Vehicle all-terrain recognition method and device, electronic equipment and storage medium

Abstract

The invention particularly relates to a vehicle all-terrain recognition method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining the current steering wheel angle of a vehicle, the current wheel end driving torque gradient and the current wheel speeds of a plurality of wheels; if the current steering wheel rotation angle is smaller than a preset rotation angle threshold value and the current wheel end driving torque gradient is larger than or equal to a preset torque gradient threshold value, when the maximum wheel speed difference between the current wheel speeds of the multiple wheels is smaller than a preset wheel speed difference threshold value, the current longitudinal acceleration, the current transverse acceleration and the current yaw velocity of the vehicle are obtained; and if the current longitudinal acceleration is larger than or equal to the first preset acceleration, the current transverse acceleration is smaller than the second preset acceleration, and the current yaw velocity is smaller than the first preset angular velocity, it is judged that the terrain where the vehicle is located currently is the high-attached pavement ground. Therefore, the problems of inaccurate vehicle terrain recognition, sand model tire inflation and deflation, ABS slip rate optimization and the like are solved, and the vehicle driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle all-terrain recognition method, device, electronic device and storage medium. Background Art

[0002] The development trend of all-terrain vehicle control technology is towards intelligence. This allows the vehicle to utilize different terrain control modes based on the terrain, providing the user with an optimal driving experience and optimizing vehicle stability and drivability. Rapid and accurate identification of the current terrain is the foundation and key to intelligent all-terrain control technology.

[0003] In related technologies, vehicles equipped with all-terrain systems have a manually adjustable terrain control mode, requiring the driver to subjectively judge and manually select a terrain mode that matches the current road conditions. Hardcore off-road vehicles in related technologies have a sand mode in their all-terrain modes. When entering desert off-roading, off-roaders manually deflate the tires to improve tire grip. After the desert off-roading session, they need to inflate the tires with an air pump before entering paved roads. When braking on a long slope in the desert, if the anti-lock braking system (ABS) intervenes, the braking distance will be long and the vehicle will not be able to stop. Some off-roaders will remove the ABS fuse to shorten the braking distance when off-roading in the desert.

[0004] However, in the related art, manual adjustment of the terrain control mode has the problem of forgetting to switch the terrain mode after the terrain is switched and the terrain mode selection not matching the current terrain. More seriously, it may cause traffic accidents. Researchers in the related art use radar and camera perception to identify terrain patterns, which will be restricted by bad weather (rain, snow, fog, etc.), which needs to be solved urgently. Summary of the Invention

[0005] The present application provides a vehicle all-terrain recognition method, device, electronic device and storage medium to solve problems such as inaccurate vehicle terrain recognition, tire inflation and deflation in sand mode, and ABS slip rate optimization, thereby improving the vehicle driving experience.

[0006] A first embodiment of the present application provides a vehicle all-terrain recognition method, comprising the following steps:

[0007] Obtain the vehicle's current steering wheel angle, current wheel-end drive torque gradient, and current wheel speeds of multiple wheels;

[0008] If the current steering wheel angle is less than a preset steering wheel angle threshold, and the current wheel-end driving torque gradient is greater than or equal to the preset torque gradient threshold, then when the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is less than the preset wheel speed difference threshold, obtaining the current longitudinal acceleration, current lateral acceleration, and current yaw rate of the vehicle;

[0009] If the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw angular velocity is less than a first preset angular velocity, it is determined that the terrain currently located by the vehicle is a high-adhesion paved ground.

[0010] Optionally, after determining that the current steering wheel angle is less than the preset angle threshold and the current wheel end driving torque gradient is greater than or equal to the preset torque gradient threshold, the method further includes:

[0011] If the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is greater than or equal to the preset wheel speed difference threshold, determining that the current terrain of the vehicle is a non-high-adhesion paved surface, and obtaining the maximum wheel end drive torque after the traction control system is activated, the longitudinal acceleration after the traction control system is activated, the lateral acceleration after the traction control system is activated, and the yaw angular velocity after the traction control system is activated;

[0012] If the maximum wheel-end drive torque after the traction control system is activated is less than a first preset torque, and the longitudinal acceleration after the traction control system is activated is less than a third preset acceleration, and the lateral acceleration after the traction control system is activated is greater than or equal to a fourth preset acceleration, and the yaw angular velocity after the traction control system is activated is greater than or equal to a second preset angular velocity, it is determined that the current terrain of the vehicle is icy.

[0013] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the method further includes:

[0014] Obtaining a current wheel-end driving torque of the vehicle;

[0015] If the current wheel-end driving torque is greater than or equal to a third preset torque, obtaining a current throttle opening of the vehicle;

[0016] If the current throttle opening is greater than or equal to a preset throttle opening, it is determined that the terrain currently located by the vehicle is slippery muddy ground.

[0017] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the method further includes:

[0018] Acquiring multiple lateral accelerations of the vehicle within a preset time period;

[0019] If the number of times that the plurality of lateral accelerations of the vehicle within the preset time period are greater than a fifth preset acceleration is greater than or equal to a first preset number, it is determined that the terrain currently located by the vehicle is sand or deep snow.

[0020] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the method further includes:

[0021] Obtaining multiple change amplitudes of the lateral acceleration of the vehicle within a preset time period;

[0022] If the number of times that the multiple change amplitudes of the lateral acceleration of the vehicle are greater than or equal to the preset amplitude within the preset time period is greater than or equal to a second preset number, it is determined that the terrain currently located by the vehicle is rocky.

[0023] Optionally, after determining that the terrain currently located by the vehicle is sandy, the method further includes:

[0024] Controlling the vehicle to enter a sand mode, adjusting the air pressure of a plurality of tires of the vehicle to a first preset pressure value set by a driver using an air release solenoid valve, and identifying that the current terrain of the vehicle is switched from the sand to the high-adhesion paved ground;

[0025] If it is determined that the current terrain of the vehicle has switched from the sand to the high-adhesion paved ground, the vehicle's brake disc rotation is used to actuate the inflation device to adjust the air pressure of multiple tires to a second preset pressure value set by the driver using the kinetic energy of the brake disc rotation while the vehicle is moving.

[0026] Optionally, after controlling the vehicle to enter the sand mode, the method further includes:

[0027] Obtaining the current speed of the vehicle;

[0028] Determining whether the current vehicle speed is less than or equal to a preset vehicle speed;

[0029] If the current vehicle speed is less than the preset vehicle speed, controlling the vehicle to disable an anti-lock braking system function and controlling the vehicle according to a preset slip ratio;

[0030] And, if the current vehicle speed is greater than the preset vehicle speed, a target slip ratio is determined according to a speed range in which the current vehicle speed is located, and the vehicle is controlled according to the target slip ratio.

[0031] A second embodiment of the present application provides a vehicle all-terrain recognition device, comprising:

[0032] A first acquisition module is used to acquire the current steering wheel angle, the current wheel end driving torque gradient, and the current wheel speeds of multiple wheels of the vehicle;

[0033] a second acquisition module, configured to, if the current steering wheel angle is less than a preset angle threshold and the current wheel-end drive torque gradient is greater than or equal to the preset torque gradient threshold, and if a maximum wheel speed difference between the current wheel speeds of the plurality of wheels is less than a preset wheel speed difference threshold, acquire a current longitudinal acceleration, a current lateral acceleration, and a current yaw rate of the vehicle;

[0034] The determination module is configured to determine that the terrain currently located on the vehicle is a high-adhesion paved surface if the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw angular velocity is less than the first preset angular velocity.

[0035] Optionally, after determining that the current steering wheel angle is less than the preset angle threshold and the current wheel-end driving torque gradient is greater than or equal to the preset torque gradient threshold, the second acquisition module is further configured to:

[0036] If the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is greater than or equal to the preset wheel speed difference threshold, determining that the current terrain of the vehicle is a non-high-adhesion paved surface, and obtaining the maximum wheel end drive torque after the traction control system is activated, the longitudinal acceleration after the traction control system is activated, the lateral acceleration after the traction control system is activated, and the yaw angular velocity after the traction control system is activated;

[0037] If the maximum wheel-end drive torque after the traction control system is activated is less than a first preset torque, and the longitudinal acceleration after the traction control system is activated is less than a third preset acceleration, and the lateral acceleration after the traction control system is activated is greater than or equal to a fourth preset acceleration, and the yaw angular velocity after the traction control system is activated is greater than or equal to a second preset angular velocity, it is determined that the current terrain of the vehicle is icy.

[0038] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the second acquisition module is further configured to:

[0039] Obtaining a current wheel-end driving torque of the vehicle;

[0040] If the current wheel-end driving torque is greater than or equal to a third preset torque, obtaining a current throttle opening of the vehicle;

[0041] If the current throttle opening is greater than or equal to a preset throttle opening, it is determined that the terrain currently located by the vehicle is slippery muddy ground.

[0042] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the second acquisition module is further configured to:

[0043] Acquiring multiple lateral accelerations of the vehicle within a preset time period;

[0044] If the number of times that the plurality of lateral accelerations of the vehicle within the preset time period are greater than a fifth preset acceleration is greater than or equal to a first preset number, it is determined that the terrain currently located by the vehicle is sand or deep snow.

[0045] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the second acquisition module is further configured to:

[0046] Obtaining multiple change amplitudes of the lateral acceleration of the vehicle within a preset time period;

[0047] If the number of times that the multiple change amplitudes of the lateral acceleration of the vehicle are greater than or equal to the preset amplitude within the preset time period is greater than or equal to a second preset number, it is determined that the terrain currently located by the vehicle is rocky.

[0048] Optionally, after determining that the terrain currently located by the vehicle is sandy, the second acquisition module is further configured to:

[0049] Controlling the vehicle to enter a sand mode, adjusting the air pressure of a plurality of tires of the vehicle to a first preset pressure value set by a driver using an air release solenoid valve, and identifying that the current terrain of the vehicle is switched from the sand to the high-adhesion paved ground;

[0050] If it is determined that the current terrain of the vehicle has switched from the sand to the high-adhesion paved ground, the vehicle's brake disc rotation is used to actuate the inflation device to adjust the air pressure of multiple tires to a second preset pressure value set by the driver using the kinetic energy of the brake disc rotation while the vehicle is moving.

[0051] Optionally, after controlling the vehicle to enter the sand mode, the second acquisition module is further configured to:

[0052] Obtaining the current speed of the vehicle;

[0053] Determining whether the current vehicle speed is less than or equal to a preset vehicle speed;

[0054] If the current vehicle speed is less than the preset vehicle speed, controlling the vehicle to disable an anti-lock braking system function and controlling the vehicle according to a preset slip ratio;

[0055] And, if the current vehicle speed is greater than the preset vehicle speed, a target slip ratio is determined according to a speed range in which the current vehicle speed is located, and the vehicle is controlled according to the target slip ratio.

[0056] The third aspect of the present application provides an electronic device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are configured to execute the vehicle all-terrain recognition method as described in the above embodiment.

[0057] The fourth aspect of the present application provides a computer-readable storage medium on which a computer program is stored. The program is executed by a processor to implement the vehicle all-terrain recognition method as described in the above embodiment.

[0058] Thus, the embodiment of the present application obtains the vehicle's current steering wheel angle, current wheel-end drive torque gradient, and current wheel speeds of multiple wheels. When the current steering wheel angle is less than a preset angle threshold, the current wheel-end drive torque gradient is greater than or equal to a preset torque gradient threshold, and the maximum wheel speed difference between the current wheel speeds of the multiple wheels is less than a preset wheel speed difference threshold, the vehicle's current longitudinal acceleration, current lateral acceleration, and current yaw rate are obtained. When the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw rate is less than the first preset rate, the vehicle's current terrain is determined to be high-adhesion paved. This solves issues such as inaccurate vehicle terrain recognition, tire inflation and deflation in sand mode, and ABS slip ratio optimization, thereby improving the vehicle driving experience.

[0059] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0061] Figure 1 This is a flow chart of a vehicle all-terrain recognition method provided according to an embodiment of the present application;

[0062] Figure 2 A schematic diagram of automatic terrain recognition logic of a vehicle all-terrain recognition method provided according to one embodiment of the present application;

[0063] Figure 3 A central inflation and deflation technical concept and logic diagram of a vehicle all-terrain recognition method provided according to one embodiment of the present application;

[0064] Figure 4 A schematic diagram of a vehicle all-terrain recognition device provided according to an embodiment of the present application;

[0065] Figure 5A schematic diagram of the structure of an electronic device provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0066] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0067] The following describes, with reference to the accompanying drawings, a vehicle all-terrain recognition method, device, electronic device, and storage medium according to embodiments of the present application. To address the issues of inaccurate vehicle terrain recognition, sand-mode tire inflation and deflation, and ABS slip ratio optimization mentioned in the background art, the present application provides a vehicle all-terrain recognition method. In this method, embodiments of the present application obtain a vehicle's current steering wheel angle, current wheel-end drive torque gradient, and current wheel speeds of multiple wheels. When the current steering wheel angle is less than a preset angle threshold, the current wheel-end drive torque gradient is greater than or equal to a preset torque gradient threshold, and the maximum wheel speed difference between the multiple wheels' current wheel speeds is less than a preset wheel speed difference threshold, the vehicle's current longitudinal acceleration, current lateral acceleration, and current yaw rate are obtained. When the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw rate is less than a first preset angular velocity, the vehicle's current terrain is determined to be high-adhesion paved ground. This method solves the issues of inaccurate vehicle terrain recognition, sand-mode tire inflation and deflation, and ABS slip ratio optimization, thereby improving the vehicle driving experience.

[0068] Specifically, Figure 1 A flowchart of a vehicle all-terrain recognition method provided in an embodiment of the present application.

[0069] like Figure 1 As shown, the vehicle all-terrain recognition method includes the following steps:

[0070] In step S101 , the current steering wheel angle, the current wheel end driving torque gradient, and the current wheel speeds of the vehicle are acquired.

[0071] Specifically, the vehicle's current steering wheel angle, current wheel-end drive torque gradient, and current wheel speeds of multiple wheels are obtained through a steering wheel angle sensor, a wheel-end torque sensor, and a wheel speed sensor, and are transmitted through the bus communication protocol CAN FD (Controller Area Network with Flexible Data-Rate) bus and a time synchronization mechanism.

[0072] In step S102, if the current steering wheel angle is less than the preset angle threshold and the current wheel-end drive torque gradient is greater than or equal to the preset torque gradient threshold, then when the maximum wheel speed difference between the current wheel speeds of the multiple wheels is less than the preset wheel speed difference threshold, the vehicle's current longitudinal acceleration, current lateral acceleration and current yaw angular velocity are obtained.

[0073] Among them, the preset angle threshold, the preset torque gradient threshold and the preset wheel speed difference threshold can be thresholds set in advance by the user, can be thresholds obtained through a limited number of experiments, or can be thresholds obtained through a limited number of computer simulations, and are not specifically limited here.

[0074] Optionally, in some embodiments, after determining that the current steering wheel angle is less than a preset steering angle threshold and the current wheel-end drive torque gradient is greater than or equal to a preset torque gradient threshold, the method further includes: if the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is greater than or equal to the preset wheel speed difference threshold, determining that the current terrain of the vehicle is a non-high-adhesion paved surface, and obtaining the maximum wheel-end drive torque after the traction control system is activated, the longitudinal acceleration after the traction control system is activated, the lateral acceleration after the traction control system is activated, and the yaw angular velocity after the traction control system is activated; if the maximum wheel-end drive torque after the traction control system is activated is less than the first preset torque, and the longitudinal acceleration after the traction control system is activated is less than the third preset acceleration, and the lateral acceleration after the traction control system is activated is greater than or equal to the fourth preset acceleration, and the yaw angular velocity after the traction control system is activated is greater than or equal to the second preset angular velocity, determining that the current terrain of the vehicle is an icy surface.

[0075] Among them, non-high-adhesion paved ground refers to a non-hardened road surface with a low friction coefficient, an uneven surface or a soft surface; the first preset torque, the second preset angular velocity, the third preset acceleration and the fourth preset acceleration can be thresholds set in advance by the user, can be thresholds obtained through a limited number of experiments, or can be thresholds obtained through a limited number of computer simulations, and are not specifically limited here.

[0076] It is understandable that if Figure 2 As shown, Figure 2A logical diagram of automatic terrain recognition of a vehicle all-terrain recognition method provided in one embodiment of the present application; the current steering wheel angle δ when the vehicle is traveling in a straight line is less than a preset angle threshold δ1, the current wheel-end drive torque gradient under starting or acceleration conditions is greater than or equal to a preset torque gradient threshold T1 Nm / s, the maximum wheel speed difference of the four wheels within a certain period of time after the accelerator is depressed (the traction control system TCS is not activated) is calculated, and when the maximum wheel speed difference is greater than or equal to the preset wheel speed difference threshold Δv1, the current terrain is determined to be a non-high-adhesion paved road; further, after the traction control system TCS intervenes, it is determined that the maximum wheel-end drive torque is less than a first preset torque T2, and the longitudinal acceleration after the traction control system is activated is less than a third preset acceleration a x2 The lateral acceleration after the traction control system is activated is greater than or equal to the fourth preset acceleration a y2 When the yaw angular velocity yaw after the traction control system is activated is greater than or equal to the second predetermined angular velocity e2, the terrain is determined to be a low-adhesion road - ice. For example, when the maximum wheel end drive torque is less than 3000 N.m and the vehicle longitudinal acceleration is less than or equal to 1.5 m / s 2 , lateral acceleration greater than 1m / s 2 , the yaw angular velocity yaw is greater than 4° / s, and the terrain is determined to be an ice surface.

[0077] Optionally, in some embodiments, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, it also includes: obtaining the current wheel-end drive torque of the vehicle; if the current wheel-end drive torque is greater than or equal to a third preset torque, obtaining the current throttle opening of the vehicle; if the current throttle opening is greater than or equal to the preset throttle opening, determining that the current terrain currently located by the vehicle is a slippery muddy ground.

[0078] The third preset torque and the preset throttle opening may be thresholds preset by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations, which are not specifically limited here.

[0079] It is understandable that if Figure 2 As shown in the figure, when the vehicle's current terrain is non-high-adhesion paved, and both the "vehicle's current wheel drive torque is greater than 80% of the maximum wheel drive torque" and the "vehicle's current throttle opening is greater than 80%" conditions are met, the current terrain is determined to be low-adhesion road surface - slippery mud. For example, if the maximum wheel drive torque is 4000Nm and the maximum throttle opening is 100%, the road surface is identified as slippery mud.

[0080] Optionally, in some embodiments, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, it also includes: obtaining multiple lateral accelerations of the vehicle within a preset time length; if the number of times that the multiple lateral accelerations of the vehicle within the preset time length are greater than the fifth preset acceleration is greater than or equal to the first preset number, then it is determined that the current terrain located by the vehicle is sand or deep snow.

[0081] Among them, the preset duration, the fifth preset acceleration and the first preset number of times can be thresholds set in advance by the user, can be thresholds obtained through a limited number of experiments, or can be thresholds obtained through a limited number of computer simulations, and are not specifically limited here.

[0082] It is understandable that if Figure 2 As shown, when the vehicle is currently located on a non-high-adhesion paved surface, the vehicle is further judged to have multiple lateral accelerations a within a preset time period. y Greater than the fifth preset acceleration a y4 Is the number of times greater than or equal to the first preset number threshold f5? If the condition is met, it is determined that the current terrain is a road with high driving resistance and the terrain is sand or deep snow. For example, within 3 seconds, the vehicle's multiple lateral accelerations within the preset time period are greater than or equal to 1m / s 2 The number of times is 8, and the current terrain is identified as a road terrain with large driving resistance, that is, sand or deep snow.

[0083] Optionally, in some embodiments, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, it also includes: obtaining multiple change amplitudes of the vehicle's lateral acceleration within a preset time length; if the number of times that the multiple change amplitudes of the vehicle's lateral acceleration within the preset time length are greater than or equal to the preset amplitude is greater than or equal to a second preset number, then it is determined that the terrain currently located by the vehicle is rocky.

[0084] The preset amplitude and the second preset number of times may be thresholds preset by the user, thresholds obtained through a finite number of experiments, or thresholds obtained through a finite number of computer simulations, and are not specifically limited here.

[0085] It is understandable that if Figure 2 As shown, when the vehicle is currently on a non-high-adhesion paved surface, it is further determined that the vehicle's lateral acceleration a within a preset time period y The range of change is greater than or equal to the preset amplitude a y5 If the number of times yaw is greater than the threshold value e5 within the preset time is greater than or equal to the second preset number f5, then the current terrain is determined to be rock, including cross-axis and shell crater road surface. For example, the lateral acceleration a y Maximum value 3m / s 2 ,ay minimum value -3.4m / s 2 , the range of change is 6.4m / s2 ,The yaw angular velocity yaw is greater than 5.5° / s 5 times within 5s, and the current terrain is determined to be a rocky road.

[0086] In step S103 , if the current longitudinal acceleration is greater than or equal to the first preset acceleration, the current lateral acceleration is less than the second preset acceleration, and the current yaw angular velocity is less than the first preset angular velocity, it is determined that the vehicle is currently located on a high-adhesion paved surface.

[0087] Among them, the high-adhesion paved surface refers to a hardened road surface with a high friction coefficient, flatness and stable structure; the first preset acceleration, the second preset acceleration and the first preset angular velocity can be thresholds pre-set by the user, can be thresholds obtained through a limited number of experiments, or can be thresholds obtained through a limited number of computer simulations, and are not specifically limited here.

[0088] Specifically, when the maximum wheel speed difference between the current wheel speeds of the multiple wheels is less than the threshold value Δv1, and the current longitudinal acceleration a x Greater than or equal to the first preset acceleration a x1 (It is necessary to establish the longitudinal acceleration of vehicles on different road surfaces a x Corresponding relationship table with the sum of wheel end drive torque), current lateral acceleration a y Less than the second preset acceleration a y1 If the current yaw angular velocity yaw is less than the first preset angular velocity e1, the current terrain is determined to be a high-adhesion paved road. For example, when the vehicle is driving straight, the steering wheel angle is less than 15°, the drive wheel torque gradient is greater than 1500Nm / s, the maximum wheel speed difference is less than 0.5km / h, and the longitudinal acceleration is greater than or equal to 2m / s. 2 , lateral acceleration is less than 0.5m / s 2 , the yaw angular velocity yaw is less than 1° / s, and it is judged to be a high-adhesion paved road.

[0089] Therefore, the embodiment of the present application utilizes the different wheel end drive torque gradient, wheel end drive torque maximum value, wheel speed characteristics, longitudinal acceleration a of the vehicle when the vehicle is traveling on different terrains. x , lateral acceleration a y , yaw angular velocity and other vehicle driving characteristic parameters to quickly and accurately identify the current terrain mode, and realize fast and accurate automatic identification of terrain. There are many types of terrains that can be automatically identified, including high-adhesion paved roads, ice surfaces, slippery mud, sand, deep snow, and rocky terrains, and then call the control parameters of the corresponding terrain mode to realize vehicle stability control and enhance vehicle driving experience.

[0090] Optionally, in some embodiments, after determining that the vehicle is currently located in sandy terrain, the method further includes: controlling the vehicle to enter sandy terrain mode, and using the deflation solenoid valve to adjust the air pressure of multiple tires of the vehicle to a first preset air pressure value set by the driver, and identifying that the vehicle's current terrain has switched from sandy terrain to high-adhesion paved terrain; if it is identified that the vehicle's current terrain has switched from sandy terrain to high-adhesion paved terrain, the vehicle's brake disc is rotated to actuate the inflation device, and the kinetic energy of the rotation of the brake disc is used to adjust the air pressure of multiple tires to a second preset air pressure value set by the driver while the vehicle is moving.

[0091] The first preset air pressure value and the second preset air pressure value may be threshold values ​​pre-set by a user, may be threshold values ​​obtained through a limited number of experiments, or may be threshold values ​​obtained through a limited number of computer simulations, and are not specifically limited here.

[0092] It is understandable that if Figure 3 As shown, Figure 3 This is a conceptual diagram and logic diagram of the central inflation and deflation technology for a vehicle all-terrain recognition method according to one embodiment of the present application. When the vehicle enters sand mode, a first preset air pressure is set on the central control screen, and the tires are automatically deflated to the first preset pressure (e.g., 0.8 bar). When switching from sandy terrain to paved roads, a second preset air pressure is set on the central control screen (e.g., 2.2 bar). After the vehicle is started, the central inflation and deflation system utilizes the kinetic energy of the brake disc's rotation, which is converted into linear motion via a cam mechanism. This drives the inflation device, automatically inflating the tires to the second preset pressure.

[0093] Specifically, when inflating the tire, the driver sets the second preset tire pressure value on the central control screen, then puts the central inflation and deflation switch to the inflation position, and then starts the vehicle. The brake disc rotates while the vehicle is driving, and a cam mechanism is provided on the brake disc. After the central inflation and deflation switch is turned on, the inflation electronic control device causes the piston of the inflation device fixed on the wheel edge to pop out, and the cam mechanism contacts the piston of the inflation device and actuates the piston to move. The exhaust port of the inflation device is connected to the tire valve through an inflation hose. When the piston is compressed, the inflation device performs the inflation action. One rotation of the brake disc can actuate the piston of the inflation device once or multiple times. An air inlet is provided on the inflation device, and a one-way valve is installed on the air inlet. When the piston is compressed, the air inlet one-way valve is closed, and when the piston is stretched, the air inlet one-way valve opens. The tire pressure monitoring system monitors tire pressure in real time and transmits the pressure value to the instrument and central control screen. When the actual tire pressure reaches the set second preset pressure value, the inflation electronic control device locks the piston during the piston compression stroke, and the cam mechanism separates from the piston of the inflation device, stopping inflation.

[0094] Furthermore, when the tire is deflated, the driver sets the first preset tire pressure value on the central control screen, and then places the central inflation and deflation switch in the deflation position. The deflation solenoid valve installed on the tire is opened, the tire valve opens to deflate, and the tire pressure monitoring system monitors the tire pressure in real time and transmits the pressure value to the instrument and the central control screen. When the actual tire pressure reaches the set first preset pressure value, deflation stops.

[0095] It should be noted that the cam mechanism of the central inflation and deflation system can also be installed on the rim, which has a higher degree of structural integration and can directly utilize the kinetic energy of wheel rotation to avoid the impact of the high temperature environment of the brake disc (the operating temperature of the brake disc can reach above 300°C); the inflation device is closer to the valve nozzle, which can shorten the pipeline length.

[0096] Therefore, compared with the central inflation and deflation system in the related art, the embodiment of the present application has a simple structure, low cost, small space occupation and is easy to arrange; it does not require an air pump, air tank, air processing unit, long inflation pipeline, and complex control device.

[0097] Optionally, in some embodiments, after controlling the vehicle to enter the sand mode, it also includes: obtaining the current speed of the vehicle; determining whether the current speed is less than or equal to a preset speed; if the current speed is less than the preset speed, controlling the vehicle to turn off the anti-lock braking system function, and controlling the vehicle according to a preset slip rate; and, if the current speed is greater than the preset speed, determining a target slip rate according to the speed range in which the current speed is located, and controlling the vehicle according to the target slip rate.

[0098] The preset vehicle speed and target slip ratio may be thresholds pre-set by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations, and are not specifically limited here.

[0099] It's understood that when the vehicle enters Sand Mode, ABS is disabled at a preset speed, with a 100% slip ratio. Above that speed, a different slip ratio strategy is adopted for each speed, with higher speeds reducing the slip ratio. ABS slip ratios are set independently for the front and rear axles, taking into account both braking stability and steering performance during braking. This two-pronged ABS slip ratio control strategy ensures the vehicle can utilize the sand-packing effect to shorten braking distances, resulting in high braking efficiency, excellent braking stability, and steering performance during braking. It also prevents the possibility of accidental high-speed braking without ABS, potentially resulting from Sand Mode entering paved roads.

[0100] For example, in a certain project's sand mode, the typical slip rate control strategy values ​​are as follows: when the vehicle speed is below 50 km / h, the ABS is turned off; when the vehicle speed is between 50 and 80 km / h, the front axle slip rate is s1; when the vehicle speed is between 80 and 100 km / h, the front axle slip rate is s2; when the vehicle speed is above 100 km / h, the front axle slip rate is s3; s1 is greater than s2, which is greater than s3, that is, the higher the vehicle speed, the smaller the slip rate; s1 is determined by the basic slip rate (1 5%) + sand slip rate (30% to 25%) and bumpy road slip rate (10%); s2 is composed of basic slip rate (15%) + road slip rate (25% to 10%) and bumpy road slip rate (10%); S3 is composed of basic slip rate (15%) + road slip rate (10%) and bumpy road slip rate (10%); the rear axle slip rate is 5% less than the front axle slip rate.

[0101] Therefore, the sand mode ABS control strategy of the embodiment of the present application allows safe braking in the desert without removing the ABS fuse, and also takes into account the problem of accidentally driving on paved roads in sand mode. Different slip rate control strategies are used for different vehicle speeds, and the ABS slip rate is set separately for the front and rear axles. This not only takes advantage of the sand pile effect to shorten the braking distance, but also ensures that the ABS operates normally when braking on paved roads at high speeds, ensuring vehicle safety. The embodiment of the present application combines all-terrain technology with central inflation and deflation technology to create a new central inflation and deflation system technology. It allows the driver to control the tire deflation and inflation actions by button operation in the cab. Therefore, the tire can be automatically inflated and deflated when switching between desert and paved road scenes. That is, the tire is deflated using the deflation solenoid valve, and the rotation of the brake disc actuates the inflation device (worm gear mechanism) to achieve the kinetic energy of the brake disc rotation to inflate the tire while the vehicle is moving.

[0102] According to the vehicle all-terrain recognition method proposed in an embodiment of the present application, the present embodiment obtains the vehicle's current steering wheel angle, current wheel-end drive torque gradient, and current wheel speeds of multiple wheels. When the current steering wheel angle is less than a preset angle threshold, and the current wheel-end drive torque gradient is greater than or equal to a preset torque gradient threshold, and the maximum wheel speed difference between the current wheel speeds of the multiple wheels is less than a preset wheel speed difference threshold, the vehicle's current longitudinal acceleration, current lateral acceleration, and current yaw angular velocity are obtained. When the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw angular velocity is less than the first preset angular velocity, the vehicle's current terrain is determined to be high-adhesion paved ground. This solves problems such as inaccurate vehicle terrain recognition, tire inflation and deflation in sand mode, and ABS slip ratio optimization, thereby improving the vehicle driving experience.

[0103] Next, the vehicle all-terrain recognition device proposed according to the embodiment of the present application is described with reference to the accompanying drawings.

[0104] Figure 4 It is a block diagram of a vehicle all-terrain recognition device according to an embodiment of the present application.

[0105] like Figure 4 As shown, the vehicle all-terrain recognition device 10 includes: a first acquisition module 100 , a second acquisition module 200 and a determination module 300 .

[0106] The first acquisition module 100 is configured to acquire the current steering wheel angle, the current wheel end driving torque gradient, and the current wheel speeds of the vehicle;

[0107] a second acquisition module 200 configured to acquire a current longitudinal acceleration, a current lateral acceleration, and a current yaw rate of the vehicle if the current steering wheel angle is less than a preset angle threshold, the current wheel-end driving torque gradient is greater than or equal to a preset torque gradient threshold, and the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is less than the preset wheel speed difference threshold;

[0108] The determination module 300 is configured to determine that the vehicle is currently located on a high-adhesion paved surface if the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw angular velocity is less than the first preset angular velocity.

[0109] Optionally, after determining that the current steering wheel angle is less than a preset steering wheel angle threshold and the current wheel-end drive torque gradient is greater than or equal to a preset torque gradient threshold, the second acquisition module 200 is further configured to: if the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is greater than or equal to the preset wheel speed difference threshold, determine that the vehicle's current terrain is non-high-adhesion paved ground, and obtain the maximum wheel-end drive torque after the traction control system is activated, the longitudinal acceleration after the traction control system is activated, the lateral acceleration after the traction control system is activated, and the yaw angular velocity after the traction control system is activated; if the maximum wheel-end drive torque after the traction control system is activated is less than a first preset torque, the longitudinal acceleration after the traction control system is activated is less than a third preset acceleration, the lateral acceleration after the traction control system is activated is greater than or equal to a fourth preset acceleration, and the yaw angular velocity after the traction control system is activated is greater than or equal to the second preset angular velocity, determine that the vehicle's current terrain is icy.

[0110] Optionally, after determining that the vehicle's current terrain is non-high-adhesion paved ground, the second acquisition module 200 is further used to: obtain the vehicle's current wheel-end drive torque; if the current wheel-end drive torque is greater than or equal to a third preset torque, obtain the vehicle's current throttle opening; if the current throttle opening is greater than or equal to the preset throttle opening, determine that the vehicle's current terrain is slippery mud.

[0111] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved surface, the second acquisition module 200 is further used to: obtain multiple lateral accelerations of the vehicle within a preset time length; if the number of times that the multiple lateral accelerations of the vehicle within the preset time length are greater than the fifth preset acceleration is greater than or equal to the first preset number, it is determined that the current terrain located by the vehicle is sand or deep snow.

[0112] Optionally, after determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the second acquisition module 200 is further used to: obtain multiple change amplitudes of the vehicle's lateral acceleration within a preset time length; if the number of times that the multiple change amplitudes of the vehicle's lateral acceleration within the preset time length are greater than or equal to the preset amplitude is greater than or equal to a second preset number, it is determined that the terrain currently located by the vehicle is rocky.

[0113] Optionally, after determining that the vehicle is currently located on sandy terrain, the second acquisition module 200 is further used to: control the vehicle to enter sand mode, and use the deflation solenoid valve to adjust the air pressure of multiple tires of the vehicle to a first preset air pressure value set by the driver, and identify that the vehicle's current terrain has switched from sandy terrain to high-adhesion paved ground; if it is identified that the vehicle's current terrain has switched from sandy terrain to high-adhesion paved ground, use the vehicle's brake disc rotation to actuate the inflation device to use the kinetic energy of the brake disc rotation to adjust the air pressure of multiple tires to the second preset air pressure value set by the driver while the vehicle is moving.

[0114] Optionally, after controlling the vehicle to enter the sand mode, the second acquisition module 200 is further used to: obtain the current speed of the vehicle; determine whether the current speed is less than or equal to a preset speed; if the current speed is less than the preset speed, control the vehicle to turn off the anti-lock braking system function and control the vehicle according to a preset slip rate; and, if the current speed is greater than the preset speed, determine a target slip rate based on the speed range in which the current speed is located, and control the vehicle according to the target slip rate.

[0115] It should be noted that the above explanation of the embodiment of the vehicle all-terrain recognition method is also applicable to the vehicle all-terrain recognition device of this embodiment, and will not be repeated here.

[0116] According to the vehicle all-terrain recognition device proposed in an embodiment of the present application, the present embodiment obtains the vehicle's current steering wheel angle, current wheel-end drive torque gradient, and current wheel speeds of multiple wheels. When the current steering wheel angle is less than a preset angle threshold, and the current wheel-end drive torque gradient is greater than or equal to a preset torque gradient threshold, and the maximum wheel speed difference between the current wheel speeds of the multiple wheels is less than a preset wheel speed difference threshold, the vehicle's current longitudinal acceleration, current lateral acceleration, and current yaw angular velocity are obtained. When the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw angular velocity is less than the first preset angular velocity, the vehicle's current terrain is determined to be high-adhesion paved ground. This solves problems such as inaccurate vehicle terrain recognition, tire inflation and deflation in sand mode, and ABS slip ratio optimization, thereby improving the vehicle driving experience.

[0117] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device may include:

[0118] Memory 501 , processor 502 , and computer programs stored in the memory 501 and executable on the processor 502 .

[0119] When the processor 502 executes the program, the vehicle all-terrain recognition method provided in the above embodiment is implemented.

[0120] Furthermore, the electronic device further includes:

[0121] The communication interface 503 is used for communication between the memory 501 and the processor 502 .

[0122] The memory 501 is used to store computer programs that can be run on the processor 502 .

[0123] The memory 501 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0124] If the memory 501, processor 502, and communication interface 503 are implemented independently, the communication interface 503, memory 501, and processor 502 can be connected to each other via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0125] Optionally, in a specific implementation, if the memory 501, the processor 502 and the communication interface 503 are integrated on a chip, the memory 501, the processor 502 and the communication interface 503 can communicate with each other through an internal interface.

[0126] The processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0127] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned vehicle all-terrain recognition method.

[0128] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0129] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0130] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application belong.

[0131] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0132] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

Claims

1. A vehicle all-terrain recognition method, characterized in that: The following steps are involved: Obtain the vehicle's current steering wheel angle, current wheel-end drive torque gradient, and current wheel speeds of multiple wheels; If the current steering wheel angle is less than a preset steering wheel angle threshold, and the current wheel-end driving torque gradient is greater than or equal to the preset torque gradient threshold, then when the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is less than the preset wheel speed difference threshold, obtaining the current longitudinal acceleration, current lateral acceleration, and current yaw rate of the vehicle; If the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw angular velocity is less than a first preset angular velocity, it is determined that the terrain currently located by the vehicle is a high-adhesion paved ground.

2. The method according to claim 1, characterized in that After determining that the current steering wheel angle is less than the preset angle threshold and the current wheel end driving torque gradient is greater than or equal to the preset torque gradient threshold, the method further includes: If the maximum wheel speed difference between the current wheel speeds of the plurality of wheels is greater than or equal to the preset wheel speed difference threshold, determining that the current terrain of the vehicle is a non-high-adhesion paved surface, and obtaining the maximum wheel end drive torque after the traction control system is activated, the longitudinal acceleration after the traction control system is activated, the lateral acceleration after the traction control system is activated, and the yaw angular velocity after the traction control system is activated; If the maximum wheel-end drive torque after the traction control system is activated is less than a first preset torque, and the longitudinal acceleration after the traction control system is activated is less than a third preset acceleration, and the lateral acceleration after the traction control system is activated is greater than or equal to a fourth preset acceleration, and the yaw angular velocity after the traction control system is activated is greater than or equal to a second preset angular velocity, it is determined that the current terrain of the vehicle is icy.

3. The method according to claim 2, characterized in that After determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the method further includes: Obtaining a current wheel-end driving torque of the vehicle; If the current wheel-end driving torque is greater than or equal to a third preset torque, obtaining a current throttle opening of the vehicle; If the current throttle opening is greater than or equal to a preset throttle opening, it is determined that the terrain currently located by the vehicle is slippery muddy ground.

4. The method according to claim 2, characterized in that After determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the method further includes: Acquiring multiple lateral accelerations of the vehicle within a preset time period; If the number of times that the plurality of lateral accelerations of the vehicle within the preset time period are greater than a fifth preset acceleration is greater than or equal to a first preset number, it is determined that the terrain currently located by the vehicle is sand or deep snow.

5. The method according to claim 2, characterized in that After determining that the terrain currently located by the vehicle is a non-high-adhesion paved ground, the method further includes: Obtaining multiple change amplitudes of the lateral acceleration of the vehicle within a preset time period; If the number of times that the multiple change amplitudes of the lateral acceleration of the vehicle are greater than or equal to the preset amplitude within the preset time period is greater than or equal to a second preset number, it is determined that the terrain currently located by the vehicle is rocky.

6. The method according to claim 4, characterized in that After determining that the current terrain of the vehicle is sandy, the method further includes: Controlling the vehicle to enter a sand mode, adjusting the air pressure of a plurality of tires of the vehicle to a first preset pressure value set by a driver using an air release solenoid valve, and identifying that the current terrain of the vehicle is switched from the sand to the high-adhesion paved ground; If it is determined that the current terrain of the vehicle has switched from the sand to the high-adhesion paved ground, the vehicle's brake disc rotation is used to actuate the inflation device to adjust the air pressure of multiple tires to a second preset pressure value set by the driver using the kinetic energy of the brake disc rotation while the vehicle is moving.

7. The method according to claim 6, characterized in that After controlling the vehicle to enter the sand mode, the method further includes: Obtaining the current speed of the vehicle; Determining whether the current vehicle speed is less than or equal to a preset vehicle speed; If the current vehicle speed is less than the preset vehicle speed, controlling the vehicle to disable an anti-lock braking system function and controlling the vehicle according to a preset slip ratio; And, if the current vehicle speed is greater than the preset vehicle speed, a target slip ratio is determined according to a speed range in which the current vehicle speed is located, and the vehicle is controlled according to the target slip ratio.

8. A vehicle all-terrain recognition device, characterized in that: include: A first acquisition module is used to acquire the current steering wheel angle, the current wheel end driving torque gradient, and the current wheel speeds of multiple wheels of the vehicle; a second acquisition module, configured to, if the current steering wheel angle is less than a preset angle threshold and the current wheel-end drive torque gradient is greater than or equal to the preset torque gradient threshold, and if a maximum wheel speed difference between the current wheel speeds of the plurality of wheels is less than a preset wheel speed difference threshold, acquire a current longitudinal acceleration, a current lateral acceleration, and a current yaw rate of the vehicle; The determination module is configured to determine that the terrain currently located on the vehicle is a high-adhesion paved surface if the current longitudinal acceleration is greater than or equal to a first preset acceleration, the current lateral acceleration is less than a second preset acceleration, and the current yaw angular velocity is less than the first preset angular velocity.

9. An electronic device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle all-terrain recognition method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the vehicle all-terrain recognition method according to any one of claims 1 to 7.

Images