Vehicle control method, device and equipment for skid resistance and storage medium

Abstract

The invention relates to an anti-skid vehicle control method, device and equipment and a storage medium, and the method comprises the steps: responding to a starting instruction of a vehicle, controlling a tire to rotate through a steering motor of the tire, and obtaining the current information of the steering motor; determining steering torque information of the tire according to the current information; wherein the steering torque information represents the torque required for overcoming the road surface resistance when the tire rotates; controlling output torque information of the vehicle according to the steering torque information; wherein the output torque information represents the torque output by an engine of the vehicle, and the output torque information is used for controlling the vehicle to run. The output torque information is determined before the vehicle is started, so that the vehicle is prevented from slipping during starting, and the vehicle driving safety is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle driving technology, and in particular to a vehicle control method, device, equipment and storage medium for anti-skid. Background Art

[0002] Different types of road surfaces have different adhesion levels, and vehicles may slip when driving on different road surfaces, affecting driving safety. For example, vehicles are more likely to slip on icy, snowy, or slippery roads.

[0003] The output torque of a vehicle affects the adhesion between the vehicle and the ground. Therefore, the output torque of the vehicle needs to be controlled to improve the safety of vehicle driving. Summary of the Invention

[0004] The object of the present invention is to provide a vehicle control method, device, equipment and storage medium for anti-skid, so as to improve the safety of vehicle driving.

[0005] In a first aspect, the present invention provides a vehicle control method for anti-skid, comprising:

[0006] In response to a vehicle start command, the tire is controlled to rotate by a steering motor of the tire to obtain current information of the steering motor;

[0007] Determining the steering torque information of the tire based on the current information; wherein the steering torque information represents the torque required by the tire to overcome road resistance when rotating;

[0008] The output torque information of the vehicle is controlled according to the steering torque information; wherein the output torque information represents the torque output by the engine of the vehicle, and the output torque information is used to control the driving of the vehicle.

[0009] In a second aspect, the present invention provides a vehicle control device for preventing skidding, comprising:

[0010] a current determining unit, configured to control the tire to rotate via a tire steering motor in response to a vehicle start command, and obtain current information of the steering motor;

[0011] a torque determination unit, configured to determine steering torque information of the tire based on the current information; wherein the steering torque information represents the torque required by the tire to overcome road resistance when rotating;

[0012] A vehicle control unit is used to control the output torque information of the vehicle according to the steering torque information; wherein the output torque information represents the torque output by the vehicle's engine, and the output torque information is used to control the vehicle's driving.

[0013] In a third aspect, the present invention provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0014] The memory stores computer-executable instructions;

[0015] The processor executes the computer-executable instructions stored in the memory to implement the method according to the first aspect.

[0016] In a fourth aspect, the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the method described in the first aspect.

[0017] In a fifth aspect, the present invention provides a computer program product, comprising a computer program, which implements the method described in the first aspect when executed by a processor.

[0018] The present invention provides a vehicle control method, device, equipment and storage medium for anti-skid. By responding to the vehicle's start-up command, the tire can be controlled to automatically rotate through the tire's steering motor before the vehicle starts, thereby obtaining the current information flowing through the steering motor. Based on the current information, the steering torque information required for the tire to rotate can be determined. Based on the steering torque information, the adhesion coefficient of the road surface can be determined, that is, the type of road surface can be obtained, thereby controlling the output torque information of the vehicle, so that the vehicle can drive safely on different types of road surfaces. By controlling the tire to swing slightly before the vehicle starts, the output torque can be limited by the size of the tire's steering torque, which has the effect of preventing skidding at the start and improves the safety of vehicle driving. The user only needs to start the vehicle normally without performing additional operations, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0020] Figure 1 A schematic flow chart of a vehicle control method for anti-skid provided in an embodiment of the present invention;

[0021] Figure 2 A schematic flow chart of a vehicle control method for anti-skid provided in an embodiment of the present invention;

[0022] Figure 3 A schematic flow chart of a vehicle control method for anti-skid provided in an embodiment of the present invention;

[0023] Figure 4A structural block diagram of a vehicle control device for anti-skid provided by an embodiment of the present invention;

[0024] Figure 5 A structural block diagram of a vehicle control device for anti-skid provided by an embodiment of the present invention;

[0025] Figure 6 A structural block diagram of an electronic device provided by an embodiment of the present invention;

[0026] Figure 7 This is a structural block diagram of an electronic device provided by an embodiment of the present invention.

[0027] The above drawings illustrate specific embodiments of the present invention, which will be described in more detail below. These drawings and the accompanying description are not intended to limit the scope of the present invention in any way, but rather to illustrate the concept of the present invention to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0028] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0029] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0030] In the description of the present invention, it should be understood that the terms "first", "second", "third", etc. are only used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence, nor can they be understood as indicating or implying relative importance. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances. In addition, in the description of the present invention, unless otherwise specified, "multiple" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the previous and subsequent associated objects are in an "or" relationship.

[0031] It should be noted that due to space limitations, this specification does not exhaustively list all optional implementation methods. After reading this specification, those skilled in the art should be able to understand that as long as the technical features do not contradict each other, any combination of technical features can constitute an optional implementation method. The following is a detailed description of each embodiment.

[0032] As people's requirements for vehicle driving increase, vehicles need to implement different driving strategies for different road surfaces. For example, the output torque of the electric motor can be determined based on the actual road conditions to ensure safe driving on the road. In other words, the vehicle needs to accurately obtain information about the external environment and road conditions. For example, it is necessary to determine the road adhesion coefficient. As a key parameter that expresses the interaction between the road surface and the tire, the road adhesion coefficient is an important input for decision-making and planning of intelligent electric vehicles. Determining the accurate road adhesion coefficient is crucial to improving the vehicle's operational stability, active safety, and ride comfort.

[0033] The road adhesion coefficient cannot be measured directly, so it must be determined using information from the external environment. For example, a camera can capture road images and perform image recognition to determine the road type, thereby obtaining the corresponding road adhesion coefficient. However, this method requires a high-performance computing platform, and the quality of the image capture affects the accuracy of the determination, which in turn affects driving safety.

[0034] Currently, vehicle anti-skid control is mostly performed while the vehicle is in motion. This results in poor image quality at high speeds, impacting control effectiveness. Furthermore, performing control after the vehicle is already moving can cause the vehicle to slip at the start, impacting the user's driving experience.

[0035] The present invention provides a vehicle control method, device, equipment and storage medium for anti-skid, which are intended to solve the above technical problems in the prior art.

[0036] The following describes in detail the technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems using specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The following embodiments of the present invention are described in conjunction with the accompanying drawings.

[0037] Figure 1 FIG. 1 is a flow chart of a vehicle control method for anti-skid according to an embodiment of the present invention. The method can be executed by a vehicle control device for anti-skid. Figure 1 As shown, the method includes the following steps:

[0038] S101 : In response to a vehicle start command, control a tire to rotate by a steering motor of the tire to obtain current information of the steering motor.

[0039] For example, different road surface types can affect a vehicle's driving performance. For example, on icy, snowy, or slippery roads, a vehicle's tires may slip, affecting driving safety. The steering torque of the tires during driving may vary depending on the road surface. Therefore, it is necessary to determine the steering torque of the vehicle's tires on different road surfaces to ensure safe driving.

[0040] If the steering torque of the tire is obtained while the vehicle is traveling, the vehicle may have already slipped. Therefore, the steering torque of the tire can be determined before the vehicle travels.

[0041] Before the vehicle is driven, if it responds to the vehicle's start-up command, that is, the vehicle is awakened, the vehicle's tires can be controlled to automatically swing slightly so that the tires rub against the ground. The vehicle's tires can correspond to their own steering motors, and the steering motors can control the rotation of the tires. When the tires rotate, current can flow through the steering motors. That is, when it is determined that the vehicle is awakened, the tires can be controlled to rotate by the tire's steering motors, and the magnitude of the current flowing through the steering motors can be determined as current information. This embodiment can be applied to steer-by-wire vehicles to estimate the adhesion of the tires to the ground before starting, so as to control the TCS (Traction Control System) and other anti-skid functions of the vehicle in advance. Steer-by-wire vehicles eliminate the physical mechanical connection between the steering wheel and the front-wheel steering mechanism, and use electronic signals and electronically controlled actuators to achieve the steering function.

[0042] For example, the driver can issue a start command by pressing the start button, stepping on the brake pedal, and / or unlocking the remote control key. After the vehicle responds to the start command, it controls the steering motor of the tire to rotate, and the steering motor can drive the tire to rotate after rotating. For example, the steering motor performs sinusoidal swing at a certain angle and angular velocity for a period of time, causing the tire to swing for a period of time. During the swinging process, the vehicle can collect current information. For example, the current information flowing through the steering motor can be collected by the EPS (Electric Power Steering Controller) controller at a preset sampling frequency. The current value of the steering motor over a period of time can also be collected, and the average value can be calculated as the current information.

[0043] In this embodiment, in response to a vehicle start-up command, the tire is controlled to rotate by the tire steering motor to obtain current information of the steering motor, including: in response to the vehicle start-up command, within a preset time window, the tire is controlled to rotate at a preset angle by the tire steering motor; and the current information of the steering motor within the preset time window is collected.

[0044] Specifically, the user issues a start command to the vehicle. The vehicle responds by controlling the steering motors of the tires to rotate. For example, the steering motors corresponding to each of the four tires can be controlled to rotate. A time window can be preset, for example, 1 second, indicating that the steering motor rotates for 1 second. The steering motor then controls the rotation of the tires, meaning that the tires also rotate for 1 second. This preset time window is sufficient to collect steady-state current without causing user-perceived delays due to excessive time.

[0045] The tire rotation angle is preset to ±3°, meaning the four tires will oscillate slightly at ±3° multiple times for 1 second. The oscillation frequency can be preset to achieve multiple micro-oscillations without visible vehicle movement.

[0046] During tire rotation, the instantaneous current flowing through the steering motor can be collected based on a preset sampling frequency, and current information can be obtained based on one or more collected instantaneous currents. The average or maximum value of the multiple instantaneous currents can be used as the current information.

[0047] This setup offers the advantage of a slight tire oscillation that doesn't cause the vehicle to move, yet generates a measurable steering resistance torque, improving the user experience. Furthermore, the vehicle's existing EPS motor, position sensor, and current sensor can be reused, significantly reducing costs.

[0048] S102. Determine the steering torque information of the tire based on the current information; wherein the steering torque information represents the torque required by the tire to overcome road resistance when rotating.

[0049] Exemplarily, there may be a preset correlation between the current information of the steering motor and the torque of the steering motor. For example, the current information of the steering motor may be proportional to its own torque. The steering torque of the tire is obtained from the torque of the steering motor. Therefore, the magnitude of the steering torque of the tire can be determined based on the current information as the steering torque information. For example, the torque of the steering motor can be used as the steering torque of the tire. The steering torque information can characterize the torque required for the tire to overcome the road resistance when rotating, that is, the ground reaction torque that the tire is subjected to around the kingpin axis. After obtaining the torque of the motor itself, it can be directly associated with the ground reaction torque that the tire is subjected to, avoiding the cost of installing additional sensors. In this embodiment, the current signal can be converted into a mechanical quantity, so that the subsequent calculation of the road adhesion coefficient has physical meaning.

[0050] In this embodiment, each of the four tires of the vehicle may correspond to a steering motor. Each steering motor may control the rotation of its corresponding tire. Current information of each steering motor may be obtained, and each current information may be used to determine a steering torque information. In other words, the steering torque information of the four tires may be obtained.

[0051] S103 . Control the output torque information of the vehicle according to the steering torque information. The output torque information represents the torque output by the engine of the vehicle, and the output torque information is used to control the driving of the vehicle.

[0052] For example, when a vehicle is traveling on different roads, it is necessary to control the size of the vehicle's output torque, that is, the output torque information. The output torque information can represent the torque output by the vehicle's engine. For example, it can be a torque request value sent by the vehicle's VCU (Vehicle Control Unit) to the motor controller, which is used to control the vehicle's driving so that the vehicle can travel safely on the road. Different roads have different road adhesion coefficients, and the road adhesion coefficient can represent the static friction coefficient between the tire and the ground. The road adhesion coefficient can be reflected in the steering torque of the vehicle tire. The smoother the road surface, the smaller the steering torque of the tire. Therefore, the road adhesion coefficient can be determined by the steering torque information of the tire, thereby adjusting the vehicle's output torque information to avoid wheel slippage.

[0053] In this embodiment, a mechanical model links steering torque information with the road adhesion coefficient, enabling identification of road surface type without the need for cameras or wheel speed sensors, effectively reducing costs. Output torque is also limited before the vehicle starts, eliminating the need for additional user input. Once the driver releases the brake pedal, the vehicle can start normally using the limited output torque. In other words, user operations are the same as with traditional vehicles: brake, start, release the brake, and then accelerate. Anti-skid intervention is transparent, eliminating user friction caused by complex functions.

[0054] This embodiment uses the steering motor to actively swing the tires before starting, converting the road adhesion coefficient into measurable steering torque information, thereby dynamically limiting the driving torque. This system only reuses the EPS motor and existing sensors, resulting in extremely low cost. The output torque information is determined based on a mechanical model, resulting in less error than the traditional wheel speed difference method. In terms of user experience, the user experience is seamless, preventing false triggering and reducing the probability of slipping during starting, effectively improving safety.

[0055] An embodiment of the present invention provides a vehicle control method for anti-skid. By responding to the vehicle's start-up command, the tire can be controlled to automatically rotate through the tire's steering motor before the vehicle starts, thereby obtaining current information flowing through the steering motor. Based on the current information, the steering torque information required for the tire to rotate can be determined. Based on the steering torque information, the adhesion coefficient of the road surface can be determined, that is, the type of road surface can be obtained, thereby controlling the output torque information of the vehicle, so that the vehicle can drive safely on different types of road surfaces. By controlling the tire to swing slightly before the vehicle starts, the output torque can be limited by the size of the tire's steering torque, which has the effect of preventing skidding at the start and improving the safety of vehicle driving. The user only needs to start the vehicle normally without performing additional operations, thereby improving the user experience.

[0056] Figure 2 A schematic flow chart of a vehicle control method for anti-skid provided in an embodiment of the present invention is provided. This embodiment is an optional embodiment based on the above embodiment.

[0057] In this embodiment, the steering torque information of the tire is determined based on the current information, including: determining the motor torque information of the steering motor based on the current information; wherein the motor torque information represents the torque output by the steering motor; obtaining the motor loss information, and determining the steering torque information of the tire based on the motor torque information and the motor loss information; wherein the motor loss information represents the information of the torque lost by the steering motor during rotation.

[0058] like Figure 2 As shown, the method includes the following steps:

[0059] S201 : In response to a vehicle start command, control the tire to rotate by using the tire steering motor to obtain current information of the steering motor.

[0060] For example, this step may refer to the above-mentioned step S101 and will not be described in detail.

[0061] S202 : Determine motor torque information of the steering motor according to the current information; wherein the motor torque information represents the torque output by the steering motor.

[0062] For example, the current information of the tire's steering motor can be determined. For example, for each tire, the current information of the tire's steering motor can be obtained, and the motor torque information of the steering motor can be determined based on the current information. In other words, motor torque information can be determined for each steering motor. The motor torque information can represent the total torque output by the steering motor, that is, the electromagnetic output torque of the motor.

[0063] There can be a preset relationship between current information and motor torque information, for example, a positive correlation between current information and motor torque information. A calculation formula for the relationship between current information and motor torque information can be pre-set, and the motor torque information can be directly obtained by substituting the current information into the calculation formula. In this embodiment, the process of determining motor torque information can be completed within the existing MCU (Microcontroller Unit) of the EPS, without the need for additional hardware.

[0064] In this embodiment, determining the motor torque information of the steering motor based on the current information includes: obtaining a preset motor torque constant, and determining the motor torque information of the steering motor based on the current information and the preset motor torque constant; the motor torque information is characterized as:

[0065] T m =K×I;

[0066] Among them, T m is the motor torque information, K is the preset motor torque constant, and I is the current information.

[0067] Specifically, a torque constant K is preset, and the unit can be N·m / A. For example, K can be 0.5N·m / A. Each steering motor can correspond to a K, and each K can be the same or different. Based on the torque constant K and the current information I, the motor torque information T can be calculated. m For example, the motor torque constant K is multiplied by the current information I to obtain the motor torque information.

[0068] The beneficial effect of this arrangement is that by obtaining a preset motor torque constant and adopting a linear formula, the storage and computing resources required for table lookup or neural network can be avoided, thereby improving the efficiency of vehicle control.

[0069] In this embodiment, obtaining a preset motor torque constant includes: obtaining current motor temperature information; determining a preset motor torque constant corresponding to the current motor temperature information based on a preset first association relationship; wherein the preset first association relationship represents the association relationship between the motor temperature information and the preset motor torque constant.

[0070] Specifically, the temperature of the steering motor can be collected in real time or periodically as motor temperature information. Multiple motor torque constants are pre-set, along with a first association relationship, the first association relationship including associations between different motor temperature information and different preset motor torque constants. Current motor temperature information is obtained, and a preset motor torque constant corresponding to the current motor temperature information is searched, thereby calculating motor torque information based on the preset motor torque constant.

[0071] Alternatively, a functional relationship between the motor temperature information and the motor torque constant may be preset, and the motor torque constant may be calculated based on the preset functional relationship. For example, for every 10°C increase in motor temperature, the motor torque constant decreases by 0.5% of a preset value.

[0072] The beneficial effect of this setting is that it monitors the motor temperature and dynamically adjusts K according to temperature changes to achieve temperature compensation, improve the accuracy of determining motor torque information, and thus improve the safety of vehicle starting.

[0073] S203 , obtaining motor loss information, and determining tire steering torque information based on the motor torque information and the motor loss information; wherein the motor loss information represents information about the torque lost by the steering motor during rotation.

[0074] Exemplarily, the motor loss information may represent information related to losses incurred by the steering motor during rotation. For example, it may include torque lost by the motor and mechanical transmission chain during swinging. In this embodiment, the motor loss information may include various types of information, including calculated lost torque, such as dry friction torque, rack-and-pinion meshing friction torque, and viscous damping torque. The motor loss information may also include preset parameters used to calculate the lost torque, such as angular velocity, equivalent inertia, and gearbox efficiency.

[0075] Motor loss information can be directly obtained as a preset parameter or calculated using preset parameters. In this embodiment, the method for obtaining motor loss information is not specifically limited. For example, during off-line vehicle calibration, the same oscillation can be performed under no-load lifting conditions to measure dry friction torque and rack-and-pinion meshing friction torque. Alternatively, the EPS controller can obtain viscous damping torque by differentiating the position sensor.

[0076] In fact, the steering torque applied to the tire needs to deduct the losses of the transmission system, such as gear friction and inertial resistance, and the remaining torque is what is needed to overcome the road resistance. Therefore, the steering torque information of the tire can be obtained based on the motor torque information and the motor loss information to achieve loss compensation. For example, the amount of torque lost by the steering motor can be calculated based on the motor torque information, and then the lost torque can be subtracted from the motor torque information to obtain the steering torque information. In this embodiment, the swing angular acceleration of the steering motor can be dω / dt≈0, so the loss in the inertial dimension can be ignored. This embodiment eliminates the interference of internal friction and damping of the steering system on the results through the loss compensation mechanism, thereby improving the control accuracy of the vehicle.

[0077] In this embodiment, the motor loss information includes the angular acceleration, equivalent inertia, friction torque, and gearbox efficiency of the steering motor; the steering torque information of the tire is determined based on the motor torque information and the motor loss information, including: determining the initial torque information based on the motor torque information, angular acceleration, and equivalent inertia; wherein the initial torque information represents the torque after the steering motor overcomes the inertial resistance; and determining the steering torque information of the tire based on the initial torque information, friction torque, and gearbox efficiency.

[0078] Specifically, motor loss information can include the steering motor's angular acceleration, equivalent inertia, friction torque, and gearbox efficiency. Angular acceleration is the rate of change of the steering motor's rotor angular velocity, which can be derived by differentiating the position sensor. Equivalent inertia is the vehicle's rotational inertia converted to the motor shaft and can be pre-calibrated. Friction torque is motor speed-dependent, including rack dry friction and seal resistance, for example, and can also be obtained through offline calibration. Gearbox efficiency is the efficiency of the motor torque transmitted through the gearbox to the rack, which can be obtained through a table lookup.

[0079] A calculation formula for the initial torque information is pre-set. The initial torque information represents the torque after the steering motor overcomes the inertial resistance. That is, the torque after overcoming the inertial resistance needs to be determined based on the angular acceleration and equivalent inertia. The motor torque information, angular acceleration, and equivalent inertia are substituted into the preset calculation formula to obtain the initial torque information. For example, the inertia moment of the motor during acceleration / deceleration can be determined based on the angular acceleration and equivalent inertia, and then the inertia moment can be subtracted from the motor torque information to obtain the initial torque information. It is worth noting that when the motor is in steady-state operation, the angular acceleration can be 0.

[0080] In addition to eliminating the effects of inertia, gear friction losses must also be deducted. In other words, all transmission system losses must be deducted, including gear friction and inertial resistance. This means that, based on the initial torque information, the transmission system efficiency can be further compensated for based on friction torque and gearbox efficiency to obtain steering torque information. Specifically, a formula for calculating steering torque information can be pre-defined, and the initial torque information, friction torque, and gearbox efficiency can be substituted into this formula to obtain the steering torque information.

[0081] The beneficial effect of this setting is that the torque output by the motor is restored to the actual interaction torque between the tire and the ground. By compensating for inertia, friction, and efficiency, the motor's electromagnetic torque is restored to the net reaction torque of the tire, meeting the accuracy requirements of the anti-slip torque limit without adding additional costs.

[0082] In this embodiment, the initial torque information is represented as:

[0083] T i =T m -J×α;

[0084] Among them, T i is the initial torque information, T m is the motor torque information, J is the equivalent inertia, and α is the angular acceleration.

[0085] Specifically, the equivalent inertia is multiplied by the angular acceleration to obtain the motor's moment of inertia during acceleration and deceleration. This moment of inertia is then subtracted from the motor torque information to obtain the initial torque information. If the angular acceleration is 0, the initial torque information is equal to the motor torque information.

[0086] The beneficial effect of this setting is that it eliminates the influence of the inertia torque during motor acceleration / deceleration, accurately reflects the static torque, and improves the accuracy of vehicle control.

[0087] In this embodiment, the steering torque information is represented as:

[0088] T o =T i ×η-T f ;

[0089] Among them, T o is the steering torque information, T i is the initial torque information, η is the gearbox efficiency, T f is the friction torque.

[0090] Specifically, the initial torque information is multiplied by the gearbox efficiency and then the friction torque is subtracted to obtain the steering torque information. This is then compensated for the transmission system efficiency to obtain the steering torque information. For example, if the measured current is 8A, the motor torque constant is 0.5, the friction torque is 0.2Nm, the gearbox efficiency is 0.9, the motor speed is stable, and the angular acceleration is 0, then the steering torque information is 0.5 × 8 × 0.9 - 0.2 = 3.4Nm.

[0091] The beneficial effect of this setting is that by deducting the losses in the transmission system, such as gear friction and inertial resistance, the torque required to overcome road resistance is obtained, the accuracy of determining the steering torque information is improved, and the vehicle is accurately controlled to achieve anti-skid starting.

[0092] S204 . Control the output torque information of the vehicle according to the steering torque information. The output torque information represents the torque output by the engine of the vehicle, and the output torque information is used to control the driving of the vehicle.

[0093] For example, this step may refer to the above-mentioned step S103 and will not be described in detail.

[0094] An embodiment of the present invention provides a vehicle control method for anti-skid. By responding to the vehicle's start-up command, the tire can be controlled to automatically rotate through the tire's steering motor before the vehicle starts, thereby obtaining current information flowing through the steering motor. Based on the current information, the steering torque information required for the tire to rotate can be determined. Based on the steering torque information, the adhesion coefficient of the road surface can be determined, that is, the type of road surface can be obtained, thereby controlling the output torque information of the vehicle, so that the vehicle can drive safely on different types of road surfaces. By controlling the tire to swing slightly before the vehicle starts, the output torque can be limited by the size of the tire's steering torque, which has the effect of preventing skidding at the start and improving the safety of vehicle driving. The user only needs to start the vehicle normally without performing additional operations, thereby improving the user experience.

[0095] Figure 3 A schematic flow chart of a vehicle control method for anti-skid provided in an embodiment of the present invention is provided. This embodiment is an optional embodiment based on the above embodiment.

[0096] In this embodiment, the output torque information of the vehicle is controlled based on the steering torque information, including: determining a road adhesion coefficient corresponding to the steering torque information based on a preset second association relationship; wherein the preset second association relationship represents the association between the steering torque information and the road adhesion coefficient; and controlling the output torque information of the vehicle based on the road adhesion coefficient corresponding to the steering torque information.

[0097] like Figure 3 As shown, the method includes the following steps:

[0098] S301 : In response to a vehicle start instruction, control the tire to rotate by using the tire steering motor to obtain current information of the steering motor.

[0099] For example, this step may refer to the above-mentioned step S101 and will not be described in detail.

[0100] S302: Determine the steering torque information of the tire based on the current information; wherein the steering torque information represents the torque required by the tire to overcome road resistance when rotating.

[0101] For example, this step may refer to the above-mentioned step S102 and will not be described in detail.

[0102] S303 . Determine a road adhesion coefficient corresponding to the steering torque information according to a preset second association relationship. The preset second association relationship represents an association relationship between the steering torque information and the road adhesion coefficient.

[0103] For example, steering torque information is the compensated net tire reaction torque, which can be calculated from a combination of motor torque, inertia, friction, efficiency, and other factors. The road adhesion coefficient can range from 0 to 1, with different road adhesion coefficients representing different road surface types. For example, a road adhesion coefficient greater than or equal to 0.9 corresponds to dry asphalt or concrete; a road adhesion coefficient between 0.7 and 0.9 corresponds to wet asphalt or lightly worn road surfaces; and a road adhesion coefficient between 0.5 and 0.7 corresponds to gravel or compacted snow.

[0104] Different associations between steering torque information and road adhesion coefficients are pre-set as the second association. For example, when the steering torque information is between 80 and 100, the corresponding road adhesion coefficient is greater than or equal to 0.9; when the steering torque information is between 60 and 79, the corresponding road adhesion coefficient is between 0.7 and 0.9. Table 1 is a schematic diagram of the second association.

[0105] Table 1 Schematic diagram of the second association relationship

[0106] Steering torque information (Nm) Road adhesion coefficient Road surface type 80～100 μ≥0.9 Dry asphalt / concrete 60～79 0.7≤μ<0.9 Wet asphalt / lightly worn road surface 40～59 0.5≤μ<0.7 Gravel road / compacted snow 20～39 0.3≤μ<0.5 Loose snow / thin ice <20 μ<0.3 Ice / slippery mud

[0107] After the steering torque information is obtained, the road adhesion coefficient corresponding to the steering torque information can be found according to the preset second association relationship, thereby determining the road adhesion coefficient that cannot be directly measured.

[0108] After responding to the start command, a random or commanded tire can be controlled to rotate. For example, only one tire can be rotated. If only one tire rotates, the rotational torque information of that tire is obtained, and the corresponding road adhesion coefficient is determined. If multiple tires rotate, for example, all four tires rotate, the corresponding road adhesion coefficient can be determined for each rotating tire, and the minimum road adhesion coefficient is determined as the final road adhesion coefficient. Alternatively, the rotational torque information of each tire can be compared to determine the minimum value of the rotational torque information, and the road adhesion coefficient corresponding to the minimum value is determined as the final road adhesion coefficient.

[0109] S304: Control the output torque information of the vehicle according to the road adhesion coefficient corresponding to the steering torque information.

[0110] For example, when a vehicle travels on different road types, the required output torque information varies. Specifically, the vehicle's output torque information varies for different road adhesion coefficients. Based on the determined road adhesion coefficient, the vehicle's output torque information can be determined, and vehicle travel can be controlled accordingly. This allows the vehicle's output torque information to be adjusted based on the road adhesion coefficient, allowing the vehicle to travel according to the adjusted output torque information. For example, different road adhesion coefficients correspond to different output torque information. Based on a preset correspondence, the vehicle's output torque information is controlled to correspond to the road adhesion coefficient.

[0111] In this embodiment, the output torque information of the vehicle is controlled based on the road adhesion coefficient corresponding to the steering torque information, including: determining an output torque threshold of the engine in the vehicle based on the road adhesion coefficient corresponding to the steering torque information; wherein the output torque threshold represents the maximum torque allowed to be output by the transmitter; and controlling the output torque information of the vehicle based on the output torque threshold.

[0112] Specifically, the output torque threshold refers to the maximum torque limit allowed by the engine. A pre-set relationship between the road adhesion coefficient and the output torque threshold can be used. Once the road adhesion coefficient is determined, the output torque threshold corresponding to that road adhesion coefficient can be determined based on this relationship, thereby converting the non-measurable road adhesion coefficient into a torque limit that the engine can directly enforce. For example, an initial output torque is preset. If the road adhesion coefficient is greater than or equal to 0.9, the output torque threshold is 100% of the initial output torque; if the road adhesion coefficient is between 0.7 and 0.9, the output torque threshold is limited to 85% of the initial output torque; if the road adhesion coefficient is between 0.5 and 0.7, the output torque threshold is limited to 60% of the initial output torque; if the road adhesion coefficient is between 0.3 and 0.5, the output torque threshold is limited to 40% of the initial output torque; and if the road adhesion coefficient is less than 0.3, rapid vehicle acceleration is prohibited, and creep mode is activated.

[0113] Based on the determined output torque threshold, the vehicle's output torque information is controlled so that it does not exceed the threshold to prevent tire slip. In other words, when output torque is limited, even if the user steps hard on the accelerator, the vehicle's output torque information will remain within the threshold, preventing rapid acceleration. For example, on high-adhesion surfaces, no driving reminders or control are required. On low-adhesion surfaces, such as icy or snowy ones, TCS torque control can be preemptively implemented to limit the vehicle's output torque, achieving high-precision road surface recognition and pre-positioned vehicle control. In this embodiment, relevant warnings and driving mode switching can also be performed based on road conditions, prompting the user to drive carefully and further enhancing safety.

[0114] For example, if both the left front wheel and the right rear wheel perform a 3° turn, the steering torque for the left front wheel is measured to be 45 Nm, and the steering torque for the right rear wheel is measured to be 38 Nm. Taking the minimum value of 38 Nm, the corresponding road adhesion coefficient is found to be 0.4, indicating that the road surface type is icy or snowy. The TCS automatically limits the starting torque to 40% of the initial output torque, and the ESP (Electronic Stability Program) preloads the brake pressure.

[0115] The beneficial effect of this setting is that it can accurately estimate the road adhesion coefficient without the need for additional torque sensors, providing the TCS with real-time road data, facilitating the adjustment of the vehicle's output torque, improving the accuracy of vehicle control, and enhancing vehicle driving safety.

[0116] An embodiment of the present invention provides a vehicle control method for anti-skid. By responding to the vehicle's start-up command, the tire can be controlled to automatically rotate through the tire's steering motor before the vehicle starts, thereby obtaining current information flowing through the steering motor. Based on the current information, the steering torque information required for the tire to rotate can be determined. Based on the steering torque information, the adhesion coefficient of the road surface can be determined, that is, the type of road surface can be obtained, thereby controlling the output torque information of the vehicle, so that the vehicle can drive safely on different types of road surfaces. By controlling the tire to swing slightly before the vehicle starts, the output torque can be limited by the size of the tire's steering torque, which has the effect of preventing skidding at the start and improving the safety of vehicle driving. The user only needs to start the vehicle normally without performing additional operations, thereby improving the user experience.

[0117] Figure 4 This is a structural block diagram of a vehicle control device for anti-skid provided by an embodiment of the present invention. For ease of explanation, only the parts related to the embodiment of the present disclosure are shown. Figure 4 The vehicle control device 400 for anti-skid includes: a current determination unit 401, a torque determination unit 402 and a vehicle control unit 403.

[0118] a current determining unit 401 for controlling the rotation of the tire by the tire steering motor in response to a vehicle start command, and obtaining current information of the steering motor;

[0119] a torque determination unit 402 configured to determine steering torque information of the tire based on the current information; wherein the steering torque information represents the torque required by the tire to overcome road resistance when rotating;

[0120] The vehicle control unit 403 is used to control the output torque information of the vehicle according to the steering torque information; wherein the output torque information represents the torque output by the vehicle's engine, and the output torque information is used to control the vehicle's driving.

[0121] Figure 5 A structural block diagram of a vehicle control device for anti-skid provided by an embodiment of the present invention, such as Figure 5 As shown, the vehicle control device 500 for anti-skid includes a current determination unit 501 , a torque determination unit 502 , and a vehicle control unit 503 , wherein the current determination unit 501 includes a tire rotation module 5011 and a current acquisition module 5012 .

[0122] The tire rotation module 5011 is configured to control the tire to rotate at a preset angle via the tire's steering motor within a preset time window in response to a vehicle start command;

[0123] The current acquisition module 5012 is used to acquire the current information of the steering motor within the preset time window.

[0124] In one example, the torque determination unit 502 includes:

[0125] a first determining module, configured to determine motor torque information of the steering motor according to the current information; wherein the motor torque information represents the torque output by the steering motor;

[0126] The second determination module is used to obtain motor loss information and determine the steering torque information of the tire according to the motor torque information and the motor loss information; wherein the motor loss information represents information about the torque lost by the steering motor during rotation.

[0127] In one example, the first determining module is specifically configured to:

[0128] Acquire a preset motor torque constant, and determine motor torque information of the steering motor according to the current information and the preset motor torque constant;

[0129] The motor torque information is characterized as follows:

[0130] T m =K×I;

[0131] Among them, T m is the motor torque information, K is the preset motor torque constant, and I is the current information.

[0132] In one example, the first determining module is specifically configured to:

[0133] Get the current motor temperature information;

[0134] According to a preset first association relationship, a preset motor torque constant corresponding to the current motor temperature information is determined; wherein the preset first association relationship represents the association relationship between the motor temperature information and the preset motor torque constant.

[0135] In one example, the motor loss information includes the angular acceleration, equivalent inertia, friction torque, and gearbox efficiency of the steering motor; the second determination module is specifically configured to:

[0136] Determining initial torque information based on the motor torque information, angular acceleration, and equivalent inertia; wherein the initial torque information represents the torque after the steering motor overcomes inertial resistance;

[0137] Steering torque information of the tire is determined according to the initial torque information, friction torque, and gearbox efficiency.

[0138] In one example, the initial torque information is represented as:

[0139] T i =T m -J×α;

[0140] Among them, T i is the initial torque information, T m is the motor torque information, J is the equivalent inertia, and α is the angular acceleration.

[0141] In one example, the steering torque information is represented as:

[0142] T o =T i ×η-T f ;

[0143] Among them, T o is the steering torque information, T i is the initial torque information, η is the gearbox efficiency, T f is the friction torque.

[0144] In one example, the vehicle control unit 503 includes:

[0145] a coefficient determination module, configured to determine a road adhesion coefficient corresponding to the steering torque information based on a preset second correlation relationship; wherein the preset second correlation relationship represents a correlation relationship between the steering torque information and the road adhesion coefficient;

[0146] A vehicle control module is used to control the output torque information of the vehicle according to the road adhesion coefficient corresponding to the steering torque information.

[0147] In one example, the vehicle control module is specifically configured to:

[0148] determining an output torque threshold of an engine in the vehicle based on the road adhesion coefficient corresponding to the steering torque information; wherein the output torque threshold represents a maximum torque allowed to be output by the engine;

[0149] The output torque information of the vehicle is controlled according to the output torque threshold.

[0150] Figure 6 This is a structural block diagram of an electronic device provided in an embodiment of the present application, such as Figure 6 As shown, the electronic device includes: a memory 61 and a processor 62; the memory 61 is a memory for storing instructions executable by the processor 62.

[0151] The processor 62 is configured to execute the method provided in the above embodiment.

[0152] The electronic device further includes a receiver 63 and a transmitter 64. The receiver 63 is used to receive instructions and data sent by other devices, and the transmitter 64 is used to send instructions and data to external devices.

[0153] Figure 7 This is a block diagram of an electronic device according to an exemplary embodiment. The device may be a mobile phone, a computer, a vehicle, a digital broadcast terminal, a messaging device, a game console, a tablet device, a personal digital assistant, or the like.

[0154] The apparatus 700 may include one or more of the following components: a processing component 702 , a memory 704 , a power component 706 , a multimedia component 708 , an audio component 710 , an input / output (I / O) interface 712 , a sensor component 714 , and a communication component 716 .

[0155] The processing component 702 generally controls the overall operation of the device 700, such as operations associated with display, phone calls, data communications, camera operation, and recording operations. The processing component 702 may include one or more processors 720 to execute instructions to perform all or part of the steps of the above-described method. In addition, the processing component 702 may include one or more modules to facilitate interaction between the processing component 702 and other components. For example, the processing component 702 may include a multimedia module to facilitate interaction between the multimedia component 708 and the processing component 702.

[0156] Apparatus 700 may include one or more of the following components: a processing component 702 , a memory 704 , a power component 706 , a multimedia component 708 , an audio component 710 , an input / output (I / O) interface 712 , a sensor component 714 , and a communication component 716 .

[0157] The memory 704 is configured to store various types of data to support operations on the device 700. Examples of such data include instructions for any application or method operating on the device 700, contact data, phone book data, messages, pictures, videos, etc. The memory 704 can be implemented by any type of volatile or non-volatile storage device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0158] The power supply component 706 provides power to the various components of the device 700. The power supply component 706 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the device 700.

[0159] The multimedia component 708 includes a screen that provides an output interface between the device 700 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen can be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, slides, and gestures on the touch panel. The touch sensor can not only sense the boundaries of the touch or slide action, but also detect the duration and pressure associated with the touch or slide operation. In some embodiments, the multimedia component 708 includes a front camera and / or a rear camera. When the device 700 is in an operating mode, such as a shooting mode or a video mode, the front camera and / or the rear camera can receive external multimedia data. Each front camera and rear camera can be a fixed optical lens system or have a focal length and optical zoom capability.

[0160] The audio component 710 is configured to output and / or input audio signals. For example, the audio component 710 includes a microphone (MIC), which is configured to receive external audio signals when the device 700 is in an operating mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signal can be further stored in the memory 704 or transmitted via the communication component 716. In some embodiments, the audio component 710 also includes a speaker for outputting audio signals.

[0161] I / O interface 712 provides an interface between processing component 702 and peripheral interface modules, such as a keyboard, click wheel, buttons, etc. These buttons may include but are not limited to: a home button, volume buttons, a start button, and a lock button.

[0162] The sensor assembly 714 includes one or more sensors for providing various aspects of the status assessment of the device 700. For example, the sensor assembly 714 can detect the open / closed state of the device 700, the relative positioning of components, such as the display and keypad of the device 700. The sensor assembly 714 can also detect changes in the position of the device 700 or a component of the device 700, the presence or absence of user contact with the device 700, the orientation or acceleration / deceleration of the device 700, and temperature changes of the device 700. The sensor assembly 714 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. The sensor assembly 714 may also include an optical sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor assembly 714 may also include an accelerometer, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

[0163] The communication component 716 is configured to facilitate wired or wireless communication between the device 700 and other devices. The device 700 can access a wireless network based on a communication standard, such as WiFi, 2G or 3G, or a combination thereof. In an exemplary embodiment, the communication component 716 receives a broadcast signal or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 716 also includes a near field communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on radio frequency identification (RFID) technology, infrared data association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology and other technologies.

[0164] In an exemplary embodiment, the apparatus 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-described method.

[0165] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 704 including instructions, and the instructions can be executed by the processor 720 of the apparatus 700 to perform the above method. For example, the non-transitory computer-readable storage medium can be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0166] A non-transitory computer-readable storage medium, when instructions in the storage medium are executed by a processor of an electronic device, enables the electronic device to execute the above-mentioned vehicle control method for anti-skid.

[0167] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of the present application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0168] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A vehicle control method for anti-skid, characterized in that: include: In response to a vehicle start command, the tire is controlled to rotate by a steering motor of the tire to obtain current information of the steering motor; Determining the steering torque information of the tire based on the current information; wherein the steering torque information represents the torque required by the tire to overcome road resistance when rotating; The output torque information of the vehicle is controlled according to the steering torque information; wherein the output torque information represents the torque output by the engine of the vehicle, and the output torque information is used to control the driving of the vehicle.

2. The method according to claim 1, characterized in that In response to a vehicle start command, controlling the tire to rotate by a tire steering motor to obtain current information of the steering motor includes: In response to a vehicle start command, within a preset time window, the tire is controlled by a steering motor of the tire to rotate at a preset angle; The current information of the steering motor within the preset time window is collected.

3. The method according to claim 1, characterized in that Determining the steering torque information of the tire according to the current information includes: Determining motor torque information of the steering motor based on the current information; wherein the motor torque information represents the torque output by the steering motor; Motor loss information is acquired, and steering torque information of the tire is determined based on the motor torque information and the motor loss information; wherein the motor loss information represents information about the torque lost by the steering motor during rotation.

4. The method according to claim 3, characterized in that Determining motor torque information of the steering motor according to the current information includes: Acquire a preset motor torque constant, and determine motor torque information of the steering motor according to the current information and the preset motor torque constant; The motor torque information is characterized as follows: T m =K×I; Among them, T m is the motor torque information, K is the preset motor torque constant, and I is the current information.

5. The method according to claim 4, characterized in that Get the preset motor torque constant, including: Get the current motor temperature information; According to a preset first association relationship, a preset motor torque constant corresponding to the current motor temperature information is determined; wherein the preset first association relationship represents the association relationship between the motor temperature information and the preset motor torque constant.

6. The method according to claim 3, characterized in that The motor loss information includes the angular acceleration, equivalent inertia, friction torque, and gearbox efficiency of the steering motor; and determining the steering torque information of the tire based on the motor torque information and the motor loss information, including: Determining initial torque information based on the motor torque information, angular acceleration, and equivalent inertia; wherein the initial torque information represents the torque after the steering motor overcomes inertial resistance; Steering torque information of the tire is determined according to the initial torque information, friction torque, and gearbox efficiency.

7. The method according to claim 6, characterized in that The initial torque information is characterized as follows: T i =T m -J×α; Among them, T i is the initial torque information, T m is the motor torque information, J is the equivalent inertia, and α is the angular acceleration.

8. The method according to claim 6, characterized in that The steering torque information is characterized as follows: T o =T i ×η-T f ; Among them, T o is the steering torque information, T i is the initial torque information, η is the gearbox efficiency, T f is the friction torque.

9. The method according to claim 1, characterized in that Controlling the output torque information of the vehicle according to the steering torque information includes: Determining a road adhesion coefficient corresponding to the steering torque information according to a preset second correlation relationship; wherein the preset second correlation relationship represents a correlation relationship between the steering torque information and the road adhesion coefficient; The output torque information of the vehicle is controlled according to the road adhesion coefficient corresponding to the steering torque information.

10. The method according to claim 9, characterized in that Controlling the output torque information of the vehicle according to the road adhesion coefficient corresponding to the steering torque information includes: determining an output torque threshold of an engine in the vehicle based on the road adhesion coefficient corresponding to the steering torque information; wherein the output torque threshold represents a maximum torque allowed to be output by the engine; The output torque information of the vehicle is controlled according to the output torque threshold.

11. A vehicle control device for preventing skidding, characterized in that: include: a current determining unit, configured to control the tire to rotate via a tire steering motor in response to a vehicle start command, and obtain current information of the steering motor; a torque determination unit, configured to determine steering torque information of the tire based on the current information; wherein the steering torque information represents the torque required by the tire to overcome road resistance when rotating; A vehicle control unit is used to control the output torque information of the vehicle according to the steering torque information; wherein the output torque information represents the torque output by the vehicle's engine, and the output torque information is used to control the vehicle's driving.

12. An electronic device, characterized in that: include: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 10 when executed by a processor.

14. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 10 when being executed by a processor.

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