Vehicle control method and related device

Abstract

The invention discloses a vehicle control method and a related device. The method comprises: determining that a first wheel of a vehicle includes a first area; the adhesion coefficient of the first area is smaller than that of an area adjacent to the first area, and the first wheel is one or a group of wheels obtaining torque; before the first wheel passes through the first area, under the condition that the torque obtained by the first wheel is larger than or equal to the first torque, the torque output to the first wheel is controlled, and the torque generated when the first wheel passes through the first area is reduced. The risk of wheel slipping can be reduced when the vehicle passes through the first area of the road section, the pause feeling of the vehicle is reduced, and therefore the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle control method and related devices. Background Art

[0002] With the rapid development of the automotive industry and the continuous progress of society, people are striving for vehicle performance while also placing higher demands on vehicle comfort. Currently, in scenarios such as rain or oily roads, vehicles can occasionally experience a sense of jerkiness while driving, affecting the driving experience. Summary of the Invention

[0003] The embodiments of the present application provide a vehicle control method and related devices, which can reduce the risk of wheel slippage when the vehicle passes through a first area of ​​a road section, reduce the vehicle's sense of frustration, and thus improve the driving experience.

[0004] In a first aspect, an embodiment of the present application provides a vehicle control method, which is applied to a vehicle and can perform, but is not limited to, the following steps:

[0005] Determining that a road section to be passed by a first wheel of the vehicle includes a first area; the adhesion coefficient of the first area is smaller than the adhesion coefficient of an area adjacent to the first area, and the first wheel is one or a group of wheels that obtain torque;

[0006] Before the first wheel passes through the first area, if the torque obtained by the first wheel is greater than or equal to the first torque, the torque output to the first wheel is controlled so that the torque of the first wheel when passing through the first area is less than the first torque.

[0007] In the embodiment of the present application, the first area is a road surface with a lower adhesion coefficient than the surrounding road surface, such as a joint road surface on a rainy day (such as a bridge joint or an elevated bridge joint), a flooded road surface, or a road surface with a tarpaulin sprinkler.

[0008] It may be determined based on at least one of a sensor on the vehicle, map information, and weather information that the road section that the first wheel of the vehicle is about to pass through includes the first area.

[0009] The sensor may include at least one of an image sensor, a wheel speed sensor, and an inertial sensor. The inertial sensor may include an inertial measurement unit (IMU), an acceleration sensor, or other sensor capable of measuring acceleration.

[0010] The map information may include at least one of information from a vehicle-side navigation map and map information from a remote server. The information from the vehicle-side navigation map may be information from a standard map, and the map information from the remote server may be information from a high-precision map. High-precision maps are more accurate than standard maps. The map information may be information from a standard map, high-precision maps, or a combination of standard and high-precision maps.

[0011] Weather information may include: rainy day or non-rainy day.

[0012] The first wheel is one or a group of wheels that receive torque, and the first wheel may be the vehicle's active drive wheel. When the vehicle's drive mode is rear-wheel drive mode, the first wheel may be one or more of the vehicle's rear wheels. When the vehicle's drive mode is front-wheel drive mode, the first wheel may be one or more of the vehicle's front wheels. When the vehicle's drive mode is four-wheel drive mode, the first wheel may be one or more of the vehicle's front or rear wheels.

[0013] When the first wheel passes through the first area, due to the low adhesion coefficient of the first area, if the torque obtained by the first wheel is greater than or equal to the first torque, the driving force obtained by the first wheel will be greater than the maximum static friction force generated when the first wheel contacts the first area, and the first wheel will change from a rolling state to a sliding state, thereby causing the first wheel to slide relative to the first area.

[0014] When the first wheel passes through an area adjacent to the first area, since the adhesion coefficient of the area adjacent to the first area is higher, if the torque obtained by the first wheel is equal to the first torque, the driving force obtained by the first wheel will still be less than the maximum static friction force generated when the first wheel contacts the area adjacent to the first area, the first wheel will still maintain a rolling state, and the first wheel will not slide relatively in the area adjacent to the first area.

[0015] After the first wheel passes through the first area, when the first wheel contacts the area adjacent to the first area, if the torque obtained by the first wheel is greater than or equal to the first torque, the first wheel changes from a sliding state to a rolling state, causing the vehicle to feel jerky.

[0016] In an embodiment of the present application, the torque of the first wheel of the vehicle when passing through the first area of ​​the road section is less than the torque of the first wheel before passing through the first area. By reducing the torque of the first wheel when passing through the first area of ​​the road section, the driving force obtained by the first wheel when the first wheel passes through the first area is less than the maximum static friction force when the first wheel contacts the first area, thereby reducing the risk of wheel slippage and improving the driving experience.

[0017] In a possible implementation, determining that the road section that the first wheel of the vehicle is about to pass through includes the first area may include, but is not limited to, the following methods:

[0018] It is determined based on data output by a sensor that a road section that the first wheel will pass through includes a first area, and the sensor includes at least one of an image sensor, a wheel speed sensor, and an inertial sensor.

[0019] In a possible example, an image of the road section that the first wheel is about to pass through, output by an image sensor, may be acquired, and an artificial intelligence (AI) model may be used to analyze whether the first area exists in the image.

[0020] In another possible example, the rotational speed output by the wheel speed sensor and the vehicle's center of mass speed can be obtained to determine whether the vehicle's wheels are slipping; and acceleration information output by the inertial sensor can be obtained to determine whether the vehicle is jerking. If the vehicle's wheels are slipping and / or the vehicle is jerking, it is determined that the road section that the first wheel of the vehicle is about to pass through includes the first area.

[0021] In another possible example, an image sensor can be used to obtain an image of the road section that the first wheel will pass through. The AI ​​model can then be used to analyze whether a first region exists in the image. The rotational speed output by the wheel speed sensor and the vehicle's center of mass speed can then be obtained to determine whether the vehicle's wheels are slipping. Acceleration information output by the inertial sensor can also be obtained to determine whether the vehicle is jerking. If the AI ​​model analysis indicates the presence of the first region in the image, the vehicle's wheels are slipping, and the vehicle is jerking, then the road section that the first wheel will pass through is determined to contain the first region.

[0022] The embodiment of the present application can determine that the road section that the first wheel is about to pass through includes the first area through the data output by the sensor, and can identify in real time whether the road section that the first wheel is about to pass through includes the first area, thereby accurately judging whether the road section that the first wheel is about to pass through includes the first area.

[0023] In one possible implementation, when the sensors include a wheel speed sensor and an inertial sensor, determining that the road section that the first wheel of the vehicle is about to pass through includes the first area based on the data output by the sensors may include, but is not limited to, the following methods:

[0024] Based on at least one of the rotation speed output by the wheel speed sensor and the longitudinal acceleration and the vertical acceleration output by the inertial sensor, it is determined that the road section that the first wheel will pass through includes the first area.

[0025] In the embodiments of the present application, longitudinal acceleration is the acceleration along the vehicle's direction of travel. Longitudinal acceleration is used to reflect the change in vehicle speed during straight-line travel or acceleration / deceleration. Vertical acceleration is the acceleration of the vehicle in the vertical direction (perpendicular to the road surface). Vertical acceleration is used to reflect the acceleration caused by the vehicle's up and down bouncing when passing over bumpy roads. Longitudinal acceleration and vertical acceleration are important indicators for evaluating vehicle ride comfort.

[0026] Whether the vehicle's wheels are slipping can be determined based on the rotational speed output by the wheel speed sensor and the vehicle's center of mass speed, and whether the vehicle is jerking can be determined based on the longitudinal acceleration and vertical acceleration output by the inertial sensor. If the vehicle's wheels are slipping and / or the vehicle is jerking, it is determined that the road section that the first wheel of the vehicle is about to traverse includes the first area. Whether the wheels are slipping and whether the vehicle is jerking can be identified in real time based on the data output by the sensors, thereby accurately determining whether the road section that the first wheel is about to traverse includes the first area.

[0027] In one possible implementation, determining that the road section that the first wheel is about to traverse includes the first area based on at least one of the rotational speed output by the wheel speed sensor and the longitudinal acceleration and vertical acceleration output by the inertial sensor may include, but is not limited to, the following methods:

[0028] When the first condition is met, determining that the road section that the first wheel is about to pass through includes the first area;

[0029] The first condition includes at least one of the following:

[0030] Condition (1): the absolute value of the difference between the first vehicle speed and the vehicle center of mass speed is greater than a first threshold, the first vehicle speed is obtained based on the wheel parameters of the second wheel and the rotation speed of the second wheel output by the wheel speed sensor, and the second wheel and the first wheel pass through the first area successively;

[0031] Condition (2): The longitudinal acceleration fluctuation value is greater than the second threshold value, and the longitudinal acceleration fluctuation value is the absolute value of the difference between the maximum longitudinal acceleration output by the inertial sensor and the minimum longitudinal acceleration output within the first time period;

[0032] Condition (3): The vertical acceleration fluctuation value is greater than a third threshold value, and the vertical acceleration fluctuation value is the absolute value of the difference between the maximum vertical acceleration and the minimum vertical acceleration output by the inertial sensor within the first time period.

[0033] In the embodiment of the present application, the first threshold, the second threshold, and the third threshold can all be pre-set fixed values. The first duration can be a pre-set fixed value or a value determined based on the vehicle's center of mass speed (the first duration can be positively correlated with the vehicle's center of mass speed).

[0034] The second wheel and the first wheel can be located on different axles of the vehicle. For example, if the vehicle includes a front axle and a rear axle, and the vehicle is in forward gear, the first wheel can be a rear axle wheel (rear wheel for short), and the second wheel can be a front axle wheel (front wheel for short), and the second wheel and the first wheel pass through the first area one after the other. If the vehicle is in reverse gear, the vehicle is in reverse gear, the first wheel can be a front axle wheel, and the second wheel can be a rear axle wheel, and the second wheel and the first wheel pass through the first area one after the other.

[0035] Each wheel may correspond to a wheel speed sensor, and each wheel speed sensor may output the rotational speed of the corresponding wheel. The first vehicle speed is obtained based on the wheel parameters of the second wheel and the rotational speed of the second wheel output by the wheel speed sensor. The wheel parameters of the second wheel may include the diameter or radius of the wheel. The first vehicle speed may be obtained based on the diameter of the second wheel and the rotational speed of the second wheel. For example, V1=2π*d2*n2, where V1 is the first vehicle speed (the unit of V1 may be meters per second), d2 is the diameter of the second wheel (the unit of d2 may be meters), and n2 is the rotational speed of the second wheel (the unit of n2 may be revolutions per second).

[0036] In one possible example, the vehicle's center of mass speed can be determined based on the rotational speed of each wheel of the vehicle and a vehicle speed estimation method, wherein the vehicle speed estimation method can include any one of a maximum wheel speed method, an average wheel speed method, a slope method, and a Kalman filter method.

[0037] In another possible example, the center-of-mass speed of the vehicle may be measured by a positioning system on the vehicle.

[0038] An absolute value of a difference between the first vehicle speed and the vehicle's center of mass speed is greater than a first threshold, indicating that the second wheel detects that the road surface is slipping.

[0039] The longitudinal acceleration fluctuation value is the difference between the maximum and minimum longitudinal acceleration values ​​output by the inertial sensor during a first time period, thereby determining that the vehicle has experienced jerking in the direction of travel. The vertical acceleration fluctuation value is the difference between the maximum and minimum vertical acceleration values ​​output by the inertial sensor during a first time period, thereby determining that the vehicle has experienced jerking in a direction perpendicular to the road surface. If the second wheel detects road slippage and / or vehicle jerking, the road section that the first wheel is about to traverse is determined to include the first area.

[0040] In a possible implementation, the first condition further includes at least one of the following:

[0041] Condition (4): The absolute value of the required torque of the power device corresponding to the second wheel is greater than the fourth threshold;

[0042] Condition (5): The vehicle's center of mass speed is less than the fifth threshold.

[0043] In the embodiment of the present application, the fourth threshold and the fifth threshold can both be pre-set fixed values.

[0044] When passing through a bumpy road section, the absolute value of the difference between the first vehicle speed and the vehicle's center of mass speed may be greater than the first threshold, the longitudinal acceleration fluctuation value may be greater than the second threshold, and the vertical acceleration fluctuation value may be greater than the third threshold. Based on the longitudinal acceleration fluctuation value and the vertical acceleration fluctuation value, when passing through a bumpy road section, if the first condition includes the above-mentioned conditions (1), (2), and (3), the bumpy road section may be mistakenly identified as the first area. The bumpy road section may include: a road section containing deceleration devices such as speed bumps, speed strips, and speed hills.

[0045] The first condition includes the above condition (4), which limits the absolute value of the torque obtained by the second wheel to be greater than the fourth threshold, thereby avoiding misjudging the bumpy road section as the first area.

[0046] When the vehicle's center of mass speed is high, the jerking sensation of the vehicle passing through the first area will be greatly reduced. When the first condition includes the above-mentioned condition (5), the vehicle's center of mass speed is limited to less than the fifth threshold. When the above-mentioned conditions (1), (2), (3), and (4) are met, but condition (5) is not met, the torque output to the first wheel will not be controlled, so that the torque of the first wheel when passing through the first area is less than the first torque, and there is no need to adjust the torque of the first wheel. On the one hand, the complexity of torque control is reduced; on the other hand, there is no need to reduce the torque of the first wheel, which can reduce the vehicle's energy consumption and increase the vehicle's cruising range.

[0047] In one possible implementation, controlling the torque output to the first wheel so that the torque of the first wheel is less than the first torque when passing through the first area can be achieved by at least one of the following two methods:

[0048] Method (1): adjusting the wheel torque distribution ratio of the vehicle so that the torque of the first wheel when passing through the first area is less than the first torque, the wheel torque distribution ratio including: a proportion of the torque distributed to each wheel of the vehicle;

[0049] Method (2): reduce the required torque of the power device corresponding to the first wheel by a first value, and increase the required torque of the power device corresponding to the second wheel by the first value, so that the torque of the first wheel when passing through the first area is less than the first torque.

[0050] In the embodiment of the present application, method (1) can be to reduce the wheel torque distribution ratio of the first wheel; method (2) can be to transfer part of the torque of the first wheel to the second wheel when the total required torque of the vehicle's power device (e.g., engine, motor) remains unchanged. By combining method (1) and method (2), the torque of the first wheel when passing through the first area can be further reduced, thereby further reducing the risk of the first wheel slipping and improving the driving experience.

[0051] In a possible implementation manner, when the wheel torque distribution ratio of the vehicle is adjusted, the adjusted wheel torque distribution ratio is maintained for a second time period.

[0052] In an embodiment of the present application, after the wheel torque distribution ratio of the vehicle is adjusted, the adjusted wheel torque distribution ratio is maintained for a second time period, which can avoid repeated adjustment of the torque distribution ratio when passing through a road section containing multiple first areas, reduces the complexity of torque control, and improves the driving experience.

[0053] After the adjusted wheel torque distribution ratio is maintained for the second time period, the wheel torque distribution ratio of the vehicle can be restored to the wheel torque distribution ratio before the adjustment, or can be changed to another wheel torque distribution ratio.

[0054] The second duration may be a preset fixed value, or a value determined according to the vehicle's center of mass speed (the first duration may be negatively correlated with the vehicle's center of mass speed).

[0055] In a possible implementation, the second duration satisfies the following conditions: greater than or equal to 5 minutes and less than or equal to 40 minutes.

[0056] In this embodiment of the present application, the second duration can be any value selected from 5 to 40 minutes. If the second duration is greater than 40 minutes, the vehicle's range will be reduced. If the second duration is less than 5 minutes, the torque distribution ratio may be repeatedly adjusted when passing through a road section containing multiple first areas, increasing the complexity of torque control and reducing the driving experience. Setting the second duration to be greater than or equal to 5 minutes and less than or equal to 40 minutes can balance the vehicle's range and driving experience.

[0057] In a possible implementation, the vehicle control method may further include but is not limited to the following steps:

[0058] The torque output to the first wheel is controlled so that the torque of the first wheel after passing through the first area is greater than the torque of the first wheel when passing through the first area.

[0059] In the embodiment of the present application, the torque of the first wheel is increased when the first wheel does not pass through the first area, so as to improve the vehicle endurance.

[0060] In one possible implementation, the torque of the first wheel after passing through the first area is greater than or equal to the first torque.

[0061] In the embodiment of the present application, the torque after the first wheel passes is restored to the torque before passing, which can reduce the complexity of torque control and improve the vehicle's cruising range.

[0062] In a second aspect, an embodiment of the present application provides a vehicle control device, which includes a unit for executing any method as described in the first aspect.

[0063] In one possible implementation, the device includes:

[0064] a processing unit configured to determine that a road section to be traversed by a first wheel of the vehicle includes a first area; an adhesion coefficient of the first area is smaller than an adhesion coefficient of an area adjacent to the first area, and the first wheel is one or a group of wheels that obtain torque;

[0065] The processing unit is further configured to control the torque output to the first wheel when the torque obtained by the first wheel is greater than or equal to the first torque before the first wheel passes through the first area, so that the torque of the first wheel when passing through the first area is less than the first torque.

[0066] In a possible implementation, the device further includes a communication unit;

[0067] a communication unit, configured to obtain data output by a sensor, the sensor including at least one of an image sensor, a wheel speed sensor, and an inertial sensor;

[0068] The processing unit is specifically configured to determine, based on the data output by the sensor, that the road section that the first wheel is about to pass through includes the first area.

[0069] Regarding the processing unit and the communication unit of the second aspect and any possible implementation manner, the steps performed by them may refer to the first aspect and the corresponding implementation manner.

[0070] Regarding the technical effects brought about by the second aspect and any possible implementation method, reference may be made to the introduction of the technical effects corresponding to the first aspect and the corresponding implementation method.

[0071] Optionally, in the vehicle control device of the second aspect and any possible implementation manner described above:

[0072] In one implementation, the vehicle control device is a vehicle control device. When the vehicle control device is a vehicle control device, the communication unit may be a transceiver or an input / output interface; the processing unit may be at least one processor (e.g., at least one of a processor for intelligent driving and a vehicle-mounted processor). Alternatively, the transceiver may be a transceiver circuit. Alternatively, the input / output interface may be an input / output circuit.

[0073] In another implementation, the vehicle control device is a chip (system) or circuit used in a vehicle control device. When the vehicle control device is a chip (system) or circuit used in a vehicle control device, the communication unit may be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; and the processing unit may be at least one processor, processing circuit, or logic circuit.

[0074] In a third aspect, embodiments of the present application provide a vehicle control device comprising a processor. The processor is coupled to a memory and can be configured to execute instructions in the memory to implement the method of the first aspect and any possible implementation method described above. Optionally, the vehicle control device further comprises a memory. Optionally, the vehicle control device further comprises a communication interface, the processor being coupled to the communication interface.

[0075] In a fourth aspect, embodiments of the present application provide a chip comprising: a logic circuit and an interface. The interface is configured to receive or send information; the logic circuit is configured to receive or send information via the interface, so that the chip executes the method of the first aspect and any possible implementation method described above.

[0076] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store a computer program (also referred to as code, or instructions); when the computer program runs on a computer, the method of the above-mentioned first aspect and any possible implementation method is implemented.

[0077] In a sixth aspect, an embodiment of the present application provides a computer program product, which includes: a computer program (also referred to as code, or instructions); when the computer program is run, it enables the computer to execute the method of the above-mentioned first aspect and any possible implementation method.

[0078] In a seventh aspect, an embodiment of the present application provides a vehicle comprising at least one vehicle control device as in the second aspect, or the vehicle control device as in the third aspect, or the chip as in the fourth aspect.

[0079] Optionally, the vehicle may include commercial vehicles, passenger cars, industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.) and other means of transportation, which are not limited in the embodiments of the present application.

[0080] Optionally, the vehicle is used to implement the method described in the first aspect and any possible implementation manner.

[0081] In addition, in the process of executing the method of any aspect of the first aspect and any possible implementation method described above, the process of sending information and / or receiving information in the above method can be understood as the process of the processor outputting information and / or the process of the processor receiving input information. When outputting information, the processor can output the information to the transceiver (or communication interface, or sending module) so that it can be transmitted by the transceiver. After the information is output by the processor, it may also need to undergo other processing before it reaches the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or sending module) receives the information and inputs it into the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before it is input into the processor.

[0082] Based on the above principles, for example, the sending of information mentioned in the above method can be understood as the processor outputting information. For another example, the receiving of information can be understood as the processor receiving input information.

[0083] Optionally, for the operations such as transmission, sending and receiving involved in the processor, if there is no special explanation, or if they do not conflict with their actual functions or internal logic in the relevant description, they can be more generally understood as processor output, reception, input and other operations.

[0084] Optionally, in the process of executing the methods of the first aspect and any possible implementation method, the processor may be a processor specifically used to execute these methods, or a processor that executes these methods by executing computer instructions in a memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as a read-only memory (ROM), which may be integrated with the processor on the same chip or may be separately provided on different chips. The embodiments of the present application do not limit the type of memory and the configuration of the memory and the processor.

[0085] In a possible implementation, the at least one memory is located outside the device.

[0086] In yet another possible implementation, the at least one memory is located within the device.

[0087] In another possible implementation, part of the at least one memory is located inside the device, and another part of the memory is located outside the device.

[0088] In this application, the processor and the memory may also be integrated into one device, that is, the processor and the memory may also be integrated together. BRIEF DESCRIPTION OF THE DRAWINGS

[0089] Figure 1 A schematic diagram of a joint pavement provided in an embodiment of the present application;

[0090] Figure 2 A flow chart of a vehicle control method provided in an embodiment of the present application;

[0091] Figure 3 A flow chart of another vehicle control method provided in this application;

[0092] Figure 4 A schematic diagram showing how the required torque of the front axle motor and the required torque of the rear axle motor change over time when a vehicle is in a driving condition, provided in an embodiment of the present application;

[0093] Figure 5 A schematic diagram showing a comparison of data obtained from actual vehicle measurements of a vehicle under driving conditions of the main and rear axle motors and under driving conditions of the front and rear motors, provided in an embodiment of the present application, when the vehicle is in a driving condition passing through a jointed road surface;

[0094] Figure 6 A schematic diagram showing a comparison of data obtained from actual vehicle measurements of a vehicle in a recovery condition passing through a jointed road surface under the main and rear axle motors and under the front and rear motors;

[0095] Figure 7 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

[0096] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application;

[0097] Figure 9 A schematic diagram of the structure of a chip provided in an embodiment of the present application:

[0098] Figure 10 A schematic diagram of the structure of an intelligent driving device provided in an embodiment of the present application;

[0099] Figure 11 A schematic diagram of the architecture of an intelligent driving system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0100] In order to make the purpose, technical solutions and advantages of this application clearer, the embodiments of this application will be described below in conjunction with the drawings in the embodiments of this application.

[0101] The terms "first" and "second" in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units that are not listed, or may optionally include other steps or units that are inherent to the process, method, product, or device.

[0102] The “embodiment” mentioned herein means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It can be understood explicitly and implicitly by those skilled in the art that in the various embodiments of the present application, unless otherwise specified and there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form a new embodiment according to their inherent logical relationship.

[0103] It should be understood that in the present application, "at least one (item)" refers to one or more, "more than one" refers to two or more, "at least two (items)" refers to two or three and more than three, and "and / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0104] It should be noted that in this application, "indication" can include direct indication, indirect indication, explicit indication, and implicit indication. When describing that a certain indication information is used to indicate A, it can be understood that the indication information carries A, directly indicates A, or indirectly indicates A.

[0105] In this application, the information indicated by the indication information is referred to as the information to be indicated. In specific implementations, there are many ways to indicate the information to be indicated. For example, but not limited to, the information to be indicated can be directly indicated, such as the information to be indicated itself or an index of the information to be indicated. The information to be indicated can also be indirectly indicated by indicating other information, where the other information is associated with the information to be indicated. Alternatively, only a portion of the information to be indicated can be indicated, while the rest of the information to be indicated is known or agreed upon in advance. For example, the indication of specific information can be achieved by using a pre-agreed (e.g., protocol-specified) order of the various information, thereby reducing indication overhead to a certain extent. The information to be indicated can be sent as a whole or divided into multiple sub-information and sent separately. The transmission period and / or transmission timing of these sub-information can be the same or different. The specific transmission method is not limited in this application. The transmission period and / or transmission timing of these sub-information can be pre-defined, for example, according to a protocol, or can be configured by the transmitting device sending configuration information to the receiving device.

[0106] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" only indicates the direction of information transmission, A is the destination, and does not limit "sending information to A" to direct transmission on the air interface. "Sending information to A" includes sending information directly to A, and also includes sending information indirectly to A through a transmitter, so "sending information to A" can also be understood as "outputting information to A". Similarly, "receiving information from A" indicates that the source of the information is A, including receiving information directly from A, and also including receiving information indirectly from A through a receiver, so "receiving information from A" can also be understood as "inputting information from A".

[0107] Currently, to improve vehicle range, vehicles often use a primary rear-axle drive system, which provides driving force through the vehicle's rear wheels. However, when a vehicle passes over joints (such as bridge joints or elevated road joints), the adhesion coefficient of the joint is low. Using a primary rear-axle drive system may cause the driving force output by the rear wheels to exceed the maximum static friction between the rear tires and the ground, causing the rear wheels to shift from a rolling state to a sliding state, increasing the risk of wheel slippage. After the wheels pass over the joints, the slipping wheels will contact the ground with a higher adhesion coefficient, causing impact and a greater sense of frustration.

[0108] The embodiments of the present application provide a vehicle control method and related devices, which are applied to the field of vehicle technology. They can reduce the risk of wheel slippage when the vehicle passes through a first area of ​​a road section (for example, a joint road surface), reduce the vehicle's sense of frustration, and thus improve the driving experience.

[0109] See also Figure 1 , Figure 1 This is a schematic diagram of a joint pavement provided in an embodiment of the present application. Figure 1 As shown, a vehicle is traveling on a road segment that includes a first area, a second area, and a third area. The first area is adjacent to the second area and the third area, respectively. The first area may include a jointed pavement with multiple drainage holes. The second area may be an asphalt road, and the third area may be an asphalt road. When the vehicle travels forward on this road segment, it first passes through the second area, then the first area, and finally the third area.

[0110] Joint pavement can be located at the joints of viaducts. To ensure proper connection due to thermal expansion and contraction in high and low temperatures, joint pavement often uses steel bridge joints to connect the bridges. On rainy days, the adhesion coefficient of steel bridge joints is low. When a vehicle passes through the bridge joint, the wheels receiving torque may slip. After passing the steel bridge joint, the slipping wheels will contact the asphalt road again, causing impact, which can cause the vehicle to jerk.

[0111] See also Figure 2 , Figure 2 This is a flow chart of a vehicle control method provided in an embodiment of the present application. Figure 2 As shown, the vehicle control method is applied to the field of vehicle technology. The vehicle control method includes but is not limited to the following steps:

[0112] 201. A vehicle control device determines that a road section that a first wheel of the vehicle is about to pass through includes a first area; the adhesion coefficient of the first area is smaller than the adhesion coefficient of an area adjacent to the first area, and the first wheel is one or a group of wheels that obtain torque.

[0113] 202. Before the first wheel passes through the first area, when the torque obtained by the first wheel is greater than or equal to the first torque, the vehicle control device controls the torque output to the first wheel so that the torque of the first wheel when passing through the first area is less than the first torque.

[0114] It can be understood that the vehicle control device in the embodiment of the present application can be a device equipped with a processor / chip that can be used to execute computer-executable instructions, or it can be a processor / chip that can be used to execute computer-executable instructions. Optionally, the vehicle control device can be any one of a vehicle controller, a motor controller, and an intelligent driving controller. Optionally, the vehicle control device can be an electronic device, or it can be a processor / chip in an electronic device, which is used to execute the vehicle control method in the embodiment of the present application to reduce the sense of frustration generated by the vehicle. Exemplarily, the chip may include: at least one of a chip for intelligent driving and a car-machine chip. The electronic device can be an intelligent driving vehicle or a terminal device, or it can be a device that is communicatively connected to an intelligent driving vehicle or a terminal device, such as a computer, a mobile phone, a tablet computer, etc.

[0115] Optionally, the vehicle control device and vehicle control method in the embodiments of the present application can be applied to, including but not limited to, a vehicle-mounted system. The vehicle equipped with the vehicle-mounted system is an intelligent driving vehicle and can be replaced by a terminal device. The terminal device may include but is not limited to transportation vehicles, such as commercial vehicles, passenger cars, industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), etc. The embodiments of the present application do not make specific limitations on this.

[0116] In the embodiment of the present application, the first area is a road surface with a lower adhesion coefficient than the surrounding road surface. For example, a joint road surface on a rainy day (such as a bridge joint, an elevated bridge joint), a waterlogged road surface, a water-sprinkler road surface, etc. For example, the first area can be referred to Figure 1 The joint pavement shown.

[0117] It may be determined based on at least one of a sensor on the vehicle, map information, and weather information that the road section that the first wheel of the vehicle is about to pass through includes the first area.

[0118] The sensor may include at least one of an image sensor, a wheel speed sensor, and an inertial sensor.

[0119] The map information may include at least one of information from a vehicle-side navigation map and map information from a remote server. The information from the vehicle-side navigation map may be information from a standard map, and the map information from the remote server may be information from a high-precision map. High-precision maps are more accurate than standard maps. The map information may be information from a standard map, high-precision maps, or a combination of standard and high-precision maps.

[0120] Weather information may include: rainy day or non-rainy day.

[0121] Optionally, determining that the road section that the first wheel of the vehicle is about to pass through includes the first area can be specifically implemented in any of the following ways:

[0122] (1) When the vehicle is moving forward, an image sensor may be used to obtain an image of the road ahead, and the image may be input into an AI model to determine whether a first region (e.g., a road surface joint) exists in the image. If the first region exists in the image, and the ground is determined to be wet based on the image, then the road section that the first wheel of the vehicle is about to pass through may include the first region. The AI ​​model may be a trained model, for example, the AI ​​model may be able to identify whether a road surface joint exists in the image.

[0123] (2) As the vehicle moves forward, the image sensor acquires an image containing the road ahead, and the image is input into the AI ​​model to determine whether the first region exists in the image. If the first region exists in the image (e.g., a road joint), and the weather information at the location of the vehicle indicates rainy weather, it is determined that the road section that the first wheel of the vehicle is about to pass contains the first region.

[0124] (3) While the vehicle is moving forward, map information is obtained from a remote server. If the map information indicates that a first area (e.g., a joint road surface) exists on a road section ahead of the vehicle, and the weather information at the location of the vehicle indicates that it is raining, then it is determined that the road section that the first wheel of the vehicle is about to pass through includes the first area.

[0125] (4) While the vehicle is moving forward, the rotation speed output by the wheel speed sensor and the vehicle's center of mass speed are obtained to determine whether the vehicle's wheels are slipping; the acceleration information output by the inertial sensor is obtained to determine whether the vehicle is jerking. If it is determined that the vehicle's wheels are slipping and / or the vehicle is jerking, it is determined that the road section that the first wheel of the vehicle is about to pass through includes a first area (for example, a joint road surface). The vehicle's center of mass speed can be calculated based on the rotation speed of each wheel of the vehicle, or can be measured based on the positioning system on the vehicle. The positioning system is, for example, a global positioning system (GPS) or a Beidou positioning and navigation system.

[0126] The first wheel is one or a group of wheels that receive torque, and the first wheel may be the vehicle's active drive wheel. When the vehicle's drive mode is rear-wheel drive mode, the first wheel may be one or more of the vehicle's rear wheels. When the vehicle's drive mode is front-wheel drive mode, the first wheel may be one or more of the vehicle's front wheels. When the vehicle's drive mode is four-wheel drive mode, the first wheel may be one or more of the vehicle's front or rear wheels.

[0127] The vehicle's power unit may include at least one of a motor and an engine. A power unit is a device that provides power to the vehicle. For example, when the power unit includes a motor, the vehicle includes at least two motors, and the at least two motors include at least one front axle motor and at least one rear axle motor.

[0128] When the first wheel passes through the first area, due to the low adhesion coefficient of the first area, if the torque obtained by the first wheel is greater than or equal to the first torque, the driving force obtained by the first wheel will be greater than the maximum static friction force generated when the first wheel contacts the first area, and the first wheel will change from a rolling state to a sliding state, thereby causing the first wheel to slide relative to the first area.

[0129] When the first wheel passes through an area adjacent to the first area, since the adhesion coefficient of the area adjacent to the first area is higher, if the torque obtained by the first wheel is equal to the first torque, the driving force obtained by the first wheel will still be less than the maximum static friction force generated when the first wheel contacts the area adjacent to the first area, the first wheel will still maintain a rolling state, and the first wheel will not slide relatively in the area adjacent to the first area.

[0130] After the first wheel passes through the first area, when the first wheel contacts the area adjacent to the first area, if the torque obtained by the first wheel is greater than or equal to the first torque, the first wheel changes from a sliding state to a rolling state, causing the vehicle to feel jerky.

[0131] In an embodiment of the present application, the torque of the first wheel of the vehicle when passing through the first area of ​​the road section is less than the torque of the first wheel before passing through the first area. By reducing the torque of the first wheel when passing through the first area of ​​the road section, the driving force obtained by the first wheel when the first wheel passes through the first area is less than the maximum static friction force when the first wheel contacts the first area, thereby reducing the risk of wheel slippage and improving the driving experience.

[0132] The embodiments of the present application do not require additional hardware devices and will not increase vehicle costs.

[0133] In a possible implementation, the vehicle control device determines that the road section that the first wheel of the vehicle is about to pass through includes the first area, specifically including but not limited to the following methods:

[0134] The vehicle control device determines that a road section to be passed by the first wheel includes a first area based on data output by a sensor, wherein the sensor includes at least one of an image sensor, a wheel speed sensor, and an inertial sensor.

[0135] In one possible example, the vehicle control device may obtain an image of the road section that the first wheel is about to pass through output by an image sensor, and analyze whether the first area exists in the image through an AI model.

[0136] In another possible example, the vehicle control device may obtain the rotational speed output by the wheel speed sensor and the vehicle's center of mass speed to determine whether the vehicle's wheels are slipping; and obtain acceleration information output by the inertial sensor to determine whether the vehicle is jerking. If the vehicle's wheels are slipping and / or the vehicle is jerking, it is determined that the road section that the first wheel of the vehicle is about to pass through includes the first area.

[0137] In another possible example, the vehicle control device can obtain an image of the road section that the first wheel is about to pass through output by the image sensor, and analyze whether there is a first area in the image through the AI ​​model. The rotation speed output by the wheel speed sensor and the vehicle's center of mass speed can be obtained to determine whether the vehicle's wheels are slipping; and the acceleration information output by the inertial sensor can be obtained to determine whether the vehicle is jerking. For example, if the AI ​​model analysis shows that there is a first area in the image, the vehicle's wheels are slipping, and the vehicle is jerking, then it is determined that the road section that the first wheel of the vehicle is about to pass through contains the first area. For another example, if the AI ​​model analysis shows that there is a first area in the image, the vehicle's wheels are slipping, then it is determined that the road section that the first wheel of the vehicle is about to pass through contains the first area. For another example, if the AI ​​model analysis shows that there is a first area in the image, the vehicle is jerking, then it is determined that the road section that the first wheel of the vehicle is about to pass through contains the first area.

[0138] The embodiment of the present application can determine that the road section that the first wheel is about to pass through includes the first area through the data output by the sensor, and can identify in real time whether the road section that the first wheel is about to pass through includes the first area, thereby accurately judging whether the road section that the first wheel is about to pass through includes the first area.

[0139] In one possible implementation, when the sensors include a wheel speed sensor and an inertial sensor, the vehicle control device determines, based on data output by the sensors, that the road section that the first wheel of the vehicle is about to pass through includes the first area, specifically including but not limited to the following methods:

[0140] Based on at least one of the rotation speed output by the wheel speed sensor and the longitudinal acceleration and the vertical acceleration output by the inertial sensor, it is determined that the road section that the first wheel will pass through includes the first area.

[0141] In an embodiment of the present application, the rotational speed output by the wheel speed sensor and the vehicle's center of mass speed can be used to determine whether the vehicle's wheels are slipping, and the longitudinal acceleration and vertical acceleration output by the inertial sensor can be used to determine whether the vehicle is jerking. In the event that the vehicle's wheels are slipping and / or the vehicle is jerking, it is determined that the road section that the first wheel of the vehicle is about to pass through includes the first area. Whether the wheels are slipping and whether the vehicle is jerking can be identified in real time using the data output by the sensors, thereby accurately determining whether the road section that the first wheel is about to pass through includes the first area.

[0142] In one possible implementation, the vehicle control device determines that the road section that the first wheel is about to pass through includes the first area based on at least one of the rotational speed output by the wheel speed sensor and the longitudinal acceleration and vertical acceleration output by the inertial sensor. Specifically, the determination may include but is not limited to the following methods:

[0143] When a first condition is satisfied, the vehicle control device determines that the road section that the first wheel is about to pass through includes a first area;

[0144] The first condition includes at least one of the following:

[0145] Condition (1): the absolute value of the difference between the first vehicle speed and the vehicle center of mass speed is greater than a first threshold, the first vehicle speed is obtained based on the wheel parameters of the second wheel and the rotation speed of the second wheel output by the wheel speed sensor, and the second wheel and the first wheel pass through the first area successively;

[0146] Condition (2): The longitudinal acceleration fluctuation value is greater than the second threshold value, and the longitudinal acceleration fluctuation value is the difference between the maximum longitudinal acceleration and the minimum longitudinal acceleration output by the inertial sensor within the first time period;

[0147] Condition (3): The vertical acceleration fluctuation value is greater than a third threshold value, and the vertical acceleration fluctuation value is the difference between the maximum vertical acceleration and the minimum vertical acceleration output by the inertial sensor within the first time period.

[0148] In the embodiment of the present application, the first threshold, the second threshold, and the third threshold can all be pre-set fixed values. The first duration can be a pre-set fixed value or a value determined based on the vehicle's center of mass speed (the first duration can be positively correlated with the vehicle's center of mass speed).

[0149] In a possible example, the first duration satisfies the following conditions: greater than or equal to 50 milliseconds (ms) and less than or equal to 300 ms. For example, the first duration may be set to 150 ms.

[0150] The first duration can be any value selected from 50 to 300ms. When the first duration is less than 50ms, the inertial sensor may not collect enough data to calculate the longitudinal acceleration fluctuation value and the vertical acceleration fluctuation value, resulting in low accuracy of the calculated longitudinal acceleration fluctuation value and the vertical acceleration fluctuation value. When the first duration is greater than 300ms, the first wheel of the vehicle may have passed through the first area, and the first area cannot be detected before the first wheel passes through the first area. Setting the first duration to be greater than or equal to 50ms and less than or equal to 300ms can improve the accuracy of the calculated longitudinal acceleration fluctuation value and the vertical acceleration fluctuation value, and can detect the first area before the first wheel passes through the first area.

[0151] In a possible example, the first threshold satisfies the following conditions: greater than or equal to 2 kilometers per hour (km / h) and less than or equal to 10 km / h. For example, the first threshold may be set to 5 km / h.

[0152] The first threshold value can be any value selected from 2 to 10 km / h. When the first threshold value is greater than 10 km / h, the second wheel needs to produce a large amount of slip to be detected, which may cause the first area in the road section to be undetectable. When the first threshold value is less than 1 km / h, even a very small amount of slip of the second wheel can be detected, which may cause false detection of the first area. Setting the first threshold value to be greater than or equal to 2 km / h and less than or equal to 10 km / h can increase the probability of the first area in the road section being detected, while avoiding false detection of the first area, thereby taking into account both the vehicle's range and the driving experience.

[0153] In a possible example, the second threshold satisfies the following condition: greater than or equal to 1 meter / second squared (m / s 2 ) and less than or equal to 5m / s 2 For example, the second threshold can be set to 2m / s 2 .

[0154] The second threshold may be from 1 to 5 m / s 2 The second threshold is greater than 5m / s 2 In this case, the second wheel needs to produce a greater sense of frustration in the direction of travel before it can be detected, which may cause the first area in the road section to be undetectable. 2 In this case, even a small jerk in the direction of travel of the second wheel can be detected, which may lead to false detection in the first area. Set the second threshold to be greater than or equal to 1m / s 2 , and less than or equal to 5m / s 2 , which can increase the probability of the first area in the road section being detected, while avoiding false detection of the first area, thereby taking into account both the vehicle's cruising range and the driving experience.

[0155] In a possible example, the third threshold satisfies the following conditions: greater than or equal to 0.5 m / s 2 , and less than or equal to 3m / s 2 For example, the second threshold can be set to 1.5m / s 2 .

[0156] The third threshold may be from 0.5 to 3 m / s 2 The third threshold is greater than 3m / s 2In this case, the second wheel needs to produce a greater sense of frustration in the direction perpendicular to the road surface before it can be detected, which may cause the first area in the road section to be undetectable. 2 In this case, even a small jerk of the second wheel in the direction perpendicular to the road surface can be detected, which may lead to false detection in the first area. Set the third threshold to be greater than or equal to 0.5m / s 2 , and less than or equal to 3m / s 2 , which can increase the probability of the first area in the road section being detected, while avoiding false detection of the first area, thereby taking into account both the vehicle's cruising range and the driving experience.

[0157] The second wheel and the first wheel can be located on different axles of the vehicle. For example, if the vehicle includes a front axle and a rear axle, and the vehicle is in forward gear, the first wheel can be a rear axle wheel (rear wheel for short), and the second wheel can be a front axle wheel (front wheel for short), and the second wheel and the first wheel pass through the first area one after the other. If the vehicle is in reverse gear, the vehicle is in reverse gear, the first wheel can be a front axle wheel, and the second wheel can be a rear axle wheel, and the second wheel and the first wheel pass through the first area one after the other.

[0158] Each wheel may correspond to a wheel speed sensor, and each wheel speed sensor may output the rotational speed of the corresponding wheel. The first vehicle speed is obtained based on the wheel parameters of the second wheel and the rotational speed of the second wheel output by the wheel speed sensor. The wheel parameters of the second wheel may include the diameter or radius of the wheel. The first vehicle speed may be obtained based on the diameter of the second wheel and the rotational speed of the second wheel. For example, V1=2π*d2*n2, where V1 is the first vehicle speed (the unit of V1 may be meters per second), d2 is the diameter of the second wheel (the unit of d2 may be meters), and n2 is the rotational speed of the second wheel (the unit of n2 may be revolutions per second).

[0159] In one possible example, the vehicle's center of mass speed can be determined based on the rotational speed of each wheel of the vehicle and a vehicle speed estimation method, wherein the vehicle speed estimation method can include any one of a maximum wheel speed method, an average wheel speed method, a slope method, and a Kalman filter method.

[0160] In another possible example, the center-of-mass speed of the vehicle may be measured by a positioning system on the vehicle.

[0161] An absolute value of a difference between the first vehicle speed and the vehicle's center of mass speed is greater than a first threshold, indicating that the second wheel detects that the road surface is slipping.

[0162] The longitudinal acceleration fluctuation value is the difference between the maximum and minimum longitudinal acceleration values ​​output by the inertial sensor during a first time period, thereby determining that the vehicle has experienced jerking in the direction of travel. The vertical acceleration fluctuation value is the difference between the maximum and minimum vertical acceleration values ​​output by the inertial sensor during a first time period, thereby determining that the vehicle has experienced jerking in a direction perpendicular to the road surface. If the second wheel detects road slippage and / or vehicle jerking, the road section that the first wheel is about to traverse is determined to include the first area.

[0163] In a possible implementation, the first condition further includes at least one of the following:

[0164] Condition (4): The absolute value of the required torque of the power device corresponding to the second wheel is greater than the fourth threshold;

[0165] Condition (5): The vehicle's center of mass speed is less than the fifth threshold.

[0166] In the embodiment of the present application, the fourth threshold and the fifth threshold can both be pre-set fixed values.

[0167] In one possible example, the fourth threshold satisfies the following conditions: greater than or equal to 10 Newton meters (Nm) and less than or equal to 150 Nm. For example, when the vehicle is in a driving state, the fourth threshold may be set to 120 Nm; when the vehicle is in a recovery state, the fourth threshold may be set to 30 Nm.

[0168] The fourth threshold value can be any value selected from 10 to 150 Nm. When the fourth threshold value is greater than 150 Nm, the required torque of the power device corresponding to the second wheel is required to be very large to detect the first area, which may cause the first area in the road section to be unable to be detected. When the fourth threshold value is less than 10 Nm, the required torque of the power device corresponding to the second wheel is very small to detect the first area, which may cause false detection of the first area. Setting the fourth threshold value to be greater than or equal to 10 Nm and less than or equal to 150 Nm can increase the probability of the first area in the road section being detected, while avoiding false detection of the first area, thereby taking into account both the vehicle's range and the driving experience.

[0169] The driving condition occurs when the accelerator pedal opening is greater than 0. In this condition, the total torque demanded by the vehicle's powertrain is positive. The regenerating condition occurs when the brake pedal opening is greater than 0 or the accelerator pedal opening is 0. In this condition, the total torque demanded by the powertrain is negative.

[0170] The total required torque of the power unit is the required torque determined by the vehicle control device (such as the vehicle controller, motor controller, intelligent driving controller, etc.) based on one or more factors such as the driver's requested torque (the requested torque generated by the driver stepping on the accelerator pedal or brake pedal), creep torque, driving mode, etc.

[0171] Exemplarily, if the power unit includes at least two motors, the at least two motors include at least one front axle motor and at least one rear axle motor, the second wheel is the front wheel of the vehicle, and the power unit corresponding to the second wheel is the at least one front axle motor. When the vehicle is in a driving condition, the required torque of the at least one front axle motor is positive, and if the required torque of the at least one front axle motor is greater than 120 Nm, the above condition (4) is satisfied. When the vehicle is in a recovery condition, the required torque of the at least one front axle motor is negative, and if the required torque of the at least one front axle motor is less than -30 Nm, the above condition (4) is satisfied.

[0172] In one possible example, the fifth threshold satisfies the following conditions: greater than or equal to 60 km / h and less than or equal to 150 km / h. For example, when the vehicle is in a driving state, the fifth threshold may be set to 120 km / h; when the vehicle is in a recovery state, the fifth threshold may be set to 80 km / h.

[0173] The fifth threshold value can be any value selected from 60 to 150 km / h. When the fifth threshold value is greater than 150 km / h, the vehicle's center of mass speed needs to be very high to detect the first area, which may cause the first area in the road section to be undetectable. When the fifth threshold value is less than 60 km / h, the vehicle's center of mass speed may be very low to detect the first area, which may cause false detection of the first area. Setting the fifth threshold value to be greater than or equal to 60 km / h and less than or equal to 150 km / h can increase the probability of the first area in the road section being detected, while avoiding false detection of the first area, thereby taking into account both the vehicle's range and the driving experience.

[0174] When passing through a bumpy road section, the absolute value of the difference between the first vehicle speed and the vehicle's center of mass speed may be greater than the first threshold, the longitudinal acceleration fluctuation value may be greater than the second threshold, and the vertical acceleration fluctuation value may be greater than the third threshold. When passing through a bumpy road section, if the first condition includes the above conditions (1), (2), and (3) but does not include condition (4), the bumpy road section may be mistakenly identified as the first area. The bumpy road section may include: a section containing deceleration devices such as speed bumps, speed strips, and speed hills.

[0175] When the first condition includes the above condition (4), the absolute value of the torque obtained by the second wheel can be limited to be greater than the fourth threshold value, thereby avoiding misjudging the bumpy road section as the first area.

[0176] When the vehicle's center of mass speed is high, the jerking sensation of the vehicle passing through the first area will be greatly reduced. When the first condition includes the above-mentioned condition (5), the vehicle's center of mass speed is limited to less than the fifth threshold. Even if the above-mentioned conditions (1), (2), (3), and (4) are met at the same time, if condition (5) is not met, the torque output to the first wheel will not be controlled, so that the torque of the first wheel when passing through the first area is less than the first torque. There is no need to adjust the torque of the first wheel. On the one hand, the complexity of torque control is reduced; on the other hand, there is no need to reduce the torque of the first wheel, which can reduce the vehicle's energy consumption and improve the vehicle's cruising range.

[0177] In one possible example, the first condition includes the above-mentioned condition (1), condition (2), condition (3), condition (4), and condition (5). When the above-mentioned condition (1), condition (2), condition (3), condition (4), and condition (5) are simultaneously satisfied, it is determined that the road section that the first wheel is about to pass through includes the first area. This can avoid misjudging the bumpy road section as the first area, reduce erroneous triggering of the adjustment of the torque of the first wheel, thereby reducing the energy consumption of the vehicle and improving the vehicle's cruising range.

[0178] In the embodiment of the present application, the first condition may include at least one of the above-mentioned conditions (1), (2), (3), (4) and (5). The method of identifying the first area is simple and effective, the recognition accuracy is high and there is no error in the recognition, and the computing cost of the vehicle control device will not be increased.

[0179] In one possible implementation, the vehicle control device controls the torque output to the first wheel so that the torque of the first wheel is less than the first torque when passing through the first area. This can be achieved by at least one of the following two methods:

[0180] Method (1): adjusting the wheel torque distribution ratio of the vehicle so that the torque of the first wheel when passing through the first area is less than the first torque, the wheel torque distribution ratio including: a proportion of the torque distributed to each wheel of the vehicle;

[0181] Method (2): reduce the required torque of the power device corresponding to the first wheel by a first value, and increase the required torque of the power device corresponding to the second wheel by the first value, so that the torque of the first wheel when passing through the first area is less than the first torque.

[0182] In the embodiment of the present application, method (1) can be to reduce the wheel torque distribution ratio of the first wheel; method (2) can be to transfer part of the torque of the first wheel to the second wheel while the total required torque of the vehicle's power unit remains unchanged. By combining method (1) and method (2), the torque of the first wheel when passing through the first area can be further reduced, thereby further reducing the risk of the first wheel slipping and improving the driving experience.

[0183] The wheel torque distribution ratio is the proportion of torque allocated to each wheel of the vehicle. In one possible example, the torque distribution ratio of each wheel can be controlled independently. For example, if the vehicle includes four wheels (two front wheels and two rear wheels) and four motors, each wheel has a corresponding motor controlling the torque of that wheel.

[0184] For example, if a vehicle has four wheels (wheel 1, wheel 2, wheel 3, and wheel 4), wheel 1 and wheel 2 are both front wheels, and wheel 3 and wheel 4 are both rear wheels, with wheel 3 being the first wheel and wheel 1 being the second. Before the wheel torque distribution ratio is adjusted, the torque ratios of wheel 1, wheel 2, wheel 3, and wheel 4 are: 0:0:1:1. After the adjustment, the torque ratios of wheel 1, wheel 2, wheel 3, and wheel 4 are: 1:1:1:1. If the total torque demand of the vehicle's powertrain is T, the powertrain can achieve torque amplification using the gear ratio of the transmission (e.g., a gearbox or speed reducer). If the torque amplification ratio is 10 times, ignoring transmission losses, the total torque received by all wheels of the vehicle is 10T. Before the wheel torque distribution ratio is adjusted, the torque received by the first wheel (wheel 3) and wheel 4 is 5T each. After the adjustment, the torque received by the second wheel (wheel 1), wheel 2, the first wheel (wheel 3), and wheel 4 is 2.5T each. It can be seen that after the wheel torque distribution ratio is adjusted, the torque obtained by the first wheel changes from 5T to 2.5T, causing the torque obtained by the first wheel to decrease.

[0185] In one possible example, the torque proportions of the front and rear axle wheels can be controlled separately. For example, a vehicle includes four wheels (two front wheels and two rear wheels) and two motors (a front axle motor and a rear axle motor). The front axle wheels have their torque controlled by the front axle motor, and the rear axle wheels have their torque controlled by the rear axle motor.

[0186] For example, if a vehicle has four wheels (two front wheels and two rear wheels), the first wheel group includes two rear wheels, and the second wheel group includes two rear wheels. Before the wheel torque distribution ratio is adjusted, the torque share of the two front wheels is 0%, and the torque share of the two rear wheels is 100%. After the adjustment of the vehicle's wheel torque distribution ratio, the torque share of the two front wheels is 50%, and the torque share of the two rear wheels is 50%. If the total required torque of the vehicle's power unit (e.g., engine or motor) is T, the power unit can achieve torque amplification using the lever principle through the gear ratio of the transmission device (e.g., gearbox or reducer). If the torque amplification ratio is 10 times, without considering the loss of the transmission device, the total torque obtained by all wheels of the vehicle is 10T. Before the wheel torque distribution ratio is adjusted, the torque obtained by the first wheel (two rear wheels) is 10T, and the torque obtained by the second wheel (two front wheels) is 0. After the wheel torque distribution ratio is adjusted, the torque obtained by the first wheel (two rear wheels) is 5T, and the torque obtained by the second wheel (two front wheels) is 5T. It can be seen that after the wheel torque distribution ratio is adjusted, the torque obtained by the first wheel changes from 10T to 5T, causing the torque obtained by the first wheel to decrease.

[0187] In method (2), the required torque of the power device corresponding to the first wheel (for example, the rear axle motor) is reduced by a first value, and the required torque of the power device corresponding to the second wheel (for example, the front axle motor) is increased by the first value. The required torque of the power device corresponding to the first wheel can be reduced by the first value within the third time period, and the required torque of the power device corresponding to the second wheel can be increased by the first value within the third time period, thereby improving the driving experience during the torque transfer process. The required torque of the power device corresponding to the first wheel is transferred by the first value to the power device corresponding to the second wheel within the third time period, so that the torque of the first wheel and the second wheel does not change instantaneously, thereby improving the driving experience. For example, the required torque of the power device corresponding to the first wheel can be gradient-transferred by the first value to the power device corresponding to the second wheel within the third time period. Gradient transfer means that the rate of torque transfer remains constant within the third time period. For example, if the third time period is 50ms and the first value is 100Nm, then 2Nm is transferred every 1ms within 50ms, thereby achieving gradient transfer.

[0188] The first value may be a pre-set fixed value. For example, when the vehicle is in a driving state, the first value is positive and may satisfy the following conditions: greater than or equal to 50 Nm and less than or equal to 200 Nm. For example, when the vehicle is in a driving state, the first value may be set to 100 Nm.

[0189] When the vehicle is in a driving condition, the first value can be any value selected from 50 to 200 Nm. If the first value is greater than 200 Nm, the torque transfer within the third duration may be excessive, thereby affecting the driving experience. If the first value is less than 50 Nm, the torque transfer within the third duration may be too small, resulting in little improvement in the jerking sensation of the first wheel passing through the first area, thereby affecting the driving experience. When the vehicle is in a driving condition, setting the first value greater than or equal to 50 Nm and less than or equal to 200 Nm can improve the driving experience.

[0190] When the vehicle is in the recovery state, the first value is negative and may satisfy the following conditions: greater than or equal to -100 Nm and less than or equal to -20 Nm. For example, when the vehicle is in the recovery state, the first value may be set to -50 Nm.

[0191] When the vehicle is in a recuperation condition, the first value can be any value selected from -100 to -20 Nm. If the first value is less than -100 Nm, the absolute value of the torque transfer during the third duration may be too large, thereby affecting the driving experience. If the first value is greater than -20 Nm, the absolute value of the torque transfer during the third duration may be too small, resulting in little improvement in the jerking sensation of the first wheel passing through the first area, thus affecting the driving experience. When the vehicle is in a recuperation condition, setting the first value greater than or equal to -100 Nm and less than or equal to -20 Nm can improve the driving experience.

[0192] The third duration may be a preset fixed value, or a value determined according to the vehicle's center of mass speed (the third duration may be negatively correlated with the vehicle's center of mass speed).

[0193] Optionally, the third duration satisfies the following conditions: greater than or equal to 10ms and less than or equal to 150ms.

[0194] In the embodiment of the present application, the third time length can be any value selected from 10 to 100ms. When the third time length is greater than 150ms, the time for the first wheel to transfer torque is longer. After 150ms, the first wheel of the vehicle is likely to have passed through the first area, and the torque transfer cannot be completed before the first wheel passes through the first area. The first wheel will still have a strong sense of frustration when passing through the first area. When the third time length is less than 10ms, the time for the first wheel to transfer torque is shorter, and the instantaneous reduction in the torque of the first wheel will affect the driving experience. Setting the third time length to be greater than or equal to 10ms and less than or equal to 150ms can reduce the sense of frustration when the wheel passes through the first area and improve the driving experience.

[0195] In a possible implementation manner, when the wheel torque distribution ratio of the vehicle is adjusted, the adjusted wheel torque distribution ratio is maintained for a second time period.

[0196] In an embodiment of the present application, after the wheel torque distribution ratio of the vehicle is adjusted, the adjusted wheel torque distribution ratio is maintained for a second time period, which can avoid repeated adjustment of the torque distribution ratio when passing through a road section containing multiple first areas, reduces the complexity of torque control, and improves the driving experience.

[0197] After the adjusted wheel torque distribution ratio is maintained for the second time period, the wheel torque distribution ratio of the vehicle can be restored to the wheel torque distribution ratio before the adjustment, or can be changed to another wheel torque distribution ratio.

[0198] The second duration may be a preset fixed value, or a value determined according to the vehicle's center of mass speed (the second duration may be negatively correlated with the vehicle's center of mass speed).

[0199] In a possible implementation, the second duration satisfies the following conditions: greater than or equal to 5 minutes and less than or equal to 40 minutes.

[0200] In this embodiment of the present application, the second duration can be any value selected from 5 to 40 minutes. If the second duration is greater than 40 minutes, the vehicle's range will be reduced. If the second duration is less than 5 minutes, the torque distribution ratio may be repeatedly adjusted when passing through a road section containing multiple first areas, increasing the complexity of torque control and reducing the driving experience. Setting the second duration to be greater than or equal to 5 minutes and less than or equal to 40 minutes can balance the vehicle's range and driving experience.

[0201] In a possible implementation, the vehicle control method may further include but is not limited to the following steps:

[0202] The vehicle control device controls the torque output to the first wheel so that the torque of the first wheel after passing through the first area is greater than the torque of the first wheel when passing through the first area.

[0203] In the embodiment of the present application, the torque of the first wheel is increased when the first wheel does not pass through the first area, so as to improve the vehicle endurance.

[0204] In one possible implementation, the torque of the first wheel after passing through the first area is greater than or equal to the first torque.

[0205] In the embodiment of the present application, the torque after the first wheel passes is restored to the torque before passing, which can reduce the complexity of torque control and improve the vehicle's cruising range.

[0206] See also Figure 3 , Figure 3 This is a flow chart of another vehicle control method provided by this application. Figure 3 As shown, the vehicle control method is applied to the field of vehicle technology. The vehicle control method includes but is not limited to the following steps:

[0207] 301. When the vehicle is in a driving state and is driven by the main rear axle motor, the vehicle control device identifies a joint road surface through the front axle.

[0208] The driving condition is a condition where the opening degree of the accelerator pedal of the vehicle is greater than 0. When the vehicle is in the driving condition, the total required torque of the vehicle's power unit is positive.

[0209] Main rear axle motor drive means that the vehicle's front axle motor is driven, and the rear axle motor is not driven.

[0210] For example, when the vehicle is in a driving state and is driven by the main rear axle motor, the vehicle control device identifies a road joint through the front axle, and the following five conditions need to be met simultaneously:

[0211] ①|First vehicle speed – vehicle center of mass speed|>5 km / h; where the first vehicle speed is a vehicle speed derived from the wheel parameters (wheel diameter or radius) and the rotational speed of the front axle wheels of the vehicle. The front axle wheels may include any one or both wheels on the front axle.

[0212] ②150ms after condition ① is met, the longitudinal acceleration fluctuation value is >2m / s 2 ; Among them, the longitudinal acceleration fluctuation value is the absolute value of the difference between the maximum longitudinal acceleration and the minimum longitudinal acceleration output by the inertial sensor within 150ms.

[0213] ③150ms after condition ① is met, the vertical acceleration fluctuation value is >1.5m / s 2 ; Among them, the vertical acceleration fluctuation value is the absolute value of the difference between the maximum vertical acceleration and the minimum vertical acceleration output by the inertial sensor within 150ms.

[0214] ④The required torque of the front axle motor is >120Nm.

[0215] ⑤ The vehicle’s center of mass speed is less than 80km / h.

[0216] 302. When the vehicle is in a driving state and is driven by the main rear axle motor, the vehicle control device identifies a joint road surface through the rear axle.

[0217] For example, when the vehicle is in a driving state and is driven by the main rear axle motor, the vehicle control device identifies a road joint through the rear axle when the following five conditions are met simultaneously:

[0218] ①|Second vehicle speed – vehicle center of mass speed|>5 km / h; where the second vehicle speed is a vehicle speed derived from the wheel parameters (wheel diameter or radius) and the rotational speed of the rear axle wheels of the vehicle. The rear axle wheels may include any one or both rear axle wheels.

[0219] ②150ms after condition ① is met, the longitudinal acceleration fluctuation value is >2m / s 2 ; Among them, the longitudinal acceleration fluctuation value is the absolute value of the difference between the maximum longitudinal acceleration and the minimum longitudinal acceleration output by the inertial sensor within 150ms.

[0220] ③150ms after condition ① is met, the vertical acceleration fluctuation value is >1.5m / s 2 ; Among them, the vertical acceleration fluctuation value is the absolute value of the difference between the maximum vertical acceleration and the minimum vertical acceleration output by the inertial sensor within 150ms.

[0221] ④The required torque of the rear axle motor is >120Nm.

[0222] ⑤ The vehicle’s center of mass speed is less than 80km / h.

[0223] 303. When the vehicle is in a recovery state and the vehicle is driven by the main rear axle motor, the vehicle control device identifies a joint road surface through the front axle.

[0224] The regeneration condition is when the opening of the vehicle's brake pedal is greater than 0 or the opening of the accelerator pedal is 0. When the vehicle is in the regeneration condition, the total required torque of the power unit is negative.

[0225] For example, when the vehicle is in a recovery mode and is driven by the main rear axle motor, the vehicle control device identifies a road joint through the front axle. The following five conditions must be met simultaneously:

[0226] ①|First vehicle speed – vehicle center of mass speed|>5 km / h; where the first vehicle speed is a vehicle speed derived from the wheel parameters (wheel diameter or radius) and the rotational speed of the front axle wheels of the vehicle. The front axle wheels may include any one or both wheels on the front axle.

[0227] ②150ms after condition ① is met, the longitudinal acceleration fluctuation value is >2m / s 2 ; Among them, the longitudinal acceleration fluctuation value is the absolute value of the difference between the maximum longitudinal acceleration and the minimum longitudinal acceleration output by the inertial sensor within 150ms.

[0228] ③150ms after condition ① is met, the vertical acceleration fluctuation value is >1.5m / s 2; Among them, the vertical acceleration fluctuation value is the absolute value of the difference between the maximum vertical acceleration and the minimum vertical acceleration output by the inertial sensor within 150ms.

[0229] ④The required torque of the front axle motor is less than -30Nm.

[0230] ⑤ The vehicle’s center of mass speed is less than 120km / h.

[0231] 304. When the vehicle is in a recovery state and the vehicle is driven by the main rear axle motor, the vehicle control device identifies a joint road surface through the rear axle.

[0232] For example, when the vehicle is in a recovery mode and is driven by the main rear axle motor, the vehicle control device identifies a road joint through the rear axle. The following five conditions must be met simultaneously:

[0233] ①|Second vehicle speed – vehicle center of mass speed|>5 km / h; where the second vehicle speed is a vehicle speed derived from the wheel parameters (wheel diameter or radius) and the rotational speed of the rear axle wheels of the vehicle. The rear axle wheels may include any one or both rear axle wheels.

[0234] ②150ms after condition ① is met, the longitudinal acceleration fluctuation value is >2m / s 2 ; Among them, the longitudinal acceleration fluctuation value is the absolute value of the difference between the maximum longitudinal acceleration and the minimum longitudinal acceleration output by the inertial sensor within 150ms.

[0235] ③150ms after condition ① is met, the vertical acceleration fluctuation value is >1.5m / s 2 ; Among them, the vertical acceleration fluctuation value is the absolute value of the difference between the maximum vertical acceleration and the minimum vertical acceleration output by the inertial sensor within 150ms.

[0236] ④The required torque of the rear axle motor is less than -30Nm.

[0237] ⑤ The vehicle’s center of mass speed is less than 120km / h.

[0238] 305. When the vehicle control device identifies a joint road surface through the front axle or identifies a joint road surface through the rear axle, the vehicle control device adjusts the torque distribution ratio of the front and rear axle motors of the vehicle from a first ratio to a second ratio, and maintains the torque distribution ratio of the front and rear motors of the vehicle equal to or greater than the second ratio within a second time period, and the second ratio is greater than the first ratio.

[0239] In the embodiment of the present application, the torque distribution ratio between the front and rear axle motors can be the ratio of the required torque of the front axle motor to the required torque of the rear axle motor. When the vehicle is driven by the main rear axle motor, the torque distribution ratio between the front and rear axle motors is a first ratio, which is 0:10. The second ratio can be any value greater than the first ratio. For example, the second ratio can be 5:5.

[0240] After adjusting the torque distribution ratio of the front and rear axle motors of the vehicle from the first ratio to the second ratio, the vehicle changes from being driven by the main rear axle motor to being driven by the front and rear axle motors. Front and rear axle motor drive means that the front axle motor and the rear axle motor are driven simultaneously.

[0241] Optionally, the front axle motor generally adopts an AC asynchronous motor, which has relatively low efficiency and relatively low cost. The rear axle motor generally adopts a permanent magnet synchronous motor, which has relatively high efficiency and relatively high cost. When the total torque required by the power unit is small, selecting the main rear axle motor drive can improve efficiency, thereby increasing the vehicle's cruising range. When a joint road surface is identified, selecting the front and rear axle motor drive (for example, the torque distribution ratio of the front and rear axle motors is 5:5) can reduce the torque of the first wheel when it passes through the first area, thereby reducing the risk of the first wheel slipping, reducing the vehicle's sense of frustration, and improving the driving experience.

[0242] The second duration satisfies the following conditions: greater than or equal to 5 minutes and less than or equal to 40 minutes. For example, the second duration can be set to 30 minutes.

[0243] Optionally, after executing step 305, the following step 306 may also be executed.

[0244] 306. When no joint road surface is identified within the second time period, the vehicle control device adjusts the torque distribution ratio of the front and rear motors of the vehicle from the second ratio to the first ratio.

[0245] Optionally, after executing step 305, the following step 307 may also be executed.

[0246] 307. When the vehicle control device identifies a road joint through the front axle, the vehicle control device transfers the required torque of the rear axle motor to the front axle motor by a first value within a third time period, so that the torque distribution ratio of the front and rear motors of the vehicle is greater than the second ratio; after the front axle identifies the road joint for a fourth time period, the torque distribution ratio of the front and rear motors of the vehicle is restored to the second ratio.

[0247] The third duration may be a preset fixed value, or a value determined according to the vehicle's center of mass speed (the third duration may be negatively correlated with the vehicle's center of mass speed).

[0248] Optionally, the third duration satisfies the following conditions: greater than or equal to 10ms and less than or equal to 150ms.

[0249] The fourth time duration may be a preset fixed value, or a value determined according to the vehicle's center of mass speed (the fourth time duration may be negatively correlated with the vehicle's center of mass speed).

[0250] Optionally, the fourth duration satisfies the following conditions: greater than or equal to 0.5 seconds (s) and less than or equal to 5 seconds.

[0251] In the embodiment of the present application, the fourth time length can be any value selected from 0.5 to 5s. When the fourth time length is greater than 5s, the time for the torque distribution ratio of the front and rear motors of the vehicle to recover to the second ratio is longer, which may reduce the vehicle's cruising range. When the fourth time length is less than 0.5, the time for the torque distribution ratio of the front and rear motors of the vehicle to recover to the second ratio is shorter, which may cause the torque distribution ratio of the front and rear motors of the first wheel to recover to the second ratio when the first wheel passes through the joint road surface, and it may not be possible to further reduce the effect of the first wheel's frustration when passing through the joint road surface, thereby affecting the driving experience. Setting the fourth time length to be greater than or equal to 0.5 and less than or equal to 5s can take into account both the vehicle's cruising range and the driving experience.

[0252] For example, if the vehicle control device identifies a road joint via the front axle, the vehicle control device transfers (e.g., gradient transfers) the required torque of the rear axle motor to the front axle motor within a third duration (e.g., 50 ms) by a first value (e.g., 100 Nm in a driving condition and -50 Nm in a recuperation condition) to achieve a torque distribution ratio between the front and rear motors greater than 5:5 (e.g., 6:4, 7:3, etc.). After a fourth duration (e.g., 2 seconds) in which the vehicle control device identifies a road joint via the front axle, the torque distribution ratio between the front and rear motors is restored to 5:5.

[0253] See also Figure 4 , Figure 4 The embodiment of the present application provides a schematic diagram of the change in the required torque of the front axle motor and the required torque of the rear axle motor over time when the vehicle is in a driving condition. Figure 4As shown, the solid line is a curve showing the change in the required torque of the rear axle motor over time, and the dotted line is a curve showing the change in the required torque of the front axle motor over time. Prior to time t1, the torque distribution ratio between the front and rear motors may be 5:5. At time t1, the front axle identifies a road joint, and within a third duration (the duration between time t1 and time t2), the required torque of the rear axle motor is transferred to the front axle motor by a first value (the first value is positive) so that the torque distribution ratio between the front and rear motors of the vehicle is greater than 5:5 (e.g., 6:4, 7:3, etc.). After the vehicle control device identifies a road joint for a fourth duration (the duration between time t1 and time t3) through the front axle, the torque distribution ratio between the front and rear motors of the vehicle is restored to 5:5 within a fifth duration (the duration between time t3 and time t4).

[0254] In an embodiment of the present application, while the total required torque of the vehicle's power unit remains unchanged, after the joint road surface is identified by the front axle, the required torque of the rear axle motor is transferred to the rear axle motor before the rear axle passes through the joint road surface. When the rear axle passes through the joint road surface, the torque of the rear axle decreases, and the feeling of jerkiness of the rear axle when passing through the joint road surface can be further reduced.

[0255] See also Figure 5 , Figure 5 This is a schematic diagram showing the comparison of data between the main and rear axle motors and the front and rear motors when the vehicle is in a driving condition passing through a joint road, as provided in an embodiment of the present application. Figure 5 As shown, the left side shows, from top to bottom: the vehicle speed curve over time, longitudinal acceleration curve over time, vertical acceleration curve over time, rear axle motor demand torque curve over time, and front axle motor demand torque curve over time when the main rear axle motor is driven (the torque distribution ratio between the front and rear axle motors is 0:10). The right side shows, from top to bottom: the vehicle speed curve over time, longitudinal acceleration curve over time, vertical acceleration curve over time, rear axle motor demand torque curve over time, and front axle motor demand torque curve over time when the front and rear motors are driven (the torque distribution ratio between the front and rear axle motors is 5:5). Figure 5 The test conditions are: the vehicle is in Ecology Conservation Optimization (ECO) mode, 70% throttle. Figure 5 It can be seen that under the main rear axle motor drive (the torque distribution ratio of the front and rear axle motors is 0:10), the absolute value of the difference between the vehicle speed corresponding to the wheel and the vehicle center of mass speed is 7km / h, and the longitudinal acceleration fluctuation value is 5.9m / s 2 , vertical acceleration fluctuation value is 5.0m / s 2When driven by the front and rear motors (the torque distribution ratio of the front and rear axle motors is 5:5), the absolute difference between the wheel speed and the vehicle's center of mass speed is 3 km / h, and the longitudinal acceleration fluctuation value is 1.7 m / s. 2 , the vertical acceleration fluctuation value is 0.85m / s 2 It can be seen that when the vehicle is in driving condition and passes through the joint road, the front and rear motor drive (the torque distribution ratio of the front and rear axle motors is 5:5) is compared with the main rear axle motor drive (the torque distribution ratio of the front and rear axle motors is 0:10). The slippage is reduced by more than 50% (from 7km / h to 3km / h), and the longitudinal acceleration fluctuation value is reduced by more than 70% (from 5.9m / s 2 Reduced to 1.7m / s 2 ), the vertical acceleration fluctuation value is reduced by more than 80% (from 5.0m / s 2 Reduced to 0.85m / s 2 ).

[0256] See also Figure 6 , Figure 6 This is a schematic diagram showing the comparison of data between the main and rear axle motor drive and the front and rear motor drive measured by the actual vehicle when the vehicle is in recovery mode and passes through a joint road. Figure 6 As shown, the left side shows, from top to bottom: the vehicle speed curve over time, longitudinal acceleration curve over time, vertical acceleration curve over time, rear axle motor demand torque curve over time, and front axle motor demand torque curve over time when the main rear axle motor is driven (the torque distribution ratio between the front and rear axle motors is 0:10). The right side shows, from top to bottom: the vehicle speed curve over time, longitudinal acceleration curve over time, vertical acceleration curve over time, rear axle motor demand torque curve over time, and front axle motor demand torque curve over time when the front and rear motors are driven (the torque distribution ratio between the front and rear axle motors is 5:5). Figure 6 The test conditions are: the vehicle is in the ecological conservation optimization (ECO) mode, 35% braking. Figure 6 It can be seen that under the main rear axle motor drive (the torque distribution ratio of the front and rear axle motors is 0:10), the absolute value of the difference between the vehicle speed corresponding to the wheel and the vehicle center of mass speed is 8km / h, and the longitudinal acceleration fluctuation value is 5.1m / s 2 , the vertical acceleration fluctuation value is 1.9m / s 2 When the front and rear motors are driven (the torque distribution ratio of the front and rear axle motors is 5:5), the absolute difference between the wheel speed and the vehicle's center of mass speed is 4 km / h, and the longitudinal acceleration fluctuation value is 2 m / s. 2 , the vertical acceleration fluctuation value is 0.7m / s2 It can be seen that when the vehicle is in recovery mode and passes through a joint road, the front and rear motor drive (the torque distribution ratio of the front and rear axle motors is 5:5) is compared with the main rear axle motor drive (the torque distribution ratio of the front and rear axle motors is 0:10). The slippage is reduced by 50% (from 8km / h to 4km / h), and the longitudinal acceleration fluctuation value is reduced by more than 60% (from 5.1m / s 2 Reduced to 2m / s 2 ), the vertical acceleration fluctuation value is reduced by more than 60% (from 1.9m / s 2 Reduced to 0.7m / s 2 ).

[0257] The above describes the scenarios applied by the embodiments of the present application and the methods provided by the present application, and the devices of the embodiments of the present application are provided below. It is understandable that the multiple devices provided by the embodiments of the present application, such as vehicle control devices, vehicles, etc., in order to implement the functions in the above-mentioned method embodiments, include hardware structures, software units, or combinations of hardware structures and software structures corresponding to the execution of each function. Those skilled in the art should easily appreciate that, in combination with the various functions described in the embodiments disclosed herein, the devices and modules in the devices can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different device implementations to implement the aforementioned method embodiments in different usage scenarios, and the different implementations of the devices should not be considered to exceed the scope of the embodiments of the present application.

[0258] See also Figure 7 , Figure 7 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application.

[0259] like Figure 7 As shown, the vehicle control device 70 may include a communication unit 701 and a processing unit 702. The communication unit 701 and the processing unit 702 may be software, hardware, or a combination of software and hardware.

[0260] The communication unit 701 can implement a sending function and / or a receiving function, and can also be described as a transceiver unit. The communication unit 701 can also be a unit that integrates an acquisition unit and a transmission unit, wherein the acquisition unit is used to implement the receiving function and the transmission unit is used to implement the transmission function. Optionally, the communication unit 701 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0261] In one possible design, the vehicle control device 70 may correspond to the above Figure 2 or Figure 3 The vehicle control device in the embodiment of the method shown, such as the vehicle control device 70, can be an electronic device or a chip in an electronic device. The vehicle control device 70 can include a device for executing the above Figure 4 The method embodiment shown in FIG. 1 is a unit of the operation performed by the vehicle control device, and each unit in the vehicle control device 70 is respectively for implementing the above Figure 4 The operations performed by the vehicle control device in the method embodiment shown are described as follows:

[0262] The processing unit 702 is configured to determine that a road section to be traversed by a first wheel of the vehicle includes a first area; the adhesion coefficient of the first area is smaller than the adhesion coefficient of an area adjacent to the first area; and the first wheel is one or a group of wheels that obtain torque;

[0263] The processing unit 702 is further configured to control the torque output to the first wheel when the torque obtained by the first wheel is greater than or equal to the first torque before the first wheel passes through the first area, so that the torque of the first wheel when passing through the first area is less than the first torque.

[0264] In a possible implementation, the apparatus further includes a communication unit 701;

[0265] The communication unit 701 is used to obtain data output by a sensor, where the sensor includes at least one of an image sensor, a wheel speed sensor, and an inertial sensor;

[0266] The processing unit 702 is specifically configured to determine, based on the data output by the sensor, whether the road section that the first wheel is about to pass through includes the first area.

[0267] Regarding the communication unit 701 and the processing unit 702 of this design, the steps performed by them can refer to the corresponding steps above. Figure 2 or Figure 3 The vehicle control device in the method embodiment shown corresponds to an implementation manner.

[0268] Regarding the technical effects brought about by the implementation of the communication unit 701 and the processing unit 702 of this design, please refer to the corresponding Figure 2 or Figure 3 An introduction to the technical effects of the illustrated method embodiment.

[0269] exist Figure 7 In the described vehicle control device 70, by reducing the torque of the first wheel when passing through the first area of ​​the road section, the driving force obtained by the first wheel when passing through the first area is less than the maximum static friction force when the first wheel contacts the first area, thereby reducing the risk of wheel slippage and improving the driving experience.

[0270] For the case where the vehicle control device 70 can be an electronic device, please refer to Figure 8 Schematic diagram of the structure of the electronic equipment shown.

[0271] It should be understood that Figure 8 The electronic device 80 shown is only an example. The electronic device of the embodiment of the present application may also include other components, or include Figure 8 components similar in function to the components in Figure 8 All parts in.

[0272] The electronic device 80 includes a transceiver interface 801 and at least one processor 802 .

[0273] The electronic device 80 may correspond to a vehicle control device. The transceiver interface 801 is used to send and receive signals, and the at least one processor 802 executes program instructions so that the electronic device 80 implements the corresponding process of the method executed by the corresponding device in the above method embodiment.

[0274] In one possible design, the electronic device 80 may correspond to the above Figure 2 or Figure 3 The vehicle control device in the illustrated method embodiment, such as the electronic device 80, can be a vehicle control device or a chip in the vehicle control device. The electronic device 80 can include components for executing the operations performed by the vehicle control device in the aforementioned method embodiment, and each component in the electronic device 80 is configured to implement the operations performed by the vehicle control device in the aforementioned method embodiment. Specifically, the following can be shown:

[0275] Processor 802 is configured to determine that a road section to be traversed by a first wheel of a vehicle includes a first area; the adhesion coefficient of the first area is less than the adhesion coefficient of an area adjacent to the first area; and the first wheel is one or a group of wheels that obtain torque;

[0276] Processor 802 is further configured to control the torque output to the first wheel when, before the first wheel passes through the first area, the torque obtained by the first wheel is greater than or equal to the first torque, so that the torque of the first wheel when passing through the first area is less than the first torque.

[0277] In a possible implementation, the electronic device 80 further includes a transceiver interface 801;

[0278] The transceiver interface 801 is used to obtain data output by a sensor, where the sensor includes at least one of an image sensor, a wheel speed sensor, and an inertial sensor;

[0279] The processor 802 is specifically configured to determine, based on the data output by the sensor, that the road section that the first wheel is about to pass through includes the first area.

[0280] Regarding the transceiver interface 801 and at least one processor 802 of this design, the steps performed can refer to the corresponding steps above. Figure 2 or Figure 3 The vehicle control device in the method embodiment shown corresponds to an implementation manner.

[0281] Regarding the technical effects brought about by the implementation of the transceiver interface 801 and at least one processor 802 of this design, reference may be made to the corresponding Figure 2 or Figure 3 An introduction to the technical effects of the illustrated method embodiment.

[0282] exist Figure 8 In the described electronic device 80, by reducing the torque of the first wheel when passing through the first area of ​​the road section, the driving force obtained by the first wheel when passing through the first area is less than the maximum static friction force when the first wheel contacts the first area, thereby reducing the risk of wheel slippage and improving the driving experience.

[0283] Regarding the case where the vehicle control device 70 may be a chip or a chip system, please refer to Figure 9 Schematic diagram of the chip structure shown.

[0284] like Figure 9 As shown, chip 90 includes a processor 901 and an interface 902. There may be one or more processors 901, and there may be multiple interfaces 902. It should be noted that the functions corresponding to processor 901 and interface 902 can be implemented through hardware design, software design, or a combination of hardware and software, without limitation.

[0285] Optionally, the chip 90 may further include a memory 903 , which is used to store necessary program instructions and data.

[0286] In this application, processor 901 may be configured to call a program for implementing the vehicle control method provided in one or more embodiments of this application in a vehicle control device from memory 903 and execute the instructions included in the program. Interface 902 may be configured to output the execution results of processor 901. In this application, interface 902 may be specifically configured to output various messages or information from processor 901.

[0287] Regarding the vehicle control method provided by one or more embodiments of the present application, please refer to the aforementioned Figure 2 or Figure 3 The various embodiments shown will not be described in detail here.

[0288] The processor in the embodiments of the present application may be a central processing unit (CPU), and may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc.

[0289] The memory in the embodiments of the present application is used to provide storage space, in which data such as an operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0290] According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is run on one or more processors, the above-mentioned Figure 2 or Figure 3 The method shown.

[0291] According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer program product, which includes a computer program. When the computer program is run on a processor, the above-mentioned Figure 2 or Figure 3 The method shown.

[0292] An embodiment of the present application also provides a vehicle, which includes at least one vehicle control device 70, or electronic device 80, or chip 90.

[0293] Optionally, the vehicle may include commercial vehicles, passenger cars, industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.) and other means of transportation, which are not limited in the embodiments of the present application.

[0294] Optionally, the vehicle is used to achieve the above Figure 2 or Figure 3 The method shown.

[0295] For the case where the vehicle control device 70 can be an intelligent driving device, please refer to Figure 10 The structural diagram of the intelligent driving device shown. Figure 10 This is a schematic diagram of the structure of an intelligent driving device provided in an embodiment of the present application. Figure 10 As shown, the intelligent driving device 100 may include a perception system 110, a display device 130, and a computing platform 150, wherein the perception system 110 may include several sensors for sensing information about the environment surrounding the intelligent driving device 100. For example, the perception system 110 may include a positioning system, which may be a global navigation satellite system (GNSS), such as the global positioning system (GPS), the Beidou system, and other positioning systems. For another example, the perception system 110 may also include one or more of an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera.

[0296] The display device 130 in the cockpit of the intelligent driving device 100 is primarily categorized into two types: the first is an onboard display screen; the second is a projection display screen, such as a head-up display (HUD). An onboard display screen is a physical display screen and a crucial component of the in-vehicle infotainment system. Multiple displays can be installed in the cockpit, such as a digital instrument panel and a central control panel. In some possible implementations, one or more of these onboard displays can be a human-machine interface (HMI); for example, the central control panel can be an HMI. A head-up display, also known as a head-up display system, is primarily used to display driving information such as speed and navigation on a display device in front of the driver (e.g., the windshield). This reduces the driver's gaze shift time, avoids pupil changes caused by gaze shifts, and improves driving safety and comfort. Examples of HUDs include combined head-up display (C-HUD), windshield head-up display (W-HUD), and augmented reality head-up display (AR-HUD).

[0297] Some or all functions of the intelligent driving device 100 can be controlled by a computing platform 150. The computing platform 150 may include processors 151 to 15n. A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with the ability to read and execute instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. The logical relationships of the hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory for storing instructions, and some or all of the processors 151 to 15n may call the instructions in the memory to implement corresponding functions.

[0298] The computing platform 150 can control the operation of the intelligent driving system, which can include an advanced driving assistant system (ADAS) and an autonomous driving system (ADS). The intelligent driving system utilizes a variety of sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, cameras, ultrasonic sensors, global positioning system, inertial measurement unit) to obtain information from the vehicle's surroundings, analyze and process the information obtained, and implement functions such as obstacle perception, target recognition, vehicle positioning, path planning, and driver monitoring / reminders, thereby improving the safety, automation, and comfort of vehicle driving.

[0299] At different levels of automated driving (or intelligent driving levels), intelligent driving systems can provide varying degrees of driver assistance based on artificial intelligence algorithms and information from multiple sensors. These levels are based on the Society of Automotive Engineers (SAE) classification system. Level 0 is no automation; Level 1 is driving assistance; Level 2 is partial automation; Level 3 is conditional automation; Level 4 is high automation; and Level 5 is full automation. At levels 1 through 3, monitoring and responding to road conditions are performed jointly by the driver and the system, with the driver taking over dynamic driving tasks. At levels 4 and 5, the driver transitions completely to the role of passenger. Currently, intelligent driving system features include, but are not limited to, adaptive cruise control, automatic emergency braking, automated parking, blind spot monitoring, front cross traffic alert / braking, rear cross traffic alert / braking, forward collision warning, lane departure warning, lane keep assist, rear collision warning, traffic sign recognition, traffic jam assistance, and highway assistance. It should be understood that the various functions described above may have specific modes at different driving levels (L0-L5), and the higher the driving level, the smarter the corresponding mode.

[0300] Figure 11 FIG1 shows a schematic diagram of the architecture of an intelligent driving system provided by an embodiment of the present application. Figure 11 As shown, the intelligent driving system 200 includes a perception module 210 , a human-computer interaction module 220 , a display module 230 and a control module 240 .

[0301] The perception module 210 may include Figure 10The one or more cameras or one or more radar sensors in the perception system 110 are used to collect environmental information about the vehicle's area, such as parking space lines and obstacles. The perception module 210 can also process the collected environmental information to create a world model of roads, obstacles, and other features for downstream modules (e.g., the human-computer interaction module 220 and the control module 240). The perception module 210 can transmit the collected and / or determined information to the control module 240. The perception module 210 may include at least one of the aforementioned perception devices.

[0302] The human-computer interaction module 220 may include Figure 10 One or more of the display devices 130 shown in the figure may include, for example, an HMI; the human-computer interaction module 220 may also include a sound generating device (such as a speaker, a sound, etc.) and a sound receiving device (such as a microphone). The display module 230 may include Figure 10 One or more of the display devices 130 shown, the display module 230 can display the vehicle interface. The human-computer interaction module 220 can receive user commands (including voice commands, commands generated by the touch screen, etc.), and then control the changes of the interface displayed by the display module 230 according to the commands.

[0303] The control module 240 may include Figure 10 One or more processors in the computing platform 150 shown in .

[0304] It should be understood that the above modules are only examples, and in actual applications, the above modules may be added or deleted according to actual needs.

[0305] Optionally, the above Figure 2 or Figure 3 The vehicle control method shown may be carried in a vehicle operating system (VOS) of the vehicle in the form of an executable file.

[0306] It is understood that in the embodiments of the present application, the electronic device can perform some or all of the steps in the embodiments of the present application. These steps or operations are merely examples, and the embodiments of the present application can also perform other operations or variations of various operations. In addition, the various steps can be performed in a different order than those presented in the embodiments of the present application, and it is possible that not all operations in the embodiments of the present application need to be performed.

[0307] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0308] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0309] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0310] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

[0311] The above is only a specific implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: The vehicle control method includes: Determining that a road section to be traversed by a first wheel of a vehicle includes a first area; the adhesion coefficient of the first area is smaller than the adhesion coefficient of an area adjacent to the first area, and the first wheel includes one or a group of wheels that obtain torque; Before the first wheel passes through the first area, if the torque obtained by the first wheel is greater than or equal to the first torque, the torque output to the first wheel is controlled so that the torque of the first wheel when passing through the first area is less than the first torque.

2. The method according to claim 1, characterized in that Determining that the road section that the first wheel of the vehicle will pass through includes the first area includes: The first area is determined based on data output by a sensor, wherein the sensor includes at least one of an image sensor, a wheel speed sensor, and an inertial sensor.

3. The method according to claim 2, characterized in that In a case where the sensor includes the wheel speed sensor and the inertial sensor, determining, based on data output by the sensors, that the road section that the first wheel of the vehicle is about to pass through includes the first area, includes: Based on at least one of the rotation speed output by the wheel speed sensor and the longitudinal acceleration and the vertical acceleration output by the inertial sensor, it is determined that the road section that the first wheel will pass through includes the first area.

4. The method according to claim 3, characterized in that The determining, based on at least one of the rotation speed output by the wheel speed sensor and the longitudinal acceleration and the vertical acceleration output by the inertial sensor, that the road section that the first wheel will pass through includes the first area includes: If a first condition is met, determining that the road section that the first wheel will pass through includes the first area; The first condition includes at least one of the following: an absolute value of a difference between a first vehicle speed and a center-of-mass speed of the vehicle is greater than the first threshold, the first vehicle speed being obtained based on wheel parameters of a second wheel and a rotation speed of the second wheel output by the wheel speed sensor, and the second wheel and the first wheel successively passing through the first area; The longitudinal acceleration fluctuation value is greater than the second threshold, and the longitudinal acceleration fluctuation value is the difference between the maximum longitudinal acceleration and the minimum longitudinal acceleration output by the inertial sensor within the first time period; The vertical acceleration fluctuation value is greater than the third threshold, and the vertical acceleration fluctuation value is the difference between the maximum vertical acceleration and the minimum vertical acceleration output by the inertial sensor within the first time period.

5. The method according to claim 4, characterized in that The first condition also includes at least one of the following: an absolute value of the required torque of the power device corresponding to the second wheel is greater than a fourth threshold; The center-of-mass speed of the vehicle is less than a fifth threshold.

6. The method according to any one of claims 1 to 5, characterized in that The controlling the torque output to the first wheel so that the torque of the first wheel when passing through the first area is less than the first torque includes: Adjusting the wheel torque distribution ratio of the vehicle so that the torque of the first wheel when passing through the first area is less than the first torque, the wheel torque distribution ratio including: a proportion of the torque distributed to each wheel of the vehicle; and / or, The required torque of the power device corresponding to the first wheel is reduced by a first value, and the required torque of the power device corresponding to the second wheel is increased by the first value, so that the torque of the first wheel when passing through the first area is less than the first torque.

7. The method according to any one of claims 1 to 6, characterized in that The vehicle control method further includes: When the wheel torque distribution ratio of the vehicle is adjusted, the adjusted wheel torque distribution ratio is maintained for a second time period.

8. The method according to claim 7, characterized in that The second duration satisfies the following conditions: greater than or equal to 5 minutes and less than or equal to 40 minutes.

9. The method according to any one of claims 1 to 8, characterized in that The vehicle control method further includes: The torque output to the first wheel is controlled so that the torque of the first wheel after passing through the first area is greater than the torque of the first wheel when passing through the first area.

10. A vehicle control device, characterized in that: Comprising means for performing the method according to any one of claims 1 to 9.

11. A vehicle control device, characterized in that: The method comprises a processor configured to execute the method according to any one of claims 1 to 9.

12. A chip, characterized in that: The chip includes a logic circuit and an interface, wherein the logic circuit and the interface are coupled; The interface is used to input and / or output information, and the logic circuit is used to execute the method according to any one of claims 1 to 9.

13. A vehicle, characterized in that: The vehicle control device according to claim 10, or the vehicle control device according to claim 11, or the chip according to claim 12.

14. A computer-readable storage medium, characterized in that The computer-readable storage medium is used to store a computer program. When the computer program is executed, the method according to any one of claims 1 to 9 is performed.

15. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed, the method according to any one of claims 1 to 9 is performed.

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