden increase in wheel speed to a gradual decrease in speed, it is determined that the vehicle has recovered from the wheel slippage state to the normal wheel state.

[0073] B2: The absolute 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.

[0074] Explanation of conditions: When the absolute difference between the longitudinal acceleration and the overall vehicle acceleration is less than the fifth preset threshold, it indicates that the tires and the ground have returned to static friction, and the longitudinal acceleration increases and gradually approaches the overall vehicle acceleration. The duration reaches the fourth preset duration to further confirm the continuity of this state.

[0075] Real-world performance: If the actual vehicle speed change matches the wheel speed change, then the vehicle is considered to have recovered from a wheel slippage state to a normal wheel state.

[0076] B3: The motor is in driving mode, the absolute 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 duration.

[0077] Explanation of the condition: If the absolute difference between the wheel speed of any wheel and the wheel speed of the other wheel is less than the sixth preset threshold, it indicates that the wheel speeds of all wheels are approximately the same. The motor being in driving mode excludes the possibility that braking is causing all wheels to maintain the same wheel speed; this is a normal recovery process during driving. The duration reaching the corresponding fifth preset duration further confirms the continuity of this state.

[0078] Real-world performance (with wheel slippage as the initial state): Without the aid of braking, if the vehicle transitions from a state where the wheel speed of some wheels is significantly higher than that of the rest of the wheels to a state where the wheel speeds of all wheels are nearly equal, then the vehicle is considered to have recovered from the wheel slippage state to the normal wheel state.

[0079] It's important to note that when wheels slip, wheel speed increases faster than the actual vehicle speed. Therefore, the key to determining whether a vehicle has recovered from wheel slippage to normal wheel speed lies in whether the wheel speed has readjusted to the vehicle speed. This is not directly related to the accelerator pedal opening, and therefore, it's unnecessary to select accelerator pedal opening as a criterion for determining whether wheels have returned to normal speed.

[0080] Once it is determined that the vehicle is in a state of wheel slippage, it can be determined that the vehicle is in a state of wheel slippage if any one of B1 to B3 is met. Wherein:

[0081] The basis for B1 as a separate judgment condition is as follows: When the wheel recovers from slippage, as the wheel regains grip, the wheel speed begins to drop sharply, causing the overall vehicle acceleration, which is related to wheel speed, to also drop sharply, thus falling below the corresponding reference value (normal value); at the same time, the duration exceeds the third preset time. This third preset time can be set to a relatively long duration, such as 10 seconds, to ensure that the sharp drop in overall vehicle acceleration is continuous. Combining these factors effectively proves that the wheel has recovered from slippage.

[0082] B2 is used as a separate judgment condition based on the following: When a wheel slips, the friction between the tire and the ground decreases, causing the wheel to lose traction and spin. At this time, the driving torque cannot be effectively converted into actual vehicle speed, resulting in a sharp decrease in longitudinal acceleration and a larger absolute difference between it and the overall vehicle acceleration. This phenomenon indicates that the vehicle's power output is wasted on wheel spinning, failing to effectively propel the vehicle forward. Subsequently, if the vehicle's longitudinal acceleration gradually increases, and the absolute difference between it and the overall vehicle acceleration gradually decreases to below the fifth preset threshold, it indicates that the wheel has regained traction; simultaneously, the duration exceeds the fourth preset time (which can be set to a longer duration, such as 10 seconds), ensuring the continuity of the wheel's traction. Combining these factors effectively proves that the wheel has recovered from slippage.

[0083] B3 is used as a separate judgment condition based on the following: In driving mode, if a wheel slips, its wheel speed is significantly higher than that of the other wheels. Then, if the difference in wheel speeds across all wheels is lower than the sixth preset threshold, it indicates that the slipping wheel has synchronized with the other wheels and regained effective traction; simultaneously, if the duration exceeds the fifth preset duration, it ensures the continuity of wheel speed synchronization. Combining these factors effectively proves that the wheel has recovered from slippage.

[0084] In addition, to improve the accuracy of the judgment, the vehicle can be judged to have recovered from a wheel slippage state to a normal wheel state when all of the following vehicle condition conditions (B1'-B3') are met simultaneously:

[0085] B1': The vehicle acceleration is less than the corresponding reference value, and the duration reaches the corresponding sixth preset duration.

[0086] B2': The absolute difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding seventh preset threshold.

[0087] B3': The motor is in driving mode, the absolute 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 duration.

[0088] The explanations of the conditions B1' to B3' above can be found in B1 to B3, and will not be repeated here.

[0089] Real-world performance of B1' to B3': Without the aid of braking, if the vehicle's wheel speed suddenly increases and then smoothly transitions to a gradual decrease in wheel speed, with all wheels exhibiting nearly identical wheel speeds, and the actual vehicle speed change matches the wheel speed change, then the vehicle is considered to have recovered from a wheel slippage state to a normal wheel state.

[0090] In practical applications, B1 to B3, as independent judgment conditions for a vehicle's recovery from a wheel slippage state to a normal wheel state, require a relatively long continuous observation time to ensure the accuracy of single-dimensional judgments. Therefore, the third preset time in B1, the fourth preset time in B2, and the fifth preset time in B3 can be set to be longer. While B1' to B3', as joint judgment conditions, have stricter constraints for simultaneous fulfillment, the multi-dimensional cross-validation fully guarantees the accuracy of the judgment. With judgment accuracy guaranteed, the continuous observation time can be appropriately shortened; that is, the sixth preset time in B1' and the seventh preset time in B3' can be set to be shorter, and even the time setting for B2' can be eliminated. Specifically, the sixth preset time in B1' should be shorter than the third preset time in B1, and the seventh preset time in B3' should be shorter than the fifth preset time in B3.

[0091] In this embodiment, a vehicle can be determined to be in a wheel lock-up state when any one of the following three vehicle condition conditions (C1-C4) is met:

[0092] C1: The vehicle's overall acceleration is less than the corresponding reference value, and the duration reaches the corresponding eighth preset duration.

[0093] Explanation of the condition: The vehicle's acceleration is less than the corresponding reference value, indicating an abnormal and sudden drop in wheel speed, exceeding the normal range. The duration reaching the eighth preset time further confirms the persistence of the abnormal wheel speed drop, ruling out the possibility of only a temporary wheel lockup.

[0094] Real-world performance: If the vehicle's wheel speed drops abnormally and suddenly, it is determined that the vehicle is in a state of wheel slippage.

[0095] C2: The absolute difference between the longitudinal acceleration and the vehicle acceleration is greater than the corresponding ninth preset threshold.

[0096] Explanation of the condition: However, when the vehicle slips, the longitudinal acceleration is significantly reduced due to the sliding friction between the tire and the ground, which leads to an increase in the absolute value difference between the acceleration and the vehicle acceleration, which meets the characteristic that the absolute value difference is greater than the ninth preset threshold.

[0097] Real-world performance: If the vehicle exhibits "slipping," it is determined that the vehicle is in a state of wheel slippage.

[0098] C3: The vehicle's motor is in regeneration mode, and the absolute difference between the wheel speed of any wheel and the wheel speed of other wheels is greater than the corresponding tenth preset threshold, and the duration reaches the corresponding ninth preset duration.

[0099] Condition Explanation: A difference in wheel speed between any one wheel and the other wheels exceeding the tenth preset threshold indicates an excessively large speed difference between some wheels and the rest, typically occurring in scenarios of wheel slippage or wheel lockup. In the case of slippage, some wheels will have significantly higher speeds than the others; in the case of wheel lockup, some wheels will have significantly lower speeds than the others. Having the vehicle's motor in drive mode eliminates the possibility of wheel lockup. Having the motor in regenerative braking mode eliminates the possibility of wheel slippage. A duration reaching the ninth preset duration further confirms the persistence of this state.

[0100] In real-world driving, this manifests as follows: when the speed of some wheels on a vehicle is consistently significantly higher than that of the other wheels, the vehicle is considered to be in a wheel lock-up state.

[0101] Similarly, after determining that the vehicle is in a wheel lock-up state, it is necessary to continuously monitor it to determine whether the vehicle has recovered from the wheel lock-up state to the normal wheel state.

[0102] It should be noted that if none of the conditions C1 to C3 are met, it does not mean that the vehicle has recovered from a wheel lock-up state to a normal wheel state. This is because during the process of wheel lock-up and recovery, the wheel speed will change from an abnormally rapid decrease to an abnormally rapid increase. This is still a manifestation of a sudden change in vehicle speed, and the overall vehicle acceleration cannot be normally perceived.

[0103] Therefore, it is necessary to configure separate judgment conditions for the wheel to return from a locked state to a normal state.

[0104] As a feasible implementation, this embodiment can determine whether a vehicle has recovered from a wheel slippage state to a normal wheel state when any one of the following three vehicle condition conditions (D1-D3) is met:

[0105] D1: The vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding tenth preset duration.

[0106] Explanation of the condition: When the vehicle's acceleration exceeds the corresponding reference value, it indicates a rapid increase in wheel speed, signifying the vehicle has broken free of wheel lockup. The duration reaches the tenth preset time to further confirm the persistence of this state.

[0107] Real-world performance: If the vehicle's wheels return to rotation after locking up, it is determined that the vehicle is in a state of wheel slippage.

[0108] D2: The absolute 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.

[0109] Explanation of conditions: If the vehicle transitions from coasting due to inertia to driving by its wheels, the tires change from sliding friction to static friction, and the longitudinal acceleration increases, gradually approaching the overall vehicle acceleration, which meets 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.

[0110] Real-world performance: If the vehicle stops coasting due to inertia, it is determined that the vehicle is in a state of wheel slippage.

[0111] D3: When the motor is in regeneration mode, the absolute 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, and the duration reaches the corresponding twelfth preset duration.

[0112] Explanation of conditions (with wheel lock-up as the initial state): When the absolute difference between the wheel speed of any wheel and the wheel speed of other wheels is less than the corresponding twelfth preset threshold, it indicates that the vehicle is transitioning from a state where the wheel speed of some wheels is much lower than that of the rest to a state where the wheel speeds of all wheels are roughly the same. The motor is in a braking state, ruling out the possibility that increasing drive speed caused all wheels to maintain the same wheel speed; this is a normal braking recovery process. The duration reaching the corresponding twelfth preset duration further confirms the persistence of this state.

[0113] Actual vehicle behavior: When braking is maintained, if the vehicle transitions from a state where the wheel speed of some wheels is significantly lower than that of the other wheels to a state where the wheel speed of all wheels is close to the same, it is determined that the vehicle has recovered from a wheel slippage state to a normal wheel state.

[0114] It should be noted that once it is determined that the vehicle is in a wheel lock-up state, it can be determined that the vehicle is in a wheel lock-up state as long as any one of D1 to D3 is satisfied.

[0115] The basis for using D1 as a separate judgment condition is as follows: when the wheels recover from lockup, the wheel speed begins to increase sharply, causing the overall vehicle acceleration related to the wheel speed to also increase sharply, thus exceeding the corresponding reference value (normal value); at the same time, the duration exceeds the tenth preset time, which can ensure that the sharp increase in vehicle acceleration is continuous. Combining these factors can effectively prove that the wheels have recovered from lockup.

[0116] The basis for D2 as a separate judgment condition is as follows: When the wheels lock up, the driving torque cannot be effectively converted into the vehicle's actual speed, resulting in a sharp drop in longitudinal acceleration and an increase in the absolute value difference between it and the overall vehicle acceleration. This phenomenon indicates that the vehicle's power output cannot propel it forward. Subsequently, if the longitudinal acceleration begins to rise, and the absolute value difference between it and the overall vehicle acceleration gradually decreases to below the eleventh preset threshold, it indicates that the efficiency of converting driving torque into actual vehicle speed has improved, and the wheels begin to roll again. Simultaneously, a duration exceeding the eleventh preset duration ensures the continuity of normal wheel rolling. Combining these factors effectively proves that the wheels have recovered from lockup.

[0117] The basis for D3 as a separate judgment condition is as follows: When the motor is in the regeneration state, if a wheel locks up, the wheel speed of the locked wheel will be significantly lower than that of the other wheels. Subsequently, if the absolute difference in wheel speed between any wheel and other wheels remains less than the twelfth preset threshold, it indicates that the locked wheel has resumed rolling and its wheel speed is synchronized with the other wheels; simultaneously, if this duration exceeds the twelfth preset duration, it ensures the continuity of wheel speed synchronization. Combining these factors effectively proves that the wheel has recovered from lockup.

[0118] Furthermore, to improve the accuracy of the judgment, this embodiment can also determine whether the vehicle has recovered from a wheel slippage state to a normal wheel state when all of the following vehicle condition conditions (D1'-D3') are met simultaneously:

[0119] D1': The vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding thirteenth preset duration.

[0120] D2': The absolute difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding thirteenth preset threshold.

[0121] D3': When the motor is in regeneration mode, the absolute 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, and the duration reaches the corresponding fourteenth preset duration.

[0122] The explanations of the conditions D1' to D3' mentioned above can be found in D1 to D3, and will not be repeated here.

[0123] Real-world performance of D1' to D3': While maintaining braking, if the wheel speed of some wheels that is significantly lower than the average wheel speed suddenly increases and smoothly transitions to a speed close to the same as the wheel speed of the rest of the wheels, and the vehicle ends the inertial coasting process, then it is determined that the vehicle has recovered from the wheel slipping state to the normal wheel state.

[0124] In practical applications, D1 to D3, as independent judgment conditions for a vehicle's recovery from a wheel-locked state to a normal wheel state, require a relatively long continuous observation time to ensure the accuracy of the single-dimensional judgment. Therefore, the tenth preset time in D1, the eleventh preset time in D2, and the twelfth preset time in D3 can be set to a longer duration. While D1' to D3', as joint judgment conditions, have stricter simultaneous constraints, the multi-dimensional cross-validation fully guarantees the accuracy of the judgment. With judgment accuracy guaranteed, the continuous observation time can be appropriately shortened. That is, the thirteenth preset time in D1' and the fourteenth preset time in D3' can be set to a shorter duration, or even D2' can be left unset. Specifically, the thirteenth preset time in D1' should be shorter than the tenth preset time in D1, and the fourteenth preset time in D3' should be shorter than the twelfth preset time in D3.

[0125] In addition, in A1, B1, B1', C1, D1 and D1' above, the vehicle acceleration needs to be compared with the corresponding reference value. This reference value can be stored in the vehicle control unit (VCU) through the target vehicle acceleration table for later retrieval.

[0126] Based on the foregoing, vehicle acceleration is related to vehicle speed and drive torque. Therefore, the vehicle acceleration table in this embodiment can record the mapping relationship between vehicle speed, drive torque, and reference values. The corresponding data structure is shown in the table below (specific values ​​are not illustrated):

[0127]

[0128] Correspondingly, in this embodiment, the corresponding reference value can be obtained from the vehicle acceleration table based on the vehicle's current speed and driving torque. For example, if the current vehicle speed is a3 and the driving torque is b3, the reference value for the vehicle acceleration can be determined as c3 through the vehicle acceleration table.

[0129] In one feasible implementation, this embodiment can configure dedicated vehicle acceleration tables for different road environments and store them in the vehicle control unit. Specifically, each vehicle acceleration table only records the mapping relationship between vehicle speed, drive torque, and reference values ​​under its respective road environment. When it is necessary to determine the confidence level of vehicle acceleration, the current road environment of the vehicle is first determined, and then the target vehicle acceleration table matching the current road environment is retrieved from the vehicle control unit to look up the corresponding reference value in the target vehicle acceleration table based on the current vehicle speed and drive torque.

[0130] For example, the vehicle acceleration distribution table for high-adhesion road surfaces can be referenced in the table below:

[0131]

[0132] The following table shows the vehicle acceleration distribution for low-friction surfaces:

[0133]

[0134] In practical applications, this embodiment can store vehicle acceleration tables for some typical road environment categories in the vehicle control unit to cover most driving scenarios, such as: high-adhesion road surfaces (such as asphalt roads, cement roads, etc.), low-adhesion road surfaces (such as ice, snow, sand, mud, etc.), uphill roads, and downhill roads.

[0135] In addition, the current road environment of the vehicle can be identified through the following two methods:

[0136] 1) Camera recognition

[0137] By capturing ground images through vehicle-mounted cameras and using image recognition technology to analyze road surface features (such as texture, color, and material), the current road environment can be determined. For example, when snow or sand textures are detected, the road surface is identified as having low adhesion.

[0138] 2) Map application recognition

[0139] By combining vehicle location information with terrain data from the map application, the current road environment is matched. For example, if the map shows the vehicle is in a desert area, it is determined to be on a low-traction road surface; if it is in a mountainous area with continuous curves, it may be determined to be on an uphill or downhill road surface.

[0140] In another feasible implementation, this embodiment can configure only one target vehicle acceleration table. This target vehicle acceleration table records the reference value range corresponding to the vehicle acceleration, and the reference value range covers the normal vehicle acceleration range corresponding to multiple road environments. As an example, the target vehicle acceleration table only needs to include the minimum and maximum values ​​of the normal vehicle acceleration range for all road environments, as shown in the table below:

[0141]

[0142] Correspondingly, when it is necessary to determine whether a vehicle's overall acceleration is greater than a reference value (as in A1 and D1 above), this reference value is the maximum value within the reference range. The confidence level is determined by judging whether the overall vehicle acceleration exceeds the maximum normal value for all road environments. When it is necessary to determine whether a vehicle's overall acceleration is less than a reference value (as in B1 and C1 above), this reference value is the minimum value within the reference range. The confidence level is determined by judging whether the overall vehicle acceleration is less than the minimum normal value for all road environments. It should be understood that since there is only one target vehicle acceleration table, there is no need to match it with the current road environment during implementation, thus eliminating the step of identifying the road environment.

[0143] Furthermore, compared to overall vehicle acceleration, longitudinal angular acceleration is strongly correlated with the vehicle's pitch angle, making the standard for determining confidence level relatively simple. Specifically, this embodiment can determine the normal range of longitudinal acceleration based on the vehicle's pitch angle; if the longitudinal acceleration exceeds the corresponding normal range, it is determined to be in an unreliable state; if the longitudinal acceleration returns to the corresponding normal range, it is determined to have recovered from an unreliable state to a reliable state. The longitudinal acceleration is determined based on acceleration sensor information from the vehicle chassis. Similarly, this embodiment can also perform low-pass filtering on the chassis acceleration sensor information to smooth changes in longitudinal acceleration (avoiding sudden changes). It should be noted that the correspondence between longitudinal angular acceleration and pitch angle is prior knowledge and will not be elaborated here.

[0144] The above is a scheme for determining the confidence level of the vehicle acceleration within the calculation chain of "wheel speed → vehicle speed → vehicle acceleration → gradient". It can be seen that the accuracy of vehicle speed measurement is highly correlated with the reliability of the vehicle acceleration. Therefore, this embodiment can also improve the confidence level of the vehicle acceleration by modifying the vehicle speed measurement method. Specifically, there are two modification methods:

[0145] Method 1

[0146] When only some wheels of a vehicle slip or lock up, the wheel speed of the normal wheels is used to calculate the vehicle speed, and then the overall vehicle acceleration is determined based on the vehicle speed.

[0147] For example, when the motor is in regenerative braking mode, some wheels of the vehicle may frequently lock up. Therefore, the vehicle speed can be calculated based on the maximum wheel speed (usually the normal wheel speed), and the overall vehicle acceleration can be determined. This avoids sudden changes in overall vehicle acceleration, thus reducing the probability of it exceeding the normal range. Correspondingly, in this embodiment, when the vehicle is in two-wheel drive mode, the vehicle motor is in regenerative braking mode, and the duration reaches a thirteenth preset time (further confirming the continuity of this state), the overall vehicle acceleration is determined based on the vehicle's maximum wheel speed.

[0148] Method 2

[0149] When the wheels are on a low-traction surface (prone to wheel slippage), the average wheel speed is used to calculate the vehicle speed. Specifically, the average wheel speed is first low-pass filtered to mitigate its fluctuations. The vehicle speed is then calculated based on this filtered average wheel speed. This reduces the probability of sudden speed changes, allowing for the determination of a stable vehicle acceleration. The low-pass filtering time can be flexibly adjusted based on the average wheel speed. For example, a higher average wheel speed requires a longer low-pass filtering time, ensuring sufficient filtering time for larger average wheel speeds to achieve a more effective deceleration.

[0150] Furthermore, compared to overall vehicle acceleration, longitudinal angular acceleration is strongly correlated with the vehicle's pitch angle, making the standard for determining confidence level relatively simple. Specifically, this embodiment can determine the normal range of longitudinal acceleration based on the vehicle's pitch angle; if the longitudinal acceleration exceeds the corresponding normal range, it is determined to be in an unreliable state; if the longitudinal acceleration returns to the corresponding normal range, it is determined to have recovered from an unreliable state to a reliable state. The longitudinal acceleration is determined based on acceleration sensor information from the vehicle chassis. Similarly, this embodiment can also perform low-pass filtering on the chassis acceleration sensor information to smooth changes in longitudinal acceleration (avoiding sudden changes). It should be noted that the correspondence between longitudinal angular acceleration and pitch angle is prior knowledge and will not be elaborated here.

[0151] It should be noted that the vehicle condition parameters mentioned in this embodiment, such as longitudinal acceleration, vehicle acceleration, pitch angle, etc., refer to those perceived by the vehicle unless otherwise specified as actual values.

[0152] S103, when it is determined that the acceleration is in an unreliable state, the slope is locked to a target value, and the vehicle is controlled based on the locked slope. The target value is determined based on historical reliable acceleration.

[0153] Among these, vehicle control can include, but is not limited to, torque compensation, regenerative braking, and vehicle slope warning, which are vehicle intelligent control mechanisms that rely on slope.

[0154] The target value in this embodiment is specifically the slope value before the acceleration changes from a reliable state to an unreliable state, preferably the most recently determined slope value. In practical applications, the confidence level of the acceleration perceived by the vehicle (vehicle acceleration and longitudinal acceleration) can be determined each time the slope needs to be updated. If the acceleration is in an unreliable state, the current slope update is abandoned, thus locking the slope to the value before the unreliable state.

[0155] S104, after determining that the acceleration has recovered from the untrusted state to the trusted state, the slope is unlocked, and the slope is re-determined based on the acceleration that has recovered to the trusted state, so as to control the vehicle based on the re-determined slope.

[0156] In summary, the method of this embodiment can be applied to vehicles, specifically by monitoring the confidence level of the vehicle's acceleration and longitudinal acceleration to achieve intelligent switching of the slope calculation mode.

[0157] in, Figure 3 This example demonstrates the process of switching the gradient calculation mode by measuring the vehicle's acceleration. The corresponding steps include:

[0158] S31: Determine whether a new slope update cycle has begun; if yes, execute S32; otherwise, re-execute S31.

[0159] S32, determine if the vehicle is in an abnormal wheel condition; if yes, proceed to S33; if no, proceed to S36.

[0160] S33, abandon this slope update and lock the slope; then, execute S34.

[0161] S34: Determine whether the vehicle has recovered from the abnormal wheel condition to the normal wheel condition; if yes, execute S35; otherwise, re-execute S34.

[0162] S35 unlocks the slope; then, S31 is executed again.

[0163] S36, based on the vehicle's currently perceived acceleration, update the vehicle's gradient; then, re-execute S31.

[0164] also, Figure 4 This example demonstrates the process of switching slope calculation modes based on longitudinal velocity, and the corresponding steps include:

[0165] S41: Determine whether a new slope update cycle has begun; if yes, execute S42; otherwise, re-execute S41.

[0166] S42, determine whether the longitudinal acceleration exceeds the corresponding normal range; if yes, execute S43; if no, execute S46.

[0167] S43, abandon this slope update and lock the slope; then execute S44.

[0168] S44: Determine if the longitudinal acceleration has returned to the normal range; if yes, execute S45; otherwise, re-execute S44.

[0169] S45 unlocks the slope; then, S41 is executed again.

[0170] S46, based on the vehicle's currently perceived acceleration, update the vehicle's gradient; then, re-execute S41.

[0171] Furthermore, for scenarios requiring simultaneous monitoring of vehicle acceleration and longitudinal acceleration, if either is in an untrusted state, the current slope update is abandoned, and the slope is locked. The slope is then unlocked only after both are re-established as trustworthy.

[0172] Corresponding to Figure 1 In addition to the method shown, another embodiment of this example also provides a vehicle control device. Figure 5This is a structural diagram of the vehicle control device 500, including:

[0173] The monitoring module 510 is used to monitor the acceleration determined based on vehicle perception, the acceleration being used to determine the slope of the vehicle;

[0174] Confidence determination module 520 is used to determine the confidence level of the acceleration;

[0175] The first control module 530 is used to lock the slope to a target value when it is determined that the acceleration is in an unreliable state, so as to control the vehicle based on the locked slope, wherein the target value is determined based on historical reliable acceleration.

[0176] The second control module 540 is configured to unlock the slope when it is determined that the acceleration has recovered from an untrusted state to a trustworthy state, and to redetermine the slope based on the acceleration that has recovered to the trustworthy state, so as to control the vehicle based on the redetermined slope.

[0177] 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, then determining that the vehicle acceleration is in an unreliable state; if the wheel state recovers to a normal wheel state, then determining that the vehicle acceleration has recovered from an unreliable state to a reliable state.

[0178] Optionally, the abnormal wheel state includes wheel slippage; the confidence determination module 520 determines the wheel state by: if the vehicle meets a first vehicle condition, then determining the wheel state as wheel slippage; 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 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 difference between the longitudinal acceleration of the vehicle and the overall vehicle acceleration is greater than a corresponding third preset threshold; the vehicle's motor is in a driving state, the absolute difference between the wheel speed of any wheel of the vehicle and the wheel speed of other wheels is greater than a corresponding fourth preset threshold, and the duration reaches a corresponding second preset duration.

[0179] Optionally, the confidence determination module 520 further determines the wheel state by: after determining that the wheel state is a wheel slippage state, if the vehicle meets the second vehicle condition, then determining that the wheel state has recovered from the wheel slippage 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.

[0180] The absolute 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;

[0181] The motor is in a driving state, the absolute 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 duration.

[0182] Optionally, the confidence determination module 520 further determines the wheel state by: after determining that the wheel state is a wheel slippage state, if the vehicle meets a second vehicle condition, then determining that the wheel state has recovered from the wheel slippage 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 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 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 duration.

[0183] Optionally, the abnormal wheel state includes a wheel lock-up state; the confidence determination module 520 further determines the wheel state by: if the vehicle meets a third vehicle condition, then determining the wheel state as a wheel lock-up state; the third vehicle condition includes at least one of the following: the vehicle's overall acceleration is less than the corresponding reference value, and the duration reaches the corresponding eighth preset duration; the absolute difference between the longitudinal acceleration and the overall vehicle acceleration is greater than the corresponding ninth preset threshold; the vehicle's motor is in a regeneration state, and the absolute difference between the wheel speed of any wheel and the wheel speed of other wheels is greater than the corresponding tenth preset threshold, and the duration reaches the corresponding ninth preset duration.

[0184] Optionally, the confidence determination module 520 further determines the wheel state by: after determining that the wheel state is a wheel lock-up state, if the vehicle meets the fourth vehicle condition, then determining that the wheel state has recovered from the wheel lock-up state to the normal wheel state; the fourth vehicle condition includes at least one of the following: the vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding tenth preset duration; the absolute 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; the motor is in the regeneration state, and the absolute 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, and the duration reaches the corresponding twelfth preset duration.

[0185] Optionally, the confidence determination module 520 further determines the wheel state by: after determining that the wheel state is a wheel lock-up state, if the vehicle meets the fourth vehicle condition, then determining that the wheel state recovers from the wheel lock-up state to the normal wheel state; the fourth vehicle condition includes: the vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding thirteenth preset duration; the absolute difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding thirteenth preset threshold; the motor is in the regeneration state, the absolute 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, and the duration reaches the corresponding fourteenth preset duration.

[0186] Optionally, the reference value corresponding to the vehicle acceleration is obtained by querying the target vehicle acceleration matching table based on the vehicle's current speed and drive torque; wherein, the target vehicle acceleration matching table is obtained by matching multiple vehicle acceleration matching tables corresponding to multiple road environments based on the vehicle's current road environment, and each vehicle acceleration matching table records the mapping relationship between vehicle speed, drive torque and reference value in its respective road environment.

[0187] Optionally, the reference value corresponding to the vehicle acceleration is selected from the reference value range recorded in the target vehicle acceleration matching table, and the reference value range covers the normal vehicle acceleration range corresponding to multiple road environments; wherein: when determining whether the vehicle meets the condition 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 meets the condition that the vehicle acceleration is greater than the reference value, the reference value is the maximum value of the reference value range.

[0188] Optionally, the acceleration includes longitudinal acceleration; the confidence determination module 520 further determines the wheel state by: determining the normal range corresponding to the longitudinal acceleration based on the vehicle's pitch angle; if the longitudinal acceleration exceeds the corresponding normal range, then determining that the longitudinal acceleration is in an unreliable state; if the longitudinal acceleration returns to the corresponding normal range, then determining that the longitudinal acceleration has recovered from the unreliable state to the reliable state.

[0189] Optionally, the target value is the slope value before the acceleration changes from a reliable state to an unreliable state.

[0190] In summary, the device in this embodiment applies a technical framework for calculating road slope based on vehicle-perceived acceleration, enabling intelligent switching of slope calculation modes. Specifically, the device can monitor the acceleration perceived by the vehicle in real time. When monitoring detects that the acceleration is in an unreliable state, the slope calculation is no longer based on the current acceleration. Instead, the slope value is locked to the result of a previous calculation based on historical reliable acceleration, and vehicle control is performed accordingly. When the acceleration recovers from an unreliable state to a reliable state, the slope calculation is unlocked again, thereby allowing vehicle control to be performed based on the real-time slope. This design effectively avoids the problem of slope calculation distortion caused by sudden changes in acceleration. For example, if the vehicle's acceleration changes suddenly due to wheel slippage or lockup when the road slope has not changed significantly, the slope value before the slippage or lockup continues to be used to provide slope torque compensation. Through this intelligent switching mechanism, the reliability of vehicle control is effectively guaranteed, thereby improving driving safety.

[0191] It should be noted that the specific manner in which each unit performs its operation in the vehicle control device described in the above embodiments has been described in detail in the embodiments of the method, and will not be elaborated here.

[0192] Furthermore, another embodiment of this application provides a vehicle. Figure 6 is a schematic diagram of the vehicle's structure, including a memory 601 and a processor 602. The memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a diagnostic method for evaporation leakage provided in the above embodiment.

[0193] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0194] When each functional module is divided according to its corresponding function, the vehicle may include: a monitoring module, a first control module, and a second control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0195] It should be understood that the vehicle provided in this embodiment is used to execute the above-described vehicle control data processing method, and therefore can achieve the same effect as the above-described implementation method.

[0196] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0197] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0198] In addition, another embodiment of this application provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control data processing method provided in the above embodiment.

[0199] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0200] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0201] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0202] In the description of this application, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0203] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0204] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vehicle control method, characterized in that, include: The acceleration determined based on vehicle perception is monitored, and the acceleration is used to determine the vehicle's gradient; Determining the confidence level of the acceleration includes: determining the wheel state of the vehicle; if the wheel state is an abnormal wheel state, then determining that the vehicle acceleration is in an unreliable state; if the wheel state recovers to a normal wheel state, then determining that the vehicle acceleration has recovered from an unreliable state to a reliable state, and the vehicle acceleration belongs to one type of acceleration; If the acceleration is determined to be in an unreliable state, the slope is locked as a target value, and the vehicle is controlled based on the locked slope. The target value is determined based on historical reliable acceleration. If the acceleration recovers from an untrusted state to a trusted state, the slope is unlocked, and the slope is re-determined based on the recovered acceleration, so as to control the vehicle based on the re-determined slope.

2. The method according to claim 1, characterized in that, The abnormal wheel condition includes wheel slippage. Determining the wheel condition includes: If the vehicle meets the first vehicle condition, then the wheel state is determined to be a wheel slippage state. The first vehicle condition includes at least one of the following: The accelerator pedal opening of the vehicle reaches the corresponding first preset threshold, the vehicle's overall acceleration is greater than the corresponding reference value, and the duration reaches the corresponding first preset duration. The accelerator pedal opening of the vehicle reaches the corresponding second preset threshold, and the absolute difference between the longitudinal acceleration of the vehicle and the acceleration of the whole vehicle is greater than the corresponding third preset threshold. The vehicle's motor is in a driving state, the absolute 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 duration.

3. The method according to claim 2, characterized in that, Determining the wheel condition also includes: After determining that the wheel is in a wheel slipping state, if the vehicle meets the second vehicle condition, then the wheel is determined to have recovered from the wheel slipping 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 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 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 duration.

4. The method according to claim 2, characterized in that, Determining the wheel condition also includes: After determining that the wheel is in a wheel slipping state, if the vehicle meets the second vehicle condition, then the wheel is determined to have recovered from the wheel slipping 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 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 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 duration.

5. The method according to claim 1, characterized in that, The abnormal wheel condition includes wheel lock-up; Determining the wheel state of the vehicle includes: If the vehicle meets the third vehicle condition, then the wheel state is determined to be wheel lock-up. The third vehicle condition includes at least one of the following: The vehicle's overall acceleration is less than the corresponding reference value, and the duration reaches the corresponding eighth preset duration; The absolute difference between the longitudinal acceleration and the vehicle acceleration is greater than the corresponding ninth preset threshold. The vehicle's motor is in a regeneration state, and the absolute difference between the wheel speed of any wheel and the wheel speed of other wheels is greater than the corresponding tenth preset threshold, and the duration reaches the corresponding ninth preset duration.

6. The method according to claim 5, characterized in that, Determining the wheel condition also includes: After determining that the wheel state is a wheel lock-up state, if the vehicle meets the fourth vehicle condition, then the wheel state is determined to recover from the wheel lock-up state to the normal wheel state. The fourth vehicle condition includes at least one of the following: The vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding tenth preset duration; The absolute 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. When the motor is in the regeneration state, the absolute 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, and the duration reaches the corresponding twelfth preset duration.

7. The method according to claim 5, characterized in that, Determining the wheel condition also includes: After determining that the wheel state is a wheel lock-up state, if the vehicle meets the fourth vehicle condition, then the wheel state is determined to recover from the wheel lock-up state to the normal wheel state. The fourth vehicle condition includes: The vehicle acceleration is greater than the corresponding reference value, and the duration reaches the corresponding thirteenth preset duration; The absolute difference between the longitudinal acceleration and the vehicle acceleration is less than the corresponding thirteenth preset threshold. When the motor is in the regeneration state, the absolute 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, and the duration reaches the corresponding fourteenth preset duration.

8. The method according to any one of claims 3 to 7, characterized in that, The reference value corresponding to the vehicle acceleration is obtained by querying the target vehicle acceleration table based on the vehicle's current speed and drive torque. The target vehicle acceleration table is obtained by matching multiple vehicle acceleration tables corresponding to different road environments based on the vehicle's current road environment. Each vehicle acceleration table records the mapping relationship between the vehicle speed, drive torque, and reference value under its respective road environment.

9. The method according to any one of claims 3 to 7, 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 determining whether the vehicle meets the condition that the overall vehicle acceleration is less than the reference value, the reference value is the minimum value within the reference value range; When determining whether the vehicle meets the condition that the overall vehicle acceleration is greater than the reference value, the reference value is the maximum value within the reference value range.

10. The method according to claim 1, characterized in that, The acceleration includes longitudinal acceleration; Determining the confidence level of the acceleration includes: The normal range corresponding to the longitudinal acceleration is determined based on the vehicle's pitch angle; If the longitudinal acceleration exceeds the corresponding normal range, then the longitudinal acceleration is determined to be in an unreliable state. If the longitudinal acceleration returns to the corresponding normal range, then the longitudinal acceleration is determined to have recovered from an unreliable state to a reliable state.

11. A vehicle control device, characterized in that, include: A monitoring module is used to monitor the acceleration determined based on vehicle perception, wherein the acceleration is used to determine the vehicle's gradient. A confidence level determination module is used to determine the confidence level of the acceleration, including: determining the wheel state of the vehicle; if the wheel state is an abnormal wheel state, then determining that the vehicle acceleration is in an unreliable state; if the wheel state recovers to a normal wheel state, then determining that the vehicle acceleration has recovered from an unreliable state to a reliable state, wherein the vehicle acceleration belongs to one type of acceleration; The first control module is used to lock the slope to a target value when it is determined that the acceleration is in an unreliable state, so as to control the vehicle based on the locked slope, wherein the target value is determined based on historical reliable acceleration. The second control module is used to unlock the slope when it is determined that the acceleration has recovered from an untrusted state to a trusted state, and to redetermine the slope based on the acceleration that has recovered to the trusted state, so as to control the vehicle based on the redetermined slope.

12. A vehicle comprising: processor; And a memory arranged to store computer-executable instructions, characterized in that, when executed, the executable instructions cause the processor to perform the method as described in any one of claims 1 to 10.

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