Vehicle control method and device and vehicle

Abstract

The embodiment of the invention discloses a vehicle control method and device and a vehicle, and relates to the technical field of vehicles. The method comprises the steps that under the condition that a vehicle is in a static state, a motor rotating speed signal collected by a shaft sensor on the vehicle is obtained, the wheel end state of the vehicle is obtained based on the motor rotating speed signal and a transmission model, the difference value between the wheel end state and a reference wheel end state is obtained through calculation, and when the difference value is larger than or equal to a preset difference threshold value, the vehicle is started. And the anti-slip function of the vehicle is triggered. By means of the mode, the motor rotating speed signal collected by the shaft sensor arranged on the vehicle is obtained, the motor rotating speed signal is converted into the wheel end state of the vehicle based on the transmission model, and the difference value between the reference wheel end state and the wheel end state is compared with the difference threshold value to obtain the wheel end state of the vehicle. Therefore, whether the anti-slip function of the vehicle is triggered or not is judged, a redundant wheel speed sensor does not need to be installed on the vehicle, the cost is reduced, and the reliability of vehicle control is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a vehicle control method, device, and vehicle. Background Art

[0002] With the continuous development of vehicle technology, the development of unmanned driving scenarios is gradually increasing. In the unmanned driving scenarios in related methods, if the four-wheel speed sensors of the vehicle's braking system fail, redundant wheel speed sensors can be added to the vehicle (that is, dual-chip wheel speed sensors or dual sensors are arranged on the wheel-end brakes) to monitor the status of the vehicle's parked wheels to prevent the vehicle from sliding downhill. However, in related methods, there is still the problem of increased costs. Summary of the Invention

[0003] In view of the above problems, the present application proposes a vehicle control method, device and vehicle to improve the above problems.

[0004] In a first aspect, the present application provides a vehicle control method, the method comprising: Acquiring a parking state of the vehicle, where the parking state is a stationary state or a moving state; When the vehicle is in a stationary state, a motor speed signal collected by an axle sensor on the vehicle is obtained; Obtaining a wheel end state of the vehicle based on the motor speed signal and the transmission model, wherein the wheel end state of the vehicle represents a current motion state of the wheel; calculating a difference between the wheel end state and a reference wheel end state, wherein the reference wheel end state represents a reference motion state of the wheel in a stationary parking condition; When the difference value is greater than or equal to a preset difference threshold, the anti-slope rollback function of the vehicle is triggered.

[0005] In a second aspect, the present application provides a vehicle control method device, the device comprising: a signal acquisition unit, configured to acquire a parking state of the vehicle, wherein the parking state is a stationary state or a moving state; and when the parking state of the vehicle is a stationary state, acquire a motor speed signal acquired by an axle sensor on the vehicle; a wheel end state acquisition unit, configured to obtain a wheel end state of the vehicle based on the motor speed signal and a transmission model, wherein the wheel end state of the vehicle represents a current motion state of the wheel; The vehicle control unit is configured to calculate a difference between the wheel end state and a reference wheel end state, wherein the reference wheel end state represents a baseline motion state of the wheel when the vehicle is stationary and parked; and trigger the vehicle's anti-slope function when the difference is greater than or equal to a preset difference threshold.

[0006] In a third aspect, the present application provides a vehicle comprising one or more processors and a memory; one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs are configured to execute the above-mentioned method.

[0007] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores program code, wherein the above method is executed when the program code is run.

[0008] The present application provides a vehicle control method, device, vehicle, and storage medium, which are applied to the field of vehicle technology. When the vehicle is parked in a stationary state, the method can obtain a motor speed signal collected by an axle sensor on the vehicle, obtain the vehicle's wheel-end state based on the motor speed signal and a transmission model, calculate the difference between the wheel-end state and a reference wheel-end state, and trigger the vehicle's anti-slope function when the difference is greater than or equal to a preset difference threshold.

[0009] In the present application, the above-mentioned method enables, when the vehicle is in a stationary state, to obtain the motor speed signal collected by the axle sensor configured on the vehicle itself, and convert the motor speed signal into the vehicle's wheel end state based on the transmission model, so as to compare the difference value between the reference wheel end state and the wheel end state with the difference threshold, so as to determine whether to trigger the vehicle's anti-slope function, thereby eliminating the need to install redundant wheel speed sensors on the vehicle, reducing costs, and improving the reliability of vehicle control. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0011] Figure 1 A schematic diagram showing a vehicle control method in related art is shown; Figure 2 A schematic diagram of a vehicle control method proposed in an embodiment of the present application is shown; Figure 3 A flow chart of a vehicle control method proposed in an embodiment of the present application is shown; Figure 4 A flowchart showing an implementation method of step S130 in a vehicle control method proposed in an embodiment of the present application is shown; Figure 5A flowchart showing an implementation method of step S133 in a vehicle control method proposed in an embodiment of the present application is shown; Figure 6 A flow chart of a vehicle control method proposed in an embodiment of the present application is shown; Figure 7 A schematic diagram showing a vehicle control method proposed in an embodiment of the present application Figure 8 A structural block diagram of a vehicle control method and device proposed in an embodiment of the present application is shown; Figure 9 Shown is a structural block diagram of a vehicle proposed in this application. DETAILED DESCRIPTION

[0012] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0013] In the drawings, the sizes of components, layer thicknesses, or regions may be exaggerated for clarity. Therefore, any implementation of the present disclosure is not necessarily limited to the dimensions shown in the drawings, and the shapes and sizes of components in the drawings do not reflect true proportions. Furthermore, the drawings schematically illustrate idealized examples, and any implementation of the present disclosure is not limited to the shapes or values shown in the drawings.

[0014] With the continuous development of vehicle technology, the development of unmanned driving scenarios for vehicles has gradually increased, greatly improving the user experience of the car. Figure 1 As shown, in the unmanned driving scenario of the relevant method, if the four-wheel speed sensors of the vehicle's braking system fail, a redundant wheel speed sensor can be added to the vehicle (that is, a dual-chip wheel speed sensor or a dual sensor is arranged at the wheel end brake) to monitor the status of the vehicle's parked wheels, and the collected signal is sent to the Electronic Parking Brake Control Module (EPB control module) to determine whether the vehicle is slipping in the EPB control module. If slipping is determined to have occurred, the EPB control module triggers the anti-slope rolling function to re-clamp the vehicle's parked wheels to prevent the vehicle from continuing to slide.

[0015] However, the existing approach of adding redundant wheel speed sensors to the vehicle's sensor system not only complicates the vehicle architecture but also increases installation costs. Therefore, meeting the EPB control module's need for redundant wheel status determination without adding redundant wheel speed sensors, thereby achieving cost savings, has become a pressing technical challenge.

[0016] Therefore, in the embodiment of the present application, a vehicle control method is proposed, such as Figure 2 As shown, when the vehicle is in a stationary state, the motor speed signal collected by the shaft sensor on the vehicle can be obtained, and the wheel end state of the vehicle can be obtained based on the motor speed signal and the transmission model. The difference between the wheel end state and the reference wheel end state is calculated, and when the difference is greater than or equal to a preset difference threshold, the anti-slope function of the vehicle is triggered. In the present application, the above-mentioned method allows, when the vehicle is in a stationary state, to obtain the motor speed signal collected by the shaft sensor configured on the vehicle itself, and convert the motor speed signal into the wheel end state of the vehicle based on the transmission model, and compare the difference between the reference wheel end state and the wheel end state with the difference threshold to determine whether to trigger the anti-slope function of the vehicle. This eliminates the need to install redundant wheel speed sensors on the vehicle, reduces costs, and improves the reliability of vehicle control.

[0017] The embodiments of this application will be described below with reference to the accompanying drawings.

[0018] See also Figure 3 , an embodiment of the present application provides a vehicle control method, the method comprising: S110: Acquire the parking state of the vehicle, where the parking state is a stationary state or a moving state.

[0019] As a method, the vehicle's parking status can be determined by obtaining a status signal from the vehicle's Electronic Stability Program (ESP system). Alternatively, the vehicle's Auto Hold System status signal can be used to determine whether the vehicle is in a stationary parking state.

[0020] In an embodiment of the present application, when a failure of the four-wheel speed sensors of the braking system on the vehicle is detected, the parking status of the vehicle can be obtained. When the vehicle is in motion, the anti-slope function is usually not triggered because the vehicle is in the process of driving. The system can continue to monitor the driving status of the vehicle or take other safety measures; when the vehicle is stationary, it can be further determined whether to trigger the anti-slope function of the vehicle based on the parking status of the vehicle.

[0021] S120: When the parking state of the vehicle is a stationary state, a motor speed signal collected by an axle sensor on the vehicle is obtained.

[0022] Among them, the shaft sensor can be the shaft sensor of the drive motor on the vehicle. The shaft sensor of the drive motor is usually installed at the end of the output shaft of the drive motor, close to the connection between the motor and the drive shaft. The motor speed signal can be real-time speed data of the drive motor shaft. In the present application, the drive motor shaft is usually installed on the vehicle, and the specific position depends on the driving mode of the vehicle. For example, if the vehicle is a front-engine front-wheel drive vehicle, the drive motor is usually installed at the front of the vehicle near the front wheels; if the vehicle is a rear-engine rear-wheel drive vehicle, the drive motor is usually installed at the rear of the vehicle near the rear wheels; if the vehicle is a four-wheel drive vehicle, the drive motor can be installed at the front of the vehicle or at the rear of the vehicle.

[0023] As a method, when a fault is detected in the four-wheel speed sensors of the vehicle and the vehicle is parked in a stationary state, the motor speed signal collected by the axle sensor on the vehicle can be obtained.

[0024] S130: Obtaining a wheel end state of the vehicle based on the motor speed signal and the transmission model, where the wheel end state of the vehicle represents a current motion state of the wheel.

[0025] The transmission model may be a mathematical model including a differential transmission ratio and powertrain parameters, and is used to convert a motor speed signal into a wheel-end state of the vehicle.

[0026] As a way, Figure 4 As shown, the vehicle's wheel end status can be obtained based on the motor speed signal and the transmission model, including: S131: Based on the motor speed signal within a preset period, the speed corresponding to the shaft sensor is calculated through a transmission model.

[0027] The preset period can be a pre-set time interval. In this application, the preset period can be adjusted based on the sleep time of the EPB control module. In this application, the speed corresponding to the shaft sensor can be used m express.

[0028] As a method, the EPB control module will periodically send a sleep time signal, and the sampling period (i.e., the preset period) can be adjusted based on the sleep time of the EPB control module. During the preset period, the shaft sensor of the drive motor can transmit the collected motor speed signal to the transmission model in the EPB control module through a hard wire, so as to calculate the corresponding speed of the shaft sensor through the transmission model.

[0029] Optionally, the transmission model can receive motor speed signals within a preset period via a hardwired process and filter the motor speed signals within the preset period to effectively eliminate noise components in the signals. The transmission model can then calculate the corresponding shaft sensor speed based on the rate of change of the motor speed signals using the transmission model's built-in algorithms and parameters. In the present application, the transmission model's built-in algorithms and parameters may include differential gear ratios and drivetrain parameters.

[0030] S132: Based on a preset differential transmission ratio and a rotational speed corresponding to the shaft sensor, a sum of the rotational speeds of the left and right wheel ends of the shaft corresponding to the shaft sensor is calculated.

[0031] The preset differential transmission ratio can be a fixed transmission ratio value determined when the vehicle differential is designed, specifically the speed ratio of the differential input shaft (from the drive shaft) to the output shaft (driving half shaft). In this application, the preset differential transmission ratio can be represented by i2. The sum of the left and right wheel speeds of the axle can be the sum of the left and right wheel speeds of the same axle. In this application, the sum of the left and right wheel speeds of the axle can be represented by z express.

[0032] As a method, the sum of the left and right wheel end speeds of the axle corresponding to the axle sensor can be obtained based on the following calculation formula. The specific calculation formula can be: ; in, It can express the sum of the rotational speeds of the left and right wheel ends of the shaft; It can indicate the speed corresponding to the shaft sensor; It can indicate the preset reducer reduction ratio; May indicate a preset differential gear ratio.

[0033] In the embodiment of the present application, the preset speed reducer reduction ratio can be obtained based on the ratio of the number of teeth of the main gear on the drive motor end to the number of teeth of the driven gear on the differential end; the preset differential transmission ratio can be obtained based on the ratio of the number of teeth of the differential case ring gear to the number of teeth of the differential planetary gears, which can be specifically: = Number of teeth on the main gear at the drive motor end / Number of teeth on the driven gear at the differential end; = Number of teeth on the differential case ring gear / Number of teeth on the differential planetary gears.

[0034] S133: Obtaining the wheel end status of the vehicle based on the sum of the rotational speeds of the left and right wheel ends of the shaft.

[0035] As a way, Figure 5 As shown, the vehicle's wheel end status can be obtained based on the sum of the left and right wheel end speeds of the shaft, including: S1331: Based on the sum of the rotational speeds of the left and right wheel ends of the shaft, a wheel speed pulse signal, a wheel speed signal and a signal effective value are obtained. The signal effective value is used to determine the validity of the wheel speed pulse signal and the wheel speed signal.

[0036] The wheel speed pulse signal may be a signal representing a pulse sequence generated when the wheel rotates, used to represent the rotation speed and rotation direction of the wheel. The wheel speed signal may be a signal representing the instantaneous rotation speed value of the wheel.

[0037] As a method, the wheel speed pulse signal and wheel speed signal can be calculated based on the sum of the left and right wheel end speeds of the shaft. Specifically, the linear speed of the wheel can be calculated based on the sum of the left and right wheel end speeds of the shaft and the circumference of the wheel, and the pulse signal and wheel speed signal can be obtained based on the linear speed of the wheel and the pulse frequency of the wheel sensor. The effective value of the signal can be obtained by monitoring the stability and frequency change of the pulse signal. In this application, the sum of the left and right wheel end speeds of the shaft can be (Unit: revolutions per minute), the circumference of the wheel can be represented by C, and the linear speed of the wheel can be represented by V. The specific calculation formula can be: ; Optionally, the effective value of the signal can be determined by monitoring the stability and frequency change of the pulse signal. If the pulse signal remains stable within a certain period of time and the frequency is within a reasonable range, the signal is considered to be effective.

[0038] S1332: Based on the signal effective value, the wheel speed pulse signal, and the wheel speed signal, obtain the wheel speed pulse number and the wheel speed value.

[0039] The wheel speed pulse count can be the number of wheel speed pulses detected within a preset period. In this application, it can be used to quantify the rotational speed of the wheel. The wheel speed value can be the actual wheel speed value calculated based on the wheel speed signal, typically expressed in revolutions per minute (RPM).

[0040] As a method, whether the wheel speed pulse signal is valid can be judged by the effective value of the signal corresponding to the wheel speed pulse signal. If the wheel speed pulse signal corresponding to the effective value of the signal is judged to be valid, then the wheel speed pulse number can be obtained based on the wheel speed pulse signal; whether the wheel speed signal is valid can be judged by the effective value of the signal corresponding to the wheel speed signal. If the wheel speed signal corresponding to the effective value of the signal is judged to be valid, then the wheel speed value can be obtained based on the wheel speed signal.

[0041] S1333: Obtain the wheel end status of the vehicle based on the wheel speed pulse number and the wheel speed value.

[0042] In an embodiment of the present application, after obtaining the wheel end status of the vehicle based on the number of wheel speed pulses and the wheel speed value, it is possible to determine whether the vehicle is at risk of rolling down a slope based on the wheel end status of the vehicle. If it is determined that the vehicle is at risk of rolling down a slope, the vehicle's anti-rolling function can be triggered to apply a greater parking force to the parked wheels to prevent the vehicle from rolling down a slope.

[0043] S140: Calculate and obtain a difference between the wheel end state and a reference wheel end state, where the reference wheel end state represents a reference motion state of the wheel in a stationary parking situation.

[0044] The difference value may include a wheel speed pulse difference value and a wheel speed difference value, and the preset difference threshold may include a wheel speed pulse difference threshold and a wheel speed difference threshold.

[0045] As one approach, before calculating the difference between the wheel-end state and the reference wheel-end state, a reference motor speed signal collected by an axle sensor on the vehicle can be obtained, based on the vehicle being parked and stationary and the four-wheel speed sensors of the vehicle operating normally. A reference wheel speed pulse count and a reference wheel speed value can be obtained based on the reference motor speed signal and a transmission model. The reference wheel speed pulse count and the reference wheel speed value can then be used to determine the vehicle's reference wheel-end state. In this application, the process of converting the reference motor speed signal into a reference speed pulse count and a reference wheel speed value can be referenced to the aforementioned process for calculating the speed pulse count and wheel speed value, and will not be elaborated upon herein.

[0046] As one approach, a wheel speed pulse difference value may be obtained based on the wheel speed pulse number and the reference wheel speed pulse number; and a wheel speed difference value may be obtained based on the wheel speed value and the reference wheel speed value.

[0047] Optionally, the wheel speed pulse number can be subtracted from the reference wheel speed pulse number, and the absolute value of the difference between the wheel speed pulse number and the reference wheel speed pulse number can be taken to obtain the wheel speed pulse difference value; the wheel speed value can be subtracted from the reference wheel speed value, and the absolute value of the difference between the wheel speed value and the reference wheel speed value can be taken to obtain the wheel speed difference value.

[0048] In an embodiment of the present application, after obtaining the wheel speed pulse difference value and the wheel speed difference value, the wheel speed pulse difference value can be compared with the wheel speed pulse difference threshold, and / or the wheel speed difference value can be compared with the wheel speed difference threshold, and then it can be determined whether the vehicle has a risk of rolling downhill based on the comparison result.

[0049] S150: When the difference value is greater than or equal to a preset difference threshold, triggering the vehicle's anti-slope function.

[0050] In an embodiment of the present application, when judging the difference value (wheel speed pulse difference value or wheel speed difference value) and the preset difference threshold (wheel speed pulse difference threshold or wheel speed difference threshold), it is possible to determine whether the vehicle's anti-hill roll function is triggered based on the comparison result of the wheel speed pulse difference value and the wheel speed pulse difference threshold, or to determine whether the vehicle's anti-hill roll function is triggered based on the comparison result of the wheel speed difference value and the wheel speed difference threshold. It is also possible to determine whether the vehicle's anti-hill roll function is triggered based on the comparison result of the wheel speed pulse difference value and the wheel speed pulse difference threshold and the comparison result of the wheel speed difference value and the wheel speed difference threshold.

[0051] As a method, the vehicle's anti-slope function can be triggered when the wheel speed pulse difference value is greater than or equal to the wheel speed pulse difference threshold, or the vehicle's anti-slope function can be triggered when the wheel speed difference value is greater than or equal to the wheel speed difference threshold.

[0052] Optionally, when the EPB control module makes a judgment, it can simultaneously judge whether the wheel speed pulse difference value is greater than or equal to the wheel speed pulse difference threshold, and whether the wheel speed difference value is greater than or equal to the wheel speed difference threshold. If there is a judgment result indicating that the difference value is greater than or equal to the preset difference threshold, then the vehicle's anti-slope function can be triggered.

[0053] Optionally, when the EPB control module makes a determination, it may first determine whether the wheel speed pulse difference value is greater than or equal to a wheel speed pulse difference threshold. If so, the vehicle's hill-rolling prevention function may be triggered. If the wheel speed pulse difference value is less than the wheel speed pulse difference threshold, it may then determine whether the wheel speed difference value is greater than or equal to the wheel speed difference threshold. If so, the vehicle's hill-rolling prevention function may be triggered. If the wheel speed difference value is less than the wheel speed difference threshold, the vehicle's hill-rolling prevention function may not be triggered. In this application, the priority of the comparison step is not restricted.

[0054] The present embodiment provides a vehicle control method that can, when the vehicle is in a stationary state, obtain a motor speed signal collected by an axle sensor on the vehicle, obtain the vehicle's wheel-end state based on the motor speed signal and a transmission model, calculate the difference between the wheel-end state and a reference wheel-end state, and trigger the vehicle's anti-slope function when the difference is greater than or equal to a preset difference threshold. Through the above-described method, when the vehicle is in a stationary state, the motor speed signal collected by the axle sensor configured on the vehicle can be obtained, and the motor speed signal can be converted into the vehicle's wheel-end state based on the transmission model. The difference between the reference wheel-end state and the wheel-end state can be compared with the difference threshold to determine whether the vehicle's anti-slope function is triggered. This eliminates the need to install redundant wheel speed sensors on the vehicle, reduces costs, and improves the reliability of vehicle control.

[0055] See also Figure 6 , an embodiment of the present application provides a vehicle control method, the method comprising: S210: Acquire the operating status of the four-wheel speed sensors of the vehicle, where the operating status of the four-wheel speed sensors is normal or failed.

[0056] In an embodiment of the present application, the operating status of the vehicle's four-wheel speed sensors can be obtained based on the diagnostic trouble codes (DTCs) issued by the vehicle's electronic control unit (ECU). Furthermore, the sensor's self-test signal or the rationality of the wheel speed signal can be used to determine whether the sensor is operating properly (for example, whether the signal is within a reasonable range, whether there are abnormal fluctuations, etc.), thereby obtaining the operating status of the vehicle's four-wheel speed sensors.

[0057] S220: When it is detected that one or more four-wheel speed sensors in the vehicle fail, original wheel speed signals collected by the four-wheel speed sensors that are operating normally are obtained.

[0058] The failure of one or more four-wheel speed sensors in the vehicle may be the failure of one four-wheel speed sensor in the vehicle, the failure of two four-wheel speed sensors in the vehicle, or the failure of three four-wheel speed sensors in the vehicle. For example, if the right front four-wheel speed sensor on the vehicle fails, the raw wheel speed signals collected by the right rear four-wheel speed sensor, the left front four-wheel speed sensor, and the left rear four-wheel speed sensor may be obtained.

[0059] As a method, when it is detected that one or more four-wheel speed sensors in the vehicle have failed, the original wheel speed signals collected by the normally operating four-wheel speed sensors can be obtained to assist in determining whether the vehicle is rolling down a slope.

[0060] S230: When the parking state of the vehicle is a stationary state, obtain the motor speed signal collected by the shaft sensor on the vehicle, and obtain the target wheel end state of the vehicle based on the original wheel speed signal, the motor speed signal, and the transmission model.

[0061] As a method, the wheel speed pulse signal, wheel speed signal and signal effective value can be obtained based on the motor speed signal and the transmission model; the wheel speed signal is adjusted based on the original wheel speed signal and the signal effective value to obtain the target wheel speed signal; based on the wheel speed pulse signal, the target wheel speed signal and the signal effective value, the target wheel speed pulse number and the target wheel speed value are obtained; based on the target wheel speed pulse number and the target wheel speed value, the target wheel end state is obtained.

[0062] The target wheel speed signal may be a signal representing an adjusted and corrected wheel speed value. The target wheel speed pulse count may be the adjusted number of wheel speed pulses detected per unit time. The target wheel speed value may be the actual wheel speed value calculated based on the adjusted wheel speed signal. The target wheel-end state may be state information representing the current comprehensive motion characteristics of the wheel.

[0063] Optionally, the transmission model can receive the motor speed signal within a preset period through a hard line to filter the motor speed signal within the preset period, thereby effectively eliminating the noise component in the signal. Afterwards, the speed corresponding to the shaft sensor can be calculated based on the rate of change of the motor speed signal according to the built-in algorithm and parameters of the transmission model. The sum of the left and right wheel end speeds of the shaft corresponding to the shaft sensor can be calculated based on the preset reducer reduction ratio, the preset differential transmission ratio, and the speed corresponding to the shaft sensor. Based on the wheel speed pulse signal, the wheel speed signal, and the effective value of the signal carried by the calculation, the wheel speed signal can be adjusted based on the original wheel speed signal to obtain the target wheel speed signal, and the target wheel end state can be obtained based on the wheel speed pulse signal, the target wheel speed signal, and the effective value of the signal.

[0064] In the embodiment of the present application, the wheel speed signal is adjusted based on the original wheel speed signal to obtain the target wheel speed signal. There are three possible implementations: As one approach, if a failure of one of the four wheel speed sensors in a vehicle is detected, the first, second, and third original wheel speed signals collected by the remaining three wheel speed sensors can be obtained. Subsequently, an average value and / or weighted average value of the first, second, and third original wheel speed signals can be calculated and used as the original wheel speed signal. This average value and / or weighted average value can then be weighted and fused based on the original wheel speed signals to obtain a more accurate target wheel speed signal. In the present application, when calculating the weighted average value, the weights corresponding to the first, second, and third original wheel speed signals can be adjusted based on the experience of the developer or the results of multiple tests.

[0065] For example, when the vehicle is parked and stationary, it is detected that the right front four-wheel speed sensor has stopped working due to a fault, resulting in the inability to directly obtain the wheel speed information of the wheel. The first original wheel speed signal (which can be the signal collected by the right rear four-wheel speed sensor), the second original wheel speed signal (which can be the signal collected by the left front four-wheel speed sensor), and the third original wheel speed signal (which can be the signal collected by the left rear four-wheel speed sensor) collected by the remaining three four-wheel speed sensors can be obtained. The original wheel speed signal is obtained by calculating the average or weighted average of these three signals. In this application, the weighted average value can be determined based on the position of the wheel in the vehicle (such as the front wheel, rear wheel, driving wheel, driven wheel) and the vehicle's motion state (such as acceleration, deceleration, turning) (for example, the weight of the first original wheel speed signal can be set to 0.4, the weight of the second original wheel speed signal can be set to 0.3, and the weight of the third original wheel speed signal can be set to 0.3). Afterwards, the obtained original wheel speed signal can be compared and fused with the wheel speed signal calculated by the transmission model, and the fused result is used as the target wheel speed signal.

[0066] As another approach, if two of the vehicle's four-wheel speed sensors fail, the first and second original wheel speed signals collected by the remaining two four-wheel speed sensors can be obtained. Subsequently, the average and / or weighted average of the first and second original wheel speed signals can be calculated and used as the original wheel speed signal. This allows weighted fusion of the wheel speed signals based on the original wheel speed signals to produce a more accurate target wheel speed signal. In the present application, when calculating the weighted average, the weights corresponding to the first and second original wheel speed signals can be adjusted based on the experience of the developer or the results of multiple tests.

[0067] For example, when the vehicle is parked and stationary, it is detected that the right front four-wheel speed sensor and the right rear four-wheel speed sensor have stopped working due to a fault, resulting in the inability to directly obtain the wheel speed information of the wheel. The first original wheel speed signal (which can be the signal collected by the left front four-wheel speed sensor) and the second original wheel speed signal (which can be the signal collected by the left rear four-wheel speed sensor) collected by the remaining two four-wheel speed sensors can be obtained. By calculating the average or weighted average of these two signals (the weight of the first original wheel speed signal can be set to 0.4, and the weight of the second original wheel speed signal can be set to 0.6), the original wheel speed signal can be obtained. Thereafter, the obtained original wheel speed signal can be compared and fused with the wheel speed signal calculated by the transmission model, and the fused result can be used as the target wheel speed signal.

[0068] As another approach, if three of the vehicle's four wheel speed sensors fail, the raw wheel speed signal from the remaining four wheel speed sensor can be obtained. The wheel speed signals can then be weighted and fused based on the raw wheel speed signal to produce a more accurate target wheel-end signal.

[0069] In the embodiment of the present application, when it is detected that all four wheel speed sensors in the vehicle fail, the relevant steps in the first embodiment can be used to obtain the wheel end status of the vehicle, and the relevant steps are not elaborated here.

[0070] In all of the above situations, the system continuously monitors other relevant vehicle signals (such as the electronic parking brake signal, transmission gear position signal, and vehicle attitude sensor signal) to assist in determining the vehicle's parking state and improve the accuracy of the judgment. At the same time, the system records fault information and, when appropriate, reminds the driver to repair the faulty four-wheel speed sensors on the vehicle to improve the user experience.

[0071] In the embodiments of this application, Figure 7 As shown, the wheel speed signal can be adjusted based on the original wheel speed signal. Specifically, a weighted fusion is performed on the original wheel speed signal and the wheel speed signal calculated based on the transmission model. This allows a more accurate target wheel speed signal to be obtained, thereby determining the target wheel-end state. The EPB control module then determines whether to trigger the hill-slide prevention function based on the target wheel-end state and the reference wheel-end state. This allows the available sensor data and the results of the transmission model to be utilized to obtain a more accurate target wheel speed signal, even in the event of partial sensor failure, thereby improving signal accuracy and reliability.

[0072] S240: Calculate a difference between the target wheel-end state and a reference wheel-end state, and trigger an anti-slope function of the vehicle when the difference between the reference wheel-end state and the target wheel-end state is greater than or equal to a preset difference threshold.

[0073] The difference value between the target wheel end state and the reference wheel end state may include a target wheel speed pulse difference value and a target wheel speed difference value, and the preset difference threshold may include a wheel speed pulse difference threshold and a wheel speed difference threshold.

[0074] In an embodiment of the present application, when judging the difference value between the target wheel end state and the reference wheel end state (target wheel speed pulse difference value or target wheel speed difference value) and the preset difference threshold (wheel speed pulse difference threshold or wheel speed difference threshold), it is possible to determine whether to trigger the vehicle's anti-hill roll function based on the comparison result of the target wheel speed pulse difference value and the wheel speed pulse difference threshold, or to determine whether to trigger the vehicle's anti-hill roll function based on the comparison result of the target wheel speed difference value and the wheel speed difference threshold, or to determine whether to trigger the vehicle's anti-hill roll function based on the comparison result of the target wheel speed pulse difference value and the wheel speed pulse difference threshold and the comparison result of the target wheel speed difference value and the wheel speed difference threshold.

[0075] As a method, the vehicle's anti-slope function can be triggered when the target wheel speed pulse difference value is greater than or equal to the wheel speed pulse difference threshold, or the vehicle's anti-slope function can be triggered when the target wheel speed difference value is greater than or equal to the wheel speed difference threshold.

[0076] In an embodiment of the present application, available sensor data and calculation results of the transmission model can be used to obtain a more accurate target wheel speed signal to determine whether the vehicle is rolling down a slope. This method not only improves the accuracy of the judgment of the rolling down a slope, but also enhances the stability and safety of the entire system.

[0077] The vehicle control method provided in this embodiment, through the above-mentioned method, can obtain the motor speed signal collected by the shaft sensor configured on the vehicle when the vehicle is stationary, and convert the motor speed signal into the vehicle's wheel end state based on the transmission model. The difference between the reference wheel end state and the wheel end state is compared with the difference threshold to determine whether the vehicle's anti-slope function is triggered. This eliminates the need to install redundant wheel speed sensors on the vehicle, reduces costs, and improves the reliability of vehicle control. In addition, in this application, available sensor data and the calculation results of the transmission model can be used to obtain a more accurate target wheel speed signal to determine whether the vehicle is rolling down a slope. This method not only improves the accuracy of the judgment of the rolling down phenomenon, but also enhances the stability and safety of the entire system.

[0078] See also Figure 8 The present application provides a vehicle control device 600, the device 600 comprising: The signal acquisition unit 610 is used to acquire the parking state of the vehicle, which can be a stationary state or a moving state; when the parking state of the vehicle is a stationary state, the signal acquisition unit 610 acquires the motor speed signal collected by the shaft sensor on the vehicle.

[0079] The wheel end state acquisition unit 620 is configured to obtain the vehicle's wheel end state based on the motor speed signal and the transmission model, where the vehicle's wheel end state represents the current motion state of the wheel.

[0080] The vehicle control unit 630 is configured to calculate a difference between the wheel end state and a reference wheel end state, where the reference wheel end state represents a baseline motion state of the wheel when the vehicle is parked; and trigger the vehicle's anti-slope function when the difference is greater than or equal to a preset difference threshold.

[0081] As a method, the wheel-end state acquisition unit 620 is specifically used to calculate the speed corresponding to the shaft sensor through the transmission model based on the motor speed signal within a preset period; calculate the sum of the left and right wheel end speeds of the shaft corresponding to the shaft sensor based on the preset differential transmission ratio and the speed corresponding to the shaft sensor; and obtain the wheel-end state of the vehicle based on the sum of the left and right wheel end speeds of the shaft.

[0082] Optionally, the wheel end status acquisition unit 620 is specifically used to obtain a wheel speed pulse signal, a wheel speed signal and a signal effective value based on the sum of the left and right wheel end rotational speeds of the shaft, and the signal effective value is used to judge the validity of the wheel speed pulse signal and the wheel speed signal; based on the signal effective value, the wheel speed pulse signal and the wheel speed signal, the wheel speed pulse number and the wheel speed value are obtained; based on the wheel speed pulse number and the wheel speed value, the wheel end status of the vehicle is obtained.

[0083] Optionally, the wheel-end state acquisition unit 620 is specifically used to obtain a reference motor speed signal collected by an axle sensor on the vehicle when the vehicle is parked in a stationary state and the four-wheel speed sensors of the vehicle are operating normally; obtain a reference wheel speed pulse number and a reference wheel speed value based on the reference motor speed signal and the transmission model; and obtain a reference wheel-end state of the vehicle based on the reference wheel speed pulse number and the reference wheel speed value.

[0084] Optionally, the wheel end status acquisition unit 620 is specifically used to obtain a wheel speed pulse difference value based on the wheel speed pulse number and the reference wheel speed pulse number; and to obtain a wheel speed difference value based on the wheel speed value and the reference wheel speed value; the vehicle control unit 630 is specifically used to trigger the vehicle's anti-slope function when the wheel speed pulse difference value is greater than or equal to the wheel speed pulse difference threshold; or to trigger the vehicle's anti-slope function when the wheel speed difference value is greater than or equal to the wheel speed difference threshold.

[0085] As a method, the signal acquisition unit 610 is specifically used to obtain the operating status of the vehicle's four-wheel speed sensors, where the operating status of the four-wheel speed sensors is normal or failed; when it is detected that one or more four-wheel speed sensors in the vehicle have failed, the original wheel speed signal collected by the four-wheel speed sensors in normal operation is obtained; when the parking state of the vehicle is a stationary state, the motor speed signal collected by the axle sensor on the vehicle is obtained; the wheel end state acquisition unit 620 is specifically used to obtain the target wheel end state of the vehicle based on the original wheel speed signal, the motor speed signal, and the transmission model; the vehicle control unit 630 is specifically used to calculate the difference between the target wheel end state and the reference wheel end state, and when the difference between the reference wheel end state and the target wheel end state is greater than or equal to a preset difference threshold, the vehicle's anti-slope function is triggered.

[0086] Optionally, the wheel-end state acquisition unit 620 is specifically used to obtain a wheel speed pulse signal, a wheel speed signal and a signal effective value based on the motor speed signal and the transmission model; adjust the wheel speed signal based on the original wheel speed signal and the signal effective value to obtain a target wheel speed signal; obtain a target wheel speed pulse number and a target wheel speed value based on the wheel speed pulse signal, the target wheel speed signal and the signal effective value; and obtain the target wheel-end state based on the target wheel speed pulse number and the target wheel speed value.

[0087] The following will be combined Figure 9 A vehicle provided in this application is described.

[0088] See also Figure 9 Based on the above-mentioned vehicle control method and apparatus, embodiments of the present application further provide another vehicle 100 capable of executing the above-mentioned vehicle control method. Vehicle 100 includes a processor 102, a memory 104, a communication module 106, and a data acquisition device 108. The memory 104 stores a program capable of executing the contents of the above-mentioned embodiments, and the processor 102 can execute the program stored in the memory 104.

[0089] The processor 102 may include one or more processing cores. The processor 102 utilizes various interfaces and circuits to connect various components within the vehicle 100. It executes instructions, programs, code sets, or instruction sets stored in the memory 104 and accesses data stored in the memory 104 to perform various functions and process data for the vehicle 100. Optionally, the processor 102 may be implemented in the form of at least one of a network processor (NPU), a digital signal processor (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The processor 102 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NPU), and a modem. The CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; the NPU is responsible for processing multimedia data such as video and images; and the modem is responsible for wireless communication. It is understandable that the above-mentioned modem may not be integrated into the processor 102, but may be implemented separately through a communication chip.

[0090] The memory 104 may include random access memory (RAM), read-only memory (ROM), and double data rate synchronous dynamic random access memory (DDR). The memory 104 may be used to store instructions, programs, codes, code sets, or instruction sets. The memory 104 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the various method embodiments described below, etc. The data storage area may also store data created by the vehicle 100 during use (such as a phone book, audio and video data, chat history data, etc.).

[0091] The communication module 106 can be used to implement information exchange between the vehicle 100 and other devices, for example, transmitting device control instructions, operation request instructions, and status information acquisition instructions, etc. When the other devices are different devices, the corresponding communication modules 106 may be different.

[0092] The data acquisition device 108 may include a vehicle-mounted camera, a vehicle-mounted radar, a wheel speed sensor, an acceleration sensor, an angular velocity sensor, and the like.

[0093] An embodiment of the present application provides a computer-readable storage medium having program code stored therein, wherein the program code can be invoked by a processor to execute the method described in the above method embodiment.

[0094] The computer-readable storage medium can be an electronic memory such as a flash memory, an EEPROM (Electrically Erasable Programmable Read-Only Memory), an EPROM, a hard disk, or a ROM. Alternatively, the computer-readable storage medium includes a non-transitory computer-readable storage medium. The computer-readable storage medium has storage space for program codes for executing any of the method steps described above. These program codes can be read from or written to one or more computer program products. The program codes can be compressed, for example, in an appropriate form.

[0095] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0096] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0097] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0098] Although preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they become aware of the basic inventive concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0099] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only 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. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or terminal device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or terminal device that includes the element.

[0100] The above is a detailed introduction to a vehicle control method, device and vehicle provided by the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for those skilled in the art, according to the idea of the present application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: Acquiring a parking state of the vehicle, where the parking state is a stationary state or a moving state; When the vehicle is in a stationary state, a motor speed signal collected by an axle sensor on the vehicle is obtained; Obtaining a wheel end state of the vehicle based on the motor speed signal and the transmission model, wherein the wheel end state of the vehicle represents a current motion state of the wheel; calculating a difference between the wheel end state and a reference wheel end state, wherein the reference wheel end state represents a reference motion state of the wheel in a stationary parking condition; When the difference value is greater than or equal to a preset difference threshold, the anti-slope rollback function of the vehicle is triggered.

2. The method according to claim 1, characterized in that The step of obtaining the wheel end state of the vehicle based on the motor speed signal and the transmission model includes: Based on the motor speed signal within a preset period, the speed corresponding to the shaft sensor is calculated through a transmission model; Based on a preset differential transmission ratio and a rotation speed corresponding to the axle sensor, the sum of the rotation speeds of the left and right wheel ends of the axle corresponding to the axle sensor is calculated; The wheel end state of the vehicle is obtained based on the sum of the rotational speeds of the left and right wheel ends of the shaft.

3. The method according to claim 2, characterized in that The obtaining of the wheel end state of the vehicle based on the sum of the rotational speeds of the left and right wheel ends of the shaft includes: Based on the sum of the rotational speeds of the left and right wheel ends of the shaft, a wheel speed pulse signal, a wheel speed signal and a signal effective value are obtained, wherein the signal effective value is used to determine the validity of the wheel speed pulse signal and the wheel speed signal; Obtaining the wheel speed pulse number and the wheel speed value based on the signal effective value, the wheel speed pulse signal, and the wheel speed signal; The wheel end state of the vehicle is obtained based on the wheel speed pulse number and the wheel speed value.

4. The method according to claim 3, characterized in that Before calculating the difference between the wheel end state and the reference wheel end state, the method further includes: When the vehicle is in a stationary state and the four-wheel speed sensors of the vehicle are operating normally, obtaining a reference motor speed signal collected by an axle sensor on the vehicle; Based on the reference motor speed signal and the transmission model, a reference wheel speed pulse number and a reference wheel speed value are obtained; Based on the reference wheel speed pulse number and the reference wheel speed value, the reference wheel end state of the vehicle is obtained.

5. The method according to claim 4, characterized in that The difference value includes a wheel speed pulse difference value and a wheel speed difference value, the preset difference threshold includes a wheel speed pulse difference threshold and a wheel speed difference threshold, and the difference value between the reference wheel end state and the wheel end state obtained by calculation includes: obtaining a wheel speed pulse difference value based on the wheel speed pulse number and the reference wheel speed pulse number; obtaining a wheel speed difference value based on the wheel speed value and the reference wheel speed value; When the difference value is greater than or equal to a preset difference threshold, triggering the vehicle's anti-slope function includes: When the wheel speed pulse difference value is greater than or equal to the wheel speed pulse difference threshold, triggering the vehicle's hill-slide prevention function; or When the wheel speed difference value is greater than or equal to the wheel speed difference threshold, the vehicle's anti-slope function is triggered.

6. The method according to claim 1, characterized in that The method further comprises: Acquiring the operating status of the four-wheel speed sensors of the vehicle, where the operating status of the four-wheel speed sensors is normal or failed; When one or more four-wheel speed sensors in the vehicle are detected to be faulty, obtaining original wheel speed signals collected by the four-wheel speed sensors that are in normal operation; When the vehicle is in a stationary state, obtaining a motor speed signal collected by an axle sensor on the vehicle, and obtaining a target wheel end state of the vehicle based on the original wheel speed signal, the motor speed signal, and the transmission model; A difference value between the target wheel end state and a reference wheel end state is calculated, and when the difference value between the reference wheel end state and the target wheel end state is greater than or equal to a preset difference threshold, an anti-slope rollback function of the vehicle is triggered.

7. The method according to claim 6, characterized in that The step of obtaining a target wheel-end state of the vehicle based on the original wheel speed signal, the motor speed signal, and the transmission model includes: Based on the motor speed signal and the transmission model, a wheel speed pulse signal, a wheel speed signal and a signal effective value are obtained; adjusting the wheel speed signal based on the original wheel speed signal and the signal effective value to obtain a target wheel speed signal; Obtaining a target wheel speed pulse number and a target wheel speed value based on the wheel speed pulse signal, the target wheel speed signal, and the signal effective value; The target wheel end state is obtained based on the target wheel speed pulse number and the target wheel speed value.

8. A vehicle control device, characterized in that: The device comprises: a signal acquisition unit, configured to acquire a parking state of the vehicle, wherein the parking state is a stationary state or a moving state; and when the parking state of the vehicle is a stationary state, acquire a motor speed signal acquired by an axle sensor on the vehicle; a wheel end state acquisition unit, configured to obtain a wheel end state of the vehicle based on the motor speed signal and a transmission model, wherein the wheel end state of the vehicle represents a current motion state of the wheel; The vehicle control unit is configured to calculate a difference between the wheel end state and a reference wheel end state, wherein the reference wheel end state represents a baseline motion state of the wheel when the vehicle is stationary and parked; and trigger the vehicle's anti-slope function when the difference is greater than or equal to a preset difference threshold.

9. A vehicle, characterized in that: including one or more processors and memory; One or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs are configured to execute the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores program code, wherein when the program code is run, the method according to any one of claims 1 to 7 is executed.

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