Method and device for determining slip rate, vehicle and storage medium

Abstract

The embodiment of the invention relates to the technical field of vehicles, and discloses a slip rate determination method and device, a vehicle and a storage medium, and the method comprises the steps that first rotating speed data and whole vehicle speed data corresponding to a distributed electric drive in the vehicle are acquired, and the whole vehicle speed data are determined based on a safety airbag controller in the vehicle; according to the first rotating speed data, first speed data of the vehicle are determined, and the first speed data comprise the first transverse speed of at least one wheel and the first longitudinal speed of at least one wheel; and the slip rate of the vehicle is determined according to the first transverse speed of the at least one wheel, the first longitudinal speed of the at least one wheel and the whole vehicle speed data. According to the technical scheme, the slip rate of the vehicle can be determined more accurately.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to a method, apparatus, vehicle, and storage medium for determining slip ratio. Background Technology

[0002] Slip ratio is a key parameter in vehicle dynamics that describes the degree of relative slippage between the wheel and the ground during driving, and directly affects the vehicle's braking, driving and steering performance.

[0003] Current technology typically relies on the Global Positioning System (GPS) for this purpose, but due to signal delays and other factors, the accuracy of the determined slip rate is greatly reduced. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention provide a method, apparatus, vehicle and storage medium for determining slip ratio, to solve the technical problem that the slip ratio cannot be accurately determined in the prior art.

[0005] According to one aspect of the present invention, a method for determining slip ratio is provided, the method comprising:

[0006] The first rotational speed data and the vehicle speed data corresponding to the distributed electric drive in the vehicle are obtained, wherein the vehicle speed data is determined based on the airbag controller in the vehicle.

[0007] Based on the first rotational speed data, the first speed data of the vehicle is determined, the first speed data including: the first lateral speed of at least one wheel and the first longitudinal speed of the at least one wheel;

[0008] The slip ratio of the vehicle is determined based on the first lateral velocity of the at least one wheel, the first longitudinal velocity of the at least one wheel, and the overall vehicle speed data.

[0009] According to another aspect of the present invention, a slip ratio determining apparatus is provided, comprising:

[0010] The acquisition module is used to acquire the first rotational speed data and the vehicle speed data corresponding to the distributed electric drive in the vehicle, wherein the vehicle speed data is determined based on the airbag controller in the vehicle.

[0011] The first determining module is configured to determine the first speed data of the vehicle based on the first rotational speed data, wherein the first speed data includes: the first lateral speed of at least one wheel and the first longitudinal speed of the at least one wheel;

[0012] The second determining module is used to determine the slip ratio of the vehicle based on the first lateral velocity of the at least one wheel, the first longitudinal velocity of the at least one wheel, and the vehicle speed data.

[0013] According to another aspect of the present invention, a vehicle is provided, comprising: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other via the communication bus;

[0014] The memory is used to store at least one executable instruction that causes the processor to perform the operation of the slip ratio determination method described above.

[0015] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein at least one executable instruction is stored therein, which, when executed on a vehicle control device / vehicle, causes a slip ratio determination device / vehicle to perform the operation of the slip ratio determination method as described above.

[0016] According to another aspect of the present invention, a computer program product is provided, including a computer program that, when executed by a processor, causes a slip ratio determination device / vehicle to perform the operation of the above-described method.

[0017] This invention acquires first rotational speed data and vehicle speed data corresponding to the distributed electric drive system in a vehicle. The vehicle speed data is determined based on the airbag controller in the vehicle. Based on the first rotational speed data, first speed data of the vehicle is determined, including: the first lateral speed of at least one wheel and the first longitudinal speed of at least one wheel. Based on the first lateral speed of at least one wheel, the first longitudinal speed of at least one wheel, and the vehicle speed data, the vehicle's slip ratio is determined. This technical solution acquires high-precision first rotational speed data from the vehicle's distributed electric drive system and combines it with the vehicle speed data derived from the airbag controller. Then, the first lateral speed and first longitudinal speed of each wheel are calculated using the first rotational speed data, thereby obtaining the individual motion state of each wheel. Subsequently, based on these wheel speed data and the vehicle speed data, the wheel slip ratio is accurately determined, thereby enhancing the vehicle's grip, stability, and safety under various driving conditions. Simultaneously, the independent control capability of the distributed drive system can optimize torque distribution and braking intervention, improving overall driving performance and active safety levels.

[0018] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0019] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0020] Figure 1 A flowchart of a first embodiment of the slip ratio determination method provided by the present invention is shown;

[0021] Figure 2 A flowchart of a second embodiment of the slip ratio determination method provided by the present invention is shown;

[0022] Figure 3 A flowchart of a third embodiment of the slip ratio determination method provided by the present invention is shown;

[0023] Figure 4 A flowchart of a fourth embodiment of the slip ratio determination method provided by the present invention is shown;

[0024] Figure 5 A schematic diagram of an embodiment of the slip ratio determination device provided by the present invention is shown;

[0025] Figure 6 A structural schematic diagram of an embodiment of the vehicle provided by the present invention is shown. Detailed Implementation

[0026] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0027] Slip ratio is a key parameter in vehicle dynamics, used to describe the degree of relative slippage between the wheel and the ground during driving, and directly affects the vehicle's braking, driving and steering performance.

[0028] Current technology typically requires the use of GPS, but due to signal delays and other factors, the accuracy of the determined slip rate is greatly reduced.

[0029] Consequently, due to inaccurate slip ratios, the Anti-lock Braking System (ABS), Traction Control System (TCS), and Electronic Stability Control (ESC) functions of the vehicle will not intervene in a timely manner, resulting in a decrease in overall vehicle safety.

[0030] Based on the aforementioned technical problems, the technical concept of this invention is as follows: Current methods rely on wheel speed sensors and GPS, which, under certain conditions (such as low-traction surfaces or aggressive driving), may be distorted due to slippage and cannot reflect the lateral movement of the wheels, leading to inaccurate slip ratio calculations. In this case, if the rotational speed data from the distributed electric drive system is collected as the first rotational speed data, and vehicle speed data provided by the inertial measurement unit built into the airbag controller is simultaneously acquired, the accuracy of the data source can be increased. The resulting slip ratio calculation will then be more accurate, fully utilizing the native data from the drive motor and the vehicle's inertial data. This overcomes the limitations of traditional wheel speed sensors and achieves real-time, accurate perception of vehicle slippage under all operating conditions.

[0031] The technical solution of the present invention will be described in detail below with reference to specific embodiments. The subject of the present invention is a vehicle, specifically a controller in a vehicle.

[0032] It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0033] Figure 1 A flowchart illustrating a first embodiment of the slip ratio determination method provided by the present invention is shown, the method being performed by a vehicle. Figure 1 As shown, the method includes the following steps:

[0034] Step 11: Obtain the first rotational speed data and the overall vehicle speed data corresponding to the distributed electric drive in the vehicle;

[0035] Among them, the vehicle speed data (in the following) Figure 3 (The embodiment shown is described in detail) is determined based on the airbag controller in the vehicle; the first speed data corresponding to the distributed electric drive can be the speed data of the motor corresponding to at least one wheel.

[0036] In this step, the first rotational speed data corresponding to the distributed electric drive and the vehicle speed data collected and processed by the airbag controller are obtained through the Controller Area Network (CAN) bus.

[0037] Optionally, the first rotational speed data is obtained based on the resolver sensor installed in the motor corresponding to the distributed electric drive.

[0038] In this implementation, each of the four motors in the distributed electric drive has a corresponding resolver sensor.

[0039] Step 12: Determine the vehicle's first speed data based on the first rotational speed data;

[0040] The first velocity data includes: the first lateral velocity of at least one wheel and the first longitudinal velocity of at least one wheel;

[0041] In this step, after obtaining the first rotational speed data corresponding to the distributed electric drive, the first rotational speed data can be processed using the speed ratio of the reducer to obtain the first lateral speed and the first longitudinal speed of the wheel.

[0042] Optionally, the first rotational speed data includes: the first rotational speed of the motor corresponding to at least one wheel; correspondingly, one possible implementation of step 12 could be:

[0043] Step 1: For the first speed of each motor, convert the first speed into the second speed of the wheel according to the speed ratio of the wheel reducer;

[0044] In this implementation, the first speed of each first motor can be: NFL (front left motor speed), NFR (front right motor speed), NRL (rear left motor speed), and NRR (rear right motor speed).

[0045] For each first speed, the first speed is converted into the wheel end speed, i.e., the second speed, through the reducer; the speed ratio of the reducer is G, and the first speed is divided by the speed ratio of the reducer G to obtain the second speed of the four wheels respectively.

[0046] That is, NWFL (front left wheel speed), NWFR (front right wheel speed), NWRL (rear left wheel speed), and NWRR (rear right wheel speed).

[0047] Step 2: Determine the first lateral velocity and the first longitudinal velocity of the wheel based on the second rotational speed.

[0048] In this implementation, for the steering wheel (such as a typical front wheel), the steering angle of that wheel can be measured and decomposed using trigonometric functions. Specifically, it can be:

[0049] The formula for calculating the first longitudinal velocity is: First longitudinal velocity = Second rotational speed * Wheel rolling radius * cos(steering angle); The formula for calculating the first lateral velocity is: First lateral velocity = Second rotational speed * Wheel rolling radius * sin(steering angle).

[0050] For non-steering wheels (such as the typical rear wheels), their steering angle is zero, so their first lateral velocity is also zero, and their first longitudinal velocity is equal to the second rotational speed multiplied by the wheel's rolling radius.

[0051] Step 13: Determine the slip ratio of the vehicle based on the first lateral velocity of at least one wheel, the first longitudinal velocity of at least one wheel, and the overall vehicle speed data.

[0052] In this step, after obtaining the vehicle speed data, the speed corresponding to each wheel can be processed separately to determine the lateral slip ratio corresponding to the first lateral speed of each wheel and the longitudinal slip ratio corresponding to the first longitudinal speed of each wheel, which are collectively referred to as the vehicle slip ratio.

[0053] The slip ratio determination method provided in this invention obtains first rotational speed data and vehicle speed data corresponding to the distributed electric drive system in the vehicle. The vehicle speed data is determined based on the airbag controller in the vehicle. Based on the first rotational speed data, first speed data of the vehicle is determined, including: the first lateral speed of at least one wheel and the first longitudinal speed of at least one wheel. The slip ratio of the vehicle is determined based on the first lateral speed of at least one wheel, the first longitudinal speed of at least one wheel, and the vehicle speed data. This technical solution obtains high-precision first rotational speed data from the vehicle's distributed electric drive system and combines it with the vehicle speed data derived from the airbag controller. Then, the first lateral speed and first longitudinal speed of each wheel are calculated using the first rotational speed data, thereby obtaining the individual motion state of each wheel. Subsequently, based on these wheel speed data and the vehicle speed data, the slip ratio of the wheels is accurately determined, thereby enhancing the vehicle's grip, stability, and safety under various driving conditions. Furthermore, the independent control capability of the distributed drive system can optimize torque distribution and braking intervention, improving overall driving performance and active safety levels.

[0054] Based on the above embodiments, the vehicle speed data includes: the vehicle's second lateral speed and the vehicle's second longitudinal speed.

[0055] and then, Figure 2 A flowchart illustrating a second embodiment of the slip ratio determination method provided by the present invention is shown, the method being performed by a vehicle. Figure 2 As shown, step 23 above may include the following steps:

[0056] The vehicle's slip ratio includes the lateral slip ratio and the longitudinal slip ratio of each wheel. In this embodiment, the lateral slip ratio and longitudinal slip ratio of each wheel need to be calculated. Therefore, in this embodiment, the calculation is performed separately for each wheel, and the implementation process is similar. We will use one of these methods for explanation.

[0057] Step 21: For each wheel, determine the lateral slip ratio based on the first lateral velocity and the second lateral velocity.

[0058] In this step, the difference between the first lateral velocity corresponding to the wheel and the second lateral velocity determined by the airbag controller is judged to determine the lateral slip ratio of the wheel.

[0059] Optionally, one implementation of step 21 may be: determining the first ratio between the first difference and the first lateral velocity as the lateral slip ratio of the wheel, wherein the first difference is the difference between the first lateral velocity and the second lateral velocity.

[0060] In this implementation, the formula for calculating the lateral slip ratio can be: Lateral slip ratio = (first lateral velocity - second lateral velocity) / first lateral velocity.

[0061] For different wheels, record different lateral slip ratios, i.e., K2. 左前 K2 右前 K2 左后 K2 right rear.

[0062] Furthermore, the method for determining the slip ratio also includes: if there is at least one lateral slip ratio greater than the first preset slip ratio, the ABS, TCS and ESC of the vehicle are controlled to intervene.

[0063] In this implementation, after determining the lateral slip ratio, since the vehicle is in operation, an excessively large lateral slip ratio indicates that the vehicle's wheels are about to lose lateral grip, meaning there is a risk of sideslip or loss of control.

[0064] Therefore, a safety range needs to be set, for example, a range smaller than the first preset slip ratio K2. That is, when there is at least one lateral slip ratio that is not within the safety range (greater than K2), it is necessary to control the intervention of ABS, TCS and ESC in the vehicle.

[0065] For example, ABS adjusts braking force to prevent wheel lock-up, TCS is triggered to reduce power output to the drive wheels to suppress slippage, and the core function of ESC is activated. By actively braking individual wheels and adjusting engine torque, a corrective yaw moment is generated, which helps the driver regain control of the vehicle's driving posture, counteracts oversteer or understeer, and ensures the stability of the driving trajectory.

[0066] Step 22: Determine the longitudinal slip ratio of the wheel based on the first longitudinal velocity and the second longitudinal velocity;

[0067] In this step, the difference between the first longitudinal speed corresponding to the wheel and the second longitudinal speed determined by the airbag controller is judged to determine the longitudinal slip ratio of the wheel.

[0068] Optionally, one implementation of step 22 may be: determining the second ratio between the second difference and the first longitudinal velocity as the longitudinal slip ratio of the wheel, wherein the second difference is the difference between the first longitudinal velocity and the second longitudinal velocity.

[0069] In this implementation, the formula for calculating the longitudinal slip ratio can be: Longitudinal slip ratio = (first longitudinal velocity - second longitudinal velocity) / first longitudinal velocity.

[0070] For different wheels, different longitudinal slip ratios are defined, namely, K1. 左前 K1 右前 K1 左后 K1 right rear.

[0071] Furthermore, the method for determining the slip ratio also includes: if there is at least one longitudinal slip ratio greater than the second preset slip ratio, controlling the intervention of ABS, TCS, and ESC.

[0072] In this implementation, after determining the longitudinal slip ratio, since the vehicle is in operation, an excessive longitudinal slip ratio indicates that the wheel is excessively slipping (e.g., the drive wheel is spinning freely or the brake wheel is locked), which will lead to loss of traction or increased braking distance.

[0073] Therefore, a safety range needs to be set, for example, a range smaller than the second preset slip ratio K1. That is, when at least one longitudinal slip ratio is not within the safety range (greater than K1), it is necessary to control the intervention of ABS, TCS and ESC in the vehicle.

[0074] For example, TCS suppresses wheel spin by reducing engine torque or applying brakes to slipping drive wheels, ABS adjusts braking force through high-frequency intermittent braking to prevent wheel lock-up, while ESC, as a higher-level controller, monitors the entire process and compensates for possible vehicle instability by selectively braking individual wheels, thereby ensuring the vehicle's longitudinal stability and controllability.

[0075] The slip ratio determination method provided in this invention determines the lateral slip ratio of each wheel based on a first lateral velocity and a second lateral velocity; and determines the longitudinal slip ratio of each wheel based on a first longitudinal velocity and a second longitudinal velocity. The vehicle's slip ratio includes both the lateral slip ratio and the longitudinal slip ratio of each wheel. This technical solution, by comparing the first lateral / longitudinal velocity calculated from high-precision distributed electric drive data with the second lateral / longitudinal reference velocity provided by the airbag controller, accurately quantifies the speed mismatch degree of each wheel in its respective direction of motion, i.e., the longitudinal slip ratio and lateral slip ratio. This allows for precise capture of the micro-slippage and lateral deviation behavior of each tire under driving, braking, or steering conditions, providing adhesion utilization information for the vehicle stability control system. This enables precise intervention in driving, braking, and steering torque, significantly improving the vehicle's dynamic stability, active safety, and handling performance under various extreme conditions.

[0076] Based on the above embodiments, Figure 3 A flowchart illustrating a third embodiment of the slip ratio determination method provided by the present invention is shown, the method being performed by a vehicle. Figure 3 As shown, the method for obtaining vehicle speed data in step 11 may include the following steps:

[0077] Step 31: Obtain the lateral and longitudinal acceleration of the vehicle from the airbag controller.

[0078] In this step, all sensors within the airbag undergo rigorous testing and calibration to ensure absolute reliability of data at critical moments. Especially crucial is their ability to operate reliably under specific conditions (severe impact, high temperature, high vibration). Therefore, acquiring data from the airbag controller is essential for improving the accuracy of slip ratio determination. Furthermore, communication with the airbag controller is established, and the lateral and longitudinal acceleration data within its internal data is analyzed.

[0079] Optionally, a specific diagnostic request frame can be sent to the airbag controller to request the reading of the memory address or data identifier corresponding to the lateral and longitudinal accelerations. After the airbag controller receives a valid request, it will return a response frame via the CAN bus, which contains the encoded raw data. Since this raw data is usually uncalibrated binary or encoded values, these raw values ​​are then converted into lateral and longitudinal accelerations according to the conversion rules defined in the database or specification file.

[0080] Step 32: Determine the second lateral velocity and the second longitudinal velocity of the vehicle based on the lateral acceleration and the longitudinal acceleration, respectively.

[0081] In this step, after determining the lateral acceleration, integrating the lateral acceleration yields the corresponding lateral velocity, denoted as the second lateral velocity. Similarly, after determining the longitudinal acceleration, integrating the longitudinal acceleration yields the corresponding longitudinal velocity, denoted as the second longitudinal velocity.

[0082] In one possible implementation, the integration processing can be based on determining the period of the corresponding messages for the lateral and longitudinal accelerations. For example, if the message period is 10ms, then:

[0083] The second lateral velocity is the integral of the lateral acceleration at the current moment and the lateral acceleration at the previous moment over a time interval of 10 ms; the second longitudinal velocity is the integral of the longitudinal acceleration at the current moment and the longitudinal acceleration at the previous moment over a time interval of 10 ms.

[0084] The slip ratio determination method provided in this invention acquires the lateral and longitudinal acceleration of the vehicle collected by the airbag controller; based on the lateral and longitudinal acceleration, the second lateral velocity and the second longitudinal velocity of the vehicle are determined respectively. This technical solution integrates the lateral and longitudinal acceleration data collected by the airbag controller to derive the second lateral and second longitudinal velocities characterizing the overall center of mass motion of the vehicle. This provides a reliable reference benchmark for estimating the dynamic state of the entire vehicle, independent of the slipping wheel and based on the inertial motion of the vehicle body. It fundamentally solves the problem of distortion in traditional wheel speed signals when wheels experience severe slippage or dragging, thus providing crucial decision-making basis for accurate slip ratio identification, state judgment, and control intervention. This significantly enhances the reliability and robustness of the system on low-traction surfaces or in extreme avoidance conditions.

[0085] Based on the above embodiments, Figure 4 A flowchart of a fourth embodiment of the slip ratio determination method provided by the present invention is shown, the method being performed by a vehicle. Figure 4 As shown, one possible process may include:

[0086] Step 401: Calculate the vehicle slip ratio in the distributed electric drive system; then proceed to steps 402 and 405.

[0087] Step 402: The four resolver sensors in the distributed electric drive input the rotational speeds of the four motors respectively;

[0088] Step 403: The reduction ratio of the reducer is G. Calculate the wheel end speeds of the four wheels.

[0089] Step 404: Calculate the lateral / longitudinal velocities of the four wheels based on their wheel-end rotation speeds; then proceed to step 407.

[0090] Step 405, SRS controller: Obtain the lateral / longitudinal acceleration of the entire vehicle;

[0091] Step 406: Integrate the lateral / longitudinal acceleration of the whole vehicle to obtain the lateral / longitudinal velocity of the whole vehicle;

[0092] Step 407: Slip ratio calculation;

[0093] Where, K1 = (longitudinal vehicle speed obtained from the decomposition of each wheel - longitudinal vehicle speed obtained from the integral of longitudinal acceleration) / longitudinal vehicle speed obtained from the decomposition of each wheel;

[0094] K2 = (lateral velocity obtained from the decomposition of each wheel - lateral velocity obtained from the integral of lateral acceleration) / lateral velocity obtained from the decomposition of each wheel.

[0095] Step 408: Compare the calculated K1 and K2 with the safety range corresponding to the preset slip ratio, respectively;

[0096] Step 409: If all are within the corresponding safety range, then ABS, TCS, and ESC will not intervene.

[0097] Step 410: If any slip ratio is outside the corresponding safe range, then ABS, TCS, and ESC will intervene.

[0098] The slip ratio determination method provided in this invention eliminates the need for four wheel speed sensors and reuses four resolver sensors, reducing costs. Furthermore, it offers higher calculation accuracy and reliability, stronger real-time performance, and enhanced anti-interference capabilities. It innovatively uses the lateral and longitudinal acceleration signals from the airbag controller to calculate the vehicle speed, while simultaneously considering both lateral and longitudinal vehicle speeds to calculate the slip ratio.

[0099] Figure 5 A schematic diagram of an embodiment of the slip ratio determination device provided by the present invention is shown. Figure 5 As shown, the device includes:

[0100] The acquisition module 51 is used to acquire the first rotational speed data and the vehicle speed data corresponding to the distributed electric drive in the vehicle. The vehicle speed data is determined based on the airbag controller in the vehicle.

[0101] The first determining module 52 is used to determine the first speed data of the vehicle based on the first rotational speed data. The first speed data includes: the first lateral speed of at least one wheel and the first longitudinal speed of at least one wheel.

[0102] The second determining module 53 is used to determine the slip ratio of the vehicle based on the first lateral velocity of at least one wheel, the first longitudinal velocity of at least one wheel, and the vehicle speed data.

[0103] In one or more embodiments, the vehicle speed data includes: a second lateral velocity of the vehicle and a second longitudinal velocity of the vehicle;

[0104] Accordingly, the first determining module 52 is specifically used for:

[0105] For each wheel, the lateral slip ratio of the wheel is determined based on the first lateral velocity and the second lateral velocity.

[0106] The longitudinal slip ratio of the wheel is determined based on the first longitudinal velocity and the second longitudinal velocity.

[0107] The vehicle's slip ratio includes the lateral slip ratio of each wheel and the longitudinal slip ratio of each wheel.

[0108] In one or more embodiments, the first determining module 52 determines the lateral slip ratio of the wheel based on the first lateral velocity and the second lateral velocity, specifically for:

[0109] The first ratio between the first difference and the first lateral velocity is determined as the lateral slip ratio of the wheel, and the first difference is the difference between the first lateral velocity and the second lateral velocity.

[0110] Accordingly, the first determining module 52 determines the longitudinal slip ratio of the wheel based on the first longitudinal velocity and the second longitudinal velocity, specifically for:

[0111] The second ratio between the second difference and the first longitudinal velocity is determined as the longitudinal slip ratio of the wheel, where the second difference is the difference between the first longitudinal velocity and the second longitudinal velocity.

[0112] In one or more embodiments, the second determining module 53 is further configured to:

[0113] If at least one lateral slip ratio is greater than the first preset slip ratio, the vehicle's anti-lock braking system (ABS), traction control system (TCS), and electronic stability control system (ESC) will intervene.

[0114] If at least one longitudinal slip ratio is greater than the second preset slip ratio, the ABS, TCS, and ESC are activated.

[0115] In one or more embodiments, the first rotational speed data includes: the first rotational speed of the motor corresponding to at least one wheel;

[0116] Correspondingly, the first determining module 52 determines the first speed data of the vehicle based on the first rotational speed data, specifically for:

[0117] For each motor's first speed, the first speed is converted into the wheel's second speed according to the reduction ratio of the wheel's reducer;

[0118] Based on the second rotational speed, determine the first lateral velocity and the first longitudinal velocity of the wheel.

[0119] In one or more embodiments, the acquisition module 51 acquires vehicle speed data, specifically for:

[0120] Obtain the lateral and longitudinal acceleration of the vehicle from the airbag controller;

[0121] The second lateral velocity and the second longitudinal velocity of the vehicle are determined based on the lateral acceleration and the longitudinal acceleration, respectively.

[0122] In one or more embodiments, the first rotational speed data is obtained based on a resolver sensor installed in the motor corresponding to the distributed electric drive.

[0123] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical element, or they can be physically separated. Furthermore, these modules can be implemented entirely in software through processing element calls, or entirely in hardware. Alternatively, some modules can be implemented through processing element calls in software, while others can be implemented in hardware. Moreover, these modules can be integrated together or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0124] As can be seen from the above, the slip ratio determination device provided in this embodiment of the invention obtains high-precision first rotational speed data from the vehicle's distributed electric drive system and combines it with the vehicle speed data exported from the airbag controller. Then, it uses the first rotational speed data to calculate the first lateral speed and the first longitudinal speed of each wheel, thereby obtaining the individual motion state of each wheel. Subsequently, based on these wheel speed data and the vehicle speed data, the slip ratio of the wheel is accurately determined, thereby enhancing the vehicle's grip, stability, and safety under various driving conditions. At the same time, through the independent control capability of the distributed drive system, torque distribution and braking intervention are optimized, improving overall driving performance and active safety level.

[0125] Figure 6 A structural schematic diagram of an embodiment of the vehicle provided by the present invention is shown, as follows. Figure 6 As shown, the vehicle may include: a processor 62, a communications interface 64, a memory 66, and a communications bus 68.

[0126] The processor 62, communication interface 64, and memory 66 communicate with each other via communication bus 68. Communication interface 64 is used to communicate with other network elements such as clients or other servers. The processor 62 executes program 60, specifically performing the relevant steps in the above method embodiments.

[0127] Specifically, program 60 may include program code, which includes computer-executable instructions.

[0128] Processor 62 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The vehicle may include one or more processors of the same type, such as one or more CPUs, or processors of different types, such as one or more CPUs and one or more ASICs.

[0129] Memory 66 is used to store program 60. Memory 66 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0130] Specifically, program 60 can be called by processor 62 to cause the vehicle to perform the following operations:

[0131] The first rotational speed data and vehicle speed data corresponding to the distributed electric drive in the vehicle are obtained. The vehicle speed data is determined based on the airbag controller in the vehicle.

[0132] Based on the first rotational speed data, the first speed data of the vehicle is determined, which includes: the first lateral speed of at least one wheel and the first longitudinal speed of at least one wheel;

[0133] The slip ratio of the vehicle is determined based on the first lateral velocity of at least one wheel, the first longitudinal velocity of at least one wheel, and the overall vehicle speed data.

[0134] In one or more embodiments, the vehicle speed data includes: a second lateral velocity of the vehicle and a second longitudinal velocity of the vehicle;

[0135] Accordingly, based on the first lateral velocity of at least one wheel, the first longitudinal velocity of at least one wheel, and the overall vehicle speed data, the vehicle's slip ratio is determined, including:

[0136] For each wheel, the lateral slip ratio of the wheel is determined based on the first lateral velocity and the second lateral velocity.

[0137] The longitudinal slip ratio of the wheel is determined based on the first longitudinal velocity and the second longitudinal velocity.

[0138] The vehicle's slip ratio includes the lateral slip ratio of each wheel and the longitudinal slip ratio of each wheel.

[0139] In one or more embodiments, determining the lateral slip ratio of the wheel based on a first lateral velocity and a second lateral velocity includes:

[0140] The first ratio between the first difference and the first lateral velocity is determined as the lateral slip ratio of the wheel, and the first difference is the difference between the first lateral velocity and the second lateral velocity.

[0141] Accordingly, based on the first longitudinal velocity and the second longitudinal velocity, the longitudinal slip ratio of the wheel is determined, including:

[0142] The second ratio between the second difference and the first longitudinal velocity is determined as the longitudinal slip ratio of the wheel, where the second difference is the difference between the first longitudinal velocity and the second longitudinal velocity.

[0143] In one or more embodiments, the following is also performed:

[0144] If at least one lateral slip ratio is greater than the first preset slip ratio, the vehicle's anti-lock braking system (ABS), traction control system (TCS), and electronic stability control system (ESC) will intervene.

[0145] If at least one longitudinal slip ratio is greater than the second preset slip ratio, the ABS, TCS, and ESC are activated.

[0146] In one or more embodiments, the first rotational speed data includes: the first rotational speed of the motor corresponding to at least one wheel;

[0147] Accordingly, based on the first rotational speed data, the first speed data of the vehicle is determined, including:

[0148] For each motor's first speed, the first speed is converted into the wheel's second speed according to the reduction ratio of the wheel's reducer;

[0149] Based on the second rotational speed, determine the first lateral velocity and the first longitudinal velocity of the wheel.

[0150] In one or more embodiments, acquiring vehicle speed data includes:

[0151] Obtain the lateral and longitudinal acceleration of the vehicle from the airbag controller;

[0152] The second lateral velocity and the second longitudinal velocity of the vehicle are determined based on the lateral acceleration and the longitudinal acceleration, respectively.

[0153] In one or more embodiments, the first rotational speed data is obtained based on a resolver sensor installed in the motor corresponding to the distributed electric drive.

[0154] As can be seen from the above, the vehicle provided in this embodiment of the invention obtains high-precision first rotational speed data from the vehicle's distributed electric drive system and combines it with the vehicle speed data derived from the airbag controller. Then, it uses the first rotational speed data to calculate the first lateral speed and the first longitudinal speed of each wheel, thereby obtaining the individual motion state of each wheel. Subsequently, based on these wheel speed data and the vehicle speed data, the wheel slip ratio is accurately determined, thereby enhancing the vehicle's grip, stability, and safety under various driving conditions. At the same time, through the independent control capability of the distributed drive system, torque distribution and braking intervention are optimized, improving the overall driving performance and active safety level.

[0155] This invention provides a computer-readable storage medium storing at least one executable instruction that, when executed on a slip ratio determining device / vehicle, causes the slip ratio determining device / vehicle to perform the slip ratio determining method in any of the above-described method embodiments.

[0156] Specifically, the executable instructions can be used to cause the slip ratio determining device / vehicle to perform the following operations:

[0157] The first rotational speed data and vehicle speed data corresponding to the distributed electric drive in the vehicle are obtained. The vehicle speed data is determined based on the airbag controller in the vehicle.

[0158] Based on the first rotational speed data, the first speed data of the vehicle is determined, which includes: the first lateral speed of at least one wheel and the first longitudinal speed of at least one wheel;

[0159] The slip ratio of the vehicle is determined based on the first lateral velocity of at least one wheel, the first longitudinal velocity of at least one wheel, and the overall vehicle speed data.

[0160] In one or more embodiments, the vehicle speed data includes: a second lateral velocity of the vehicle and a second longitudinal velocity of the vehicle;

[0161] Accordingly, based on the first lateral velocity of at least one wheel, the first longitudinal velocity of at least one wheel, and the overall vehicle speed data, the vehicle's slip ratio is determined, including:

[0162] For each wheel, the lateral slip ratio of the wheel is determined based on the first lateral velocity and the second lateral velocity.

[0163] The longitudinal slip ratio of the wheel is determined based on the first longitudinal velocity and the second longitudinal velocity.

[0164] The vehicle's slip ratio includes the lateral slip ratio of each wheel and the longitudinal slip ratio of each wheel.

[0165] In one or more embodiments, determining the lateral slip ratio of the wheel based on a first lateral velocity and a second lateral velocity includes:

[0166] The first ratio between the first difference and the first lateral velocity is determined as the lateral slip ratio of the wheel, and the first difference is the difference between the first lateral velocity and the second lateral velocity.

[0167] Accordingly, based on the first longitudinal velocity and the second longitudinal velocity, the longitudinal slip ratio of the wheel is determined, including:

[0168] The second ratio between the second difference and the first longitudinal velocity is determined as the longitudinal slip ratio of the wheel, where the second difference is the difference between the first longitudinal velocity and the second longitudinal velocity.

[0169] In one or more embodiments, the following is also performed:

[0170] If at least one lateral slip ratio is greater than the first preset slip ratio, the vehicle's anti-lock braking system (ABS), traction control system (TCS), and electronic stability control system (ESC) will intervene.

[0171] If at least one longitudinal slip ratio is greater than the second preset slip ratio, the ABS, TCS, and ESC are activated.

[0172] In one or more embodiments, the first rotational speed data includes: the first rotational speed of the motor corresponding to at least one wheel;

[0173] Accordingly, based on the first rotational speed data, the first speed data of the vehicle is determined, including:

[0174] For each motor's first speed, the first speed is converted into the wheel's second speed according to the reduction ratio of the wheel's reducer;

[0175] Based on the second rotational speed, determine the first lateral velocity and the first longitudinal velocity of the wheel.

[0176] In one or more embodiments, acquiring vehicle speed data includes:

[0177] Obtain the lateral and longitudinal acceleration of the vehicle from the airbag controller;

[0178] The second lateral velocity and the second longitudinal velocity of the vehicle are determined based on the lateral acceleration and the longitudinal acceleration, respectively.

[0179] In one or more embodiments, the first rotational speed data is obtained based on a resolver sensor installed in the motor corresponding to the distributed electric drive.

[0180] As can be seen from the above, the vehicle / slip ratio determination device provided in this embodiment of the invention obtains high-precision first rotational speed data from the vehicle's distributed electric drive system and combines it with the vehicle speed data derived from the airbag controller. Then, it uses the first rotational speed data to calculate the first lateral velocity and first longitudinal velocity of each wheel, thereby obtaining the individual motion state of each wheel. Subsequently, based on these wheel speed data and the vehicle speed data, the slip ratio of the wheel is accurately determined, thereby enhancing the vehicle's grip, stability, and safety under various driving conditions. At the same time, through the independent control capability of the distributed drive system, torque distribution and braking intervention are optimized, improving overall driving performance and active safety level.

[0181] This invention provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method for determining the slip ratio.

[0182] Its implementation principle and technical effects are as disclosed above.

[0183] The description of the various embodiments above tends to emphasize the differences between the various embodiments. The similarities or similarities between them can be referred to, and for the sake of brevity, they will not be repeated here.

[0184] The methods disclosed in the various method embodiments provided by this invention can be arbitrarily combined without conflict to obtain new method embodiments.

[0185] The features disclosed in the various product embodiments provided by this invention can be arbitrarily combined without conflict to obtain new product embodiments.

[0186] The features disclosed in the various method or device embodiments provided by the present invention can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0187] It should be noted that the aforementioned computer-readable storage media can be ROM, Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Ferromagnetic Random Access Memory (FRAM), Flash Memory, Magnetic Surface Memory, Optical Disc, or Compact Disc Read-Only Memory (CD-ROM), etc. It can also be various vehicles that include one or any combination of the above-mentioned storage media.

[0188] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0189] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0190] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware nodes. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, vehicle terminal, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0191] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatuses, devices, and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0192] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0193] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The algorithms or displays provided herein for the functions specified in the boxes or boxes are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0194] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A method for determining slip ratio, characterized in that, The method includes: The first rotational speed data and the vehicle speed data corresponding to the distributed electric drive in the vehicle are obtained, wherein the vehicle speed data is determined based on the airbag controller in the vehicle. Based on the first rotational speed data, the first speed data of the vehicle is determined, the first speed data including: the first lateral speed of at least one wheel and the first longitudinal speed of the at least one wheel; The slip ratio of the vehicle is determined based on the first lateral velocity of the at least one wheel, the first longitudinal velocity of the at least one wheel, and the overall vehicle speed data.

2. The method according to claim 1, characterized in that, The vehicle speed data includes: the vehicle's second lateral speed and the vehicle's second longitudinal speed; Accordingly, the slip ratio of the vehicle is determined based on the first lateral velocity of the at least one wheel, the first longitudinal velocity of the at least one wheel, and the overall vehicle speed data, including: For each wheel, the lateral slip ratio of the wheel is determined based on the first lateral velocity and the second lateral velocity; The longitudinal slip ratio of the wheel is determined based on the first longitudinal velocity and the second longitudinal velocity. The slip ratio of the vehicle includes the lateral slip ratio of each wheel and the longitudinal slip ratio of each wheel.

3. The method according to claim 2, characterized in that, Determining the lateral slip ratio of the wheel based on the first lateral velocity and the second lateral velocity includes: The first ratio between the first difference and the first lateral velocity is determined as the lateral slip ratio of the wheel, where the first difference is the difference between the first lateral velocity and the second lateral velocity. Accordingly, determining the longitudinal slip ratio of the wheel based on the first longitudinal velocity and the second longitudinal velocity includes: The second ratio between the second difference and the first longitudinal speed is determined as the longitudinal slip ratio of the wheel, where the second difference is the difference between the first longitudinal speed and the second longitudinal speed.

4. The method according to claim 2 or 3, characterized in that, The method further includes: If at least one lateral slip ratio is greater than the first preset slip ratio, the anti-lock braking system (ABS), traction control system (TCS), and electronic stability control system (ESC) of the vehicle will intervene. If at least one longitudinal slip ratio is greater than the second preset slip ratio, control the intervention of the ABS, the TCS, and the ESC.

5. The method according to any one of claims 1-3, characterized in that, The first rotational speed data includes: the first rotational speed of the motor corresponding to at least one wheel; Accordingly, based on the first rotational speed data, the first speed data of the vehicle is determined, including: For each motor's first rotational speed, the first rotational speed is converted into the wheel's second rotational speed according to the reduction ratio of the wheel's reducer; Based on the second rotational speed, the first lateral velocity and the first longitudinal velocity of the wheel are determined.

6. The method according to claim 2 or 3, characterized in that, Obtaining the vehicle speed data includes: The lateral and longitudinal accelerations of the vehicle are acquired by the airbag controller. The second lateral velocity and the second longitudinal velocity of the vehicle are determined based on the lateral acceleration and the longitudinal acceleration, respectively.

7. The method according to any one of claims 1-3, characterized in that, The first rotational speed data is obtained based on the resolver sensor installed in the motor corresponding to the distributed electric drive.

8. A device for determining slip ratio, characterized in that, The device includes: The acquisition module is used to acquire the first rotational speed data and the vehicle speed data corresponding to the distributed electric drive in the vehicle, wherein the vehicle speed data is determined based on the airbag controller in the vehicle. The first determining module is configured to determine the first speed data of the vehicle based on the first rotational speed data, wherein the first speed data includes: the first lateral speed of at least one wheel and the first longitudinal speed of the at least one wheel; The second determining module is used to determine the slip ratio of the vehicle based on the first lateral velocity of the at least one wheel, the first longitudinal velocity of the at least one wheel, and the vehicle speed data.

9. A vehicle, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the method for determining the slip ratio as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores at least one executable instruction; When the executable instructions are executed on the slip ratio determining device / vehicle, the slip ratio determining device / vehicle performs the operation of the slip ratio determining method as described in any one of claims 1-7.

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