Vehicle control method and device, electronic equipment, vehicle and storage medium

Abstract

The present disclosure relates to a vehicle control method, device, electronic equipment, vehicle and storage medium, and belongs to the technical field of intelligent driving. The method comprises: in response to the vehicle being in a single-side slip working condition, applying a first braking force to a first driving wheel in a slip state, monitoring a state of a second driving wheel in a non-slip state, determining a corresponding road surface type of the vehicle according to the monitoring state of the second driving wheel, and performing slip control on the vehicle according to the corresponding road surface type of the vehicle. In the present application, different control strategies can be set for different road surface types in advance. After the corresponding road surface type of the vehicle is determined, the control strategy associated with the corresponding road surface type of the vehicle can be determined, and the slip control on the vehicle is performed based on the associated control strategy, so that the vehicle can be removed or exited from the slip working condition, normal starting can be achieved, and system wear and energy consumption can be reduced.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of intelligent driving, and in particular to a vehicle control method and device, an electronic device, a vehicle, and a storage medium. BACKGROUND

[0002] When a vehicle starts on a low adhesion road surface such as a global ice surface or a compacted snow surface, the adhesion force of the two drive wheels may differ too much or the power distribution may be abnormal, causing one drive wheel to break through the adhesion limit of the road surface first and slip. The occurrence of single-side drive wheel slip in a vehicle often leads to loss of control of the vehicle attitude, and further causes safety accidents such as collision and rollover. SUMMARY

[0003] The present disclosure provides a vehicle control method, device, electronic device, vehicle, and storage medium to solve the above technical problems.

[0004] The technical solutions of the present disclosure are as follows:

[0005] According to a first aspect of an embodiment of the present disclosure, a vehicle control method is provided, comprising:

[0006] in response to the vehicle being in a single-side slip working condition, applying a first braking force to a first drive wheel in a slip state;

[0007] monitoring a state of a second drive wheel in a non-slip state;

[0008] determining a road surface type corresponding to the vehicle according to the monitoring state of the second drive wheel;

[0009] controlling slip of the vehicle according to the road surface type corresponding to the vehicle.

[0010] According to a second aspect of an embodiment of the present disclosure, a vehicle control device is provided, comprising:

[0011] a braking module configured to apply a first braking force to a first drive wheel in a slip state in response to the vehicle being in a single-side slip working condition;

[0012] a monitoring module configured to monitor a state of a second drive wheel in a non-slip state;

[0013] a determination module configured to determine a road surface type corresponding to the vehicle according to the monitoring state of the second drive wheel;

[0014] a control module configured to control slip of the vehicle according to the road surface type corresponding to the vehicle.

[0015] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, comprising the vehicle control device of the second aspect of the present disclosure.

[0016] According to a fourth aspect of the embodiments of the present disclosure, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the vehicle control method according to the first aspect of the embodiments of the present disclosure when executing the program.

[0017] According to a fifth aspect of the embodiments of the present disclosure, a computer readable storage medium is provided, which stores computer program instructions, wherein the program instructions are executed by a processor to implement the steps of the vehicle control method according to the first aspect of the embodiments of the present disclosure.

[0018] According to a sixth aspect of the embodiments of the present disclosure, a computer program product is provided, comprising a computer program, wherein the computer program is executed by a processor to implement the steps of the vehicle control method according to the first aspect of the embodiments of the present disclosure.

[0019] The embodiments of the present disclosure provide at least the following beneficial effects:

[0020] In the embodiments of the present disclosure, different control strategies can be set for different road surface types in advance, and after the road surface type corresponding to the vehicle is determined, the control strategy associated with the road surface type corresponding to the vehicle can be determined, and the vehicle is controlled based on the associated control strategy to make the vehicle exit or quit the slipping working condition, so that the vehicle can start normally, and the system wear and energy consumption can be reduced. Further, the control method provided by the present disclosure can be implemented based on the existing sensors (wheel speed sensor, torque sensor, etc.) and actuators (engine EMS, brake system) of the vehicle, without increasing the cost of new hardware, and the software upgrade can be easily realized on the existing platform.

[0021] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0022] The accompanying drawings, which are incorporated into and form part of the specification, illustrate embodiments consistent with the present disclosure and, together with the specification, serve to explain the principles of the present disclosure, and do not constitute an undue limitation on the present disclosure.

[0023] Figure 1 is a flowchart of a vehicle control method provided by the embodiments of the present disclosure.

[0024] Figure 2 is a flowchart of another vehicle control method provided by the embodiments of the present disclosure.

[0025] Figure 3 is a flowchart of another vehicle control method provided by the embodiments of the present disclosure.

[0026] Figure 4 is a schematic diagram of another vehicle control method provided by an embodiment of the present application.

[0027] Figure 5 is a schematic diagram of another vehicle control method provided by an embodiment of the present application.

[0028] Figure 6 is a schematic diagram of a vehicle control device provided by an embodiment of the present application.

[0029] Figure 7 is a schematic diagram of an electronic device provided by an embodiment of the present application.

[0030] Figure 8 is a schematic diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to make the ordinary person skilled in the art better understand the technical solutions of the present disclosure, the technical solutions in the embodiments of the present disclosure will be described clearly and completely below in conjunction with the drawings.

[0032] It should be noted that the terms "first", "second", and the like in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. The implementation described in the following exemplary embodiments does not represent all implementations consistent with the present disclosure. Rather, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0033] When a vehicle starts on a low adhesion road surface (e.g. global ice, compacted snow) with a large throttle, due to the torque distribution characteristics of the differential and the small adhesion difference between the two sides (e.g. load, tire pressure, road flatness, etc.), a situation may occur in which one drive wheel first breaks through the adhesion limit of the road surface and slips. At this time, the TCS can apply a braking force to the slipping drive wheel in order to instantaneously transfer a large amount of driving torque to the other side of the wheel. However, on a uniform low adhesion road surface, the adhesion capacity of the other side of the drive wheel is also very low, and may not be able to withstand the sudden increase in torque, so that the other side of the drive wheel will break through the adhesion limit without delay, and also slip. Accordingly, the TCS will monitor the new slip signal and release the braking force on the initially slipping drive wheel, and instead brake the other side of the drive wheel that slips later. This control of the TCS will cause the driving torque to be transferred back to the initially slipping drive wheel, and the initially slipping drive wheel will slip again after the torque returns.

[0034] The above process will continue in a cycle, forming a phenomenon of repeated and rapid transfer of driving torque between the two sides of the wheel, forming an oscillation phenomenon, that is, an alternating slip phenomenon, which often brings the following adverse consequences: (1) the vehicle body will produce obvious left and right shaking or jerk, resulting in poor driving experience; (2) the engine torque is consumed to overcome the inertia of the brake and drive train, rather than used to drive the vehicle forward, resulting in poor acceleration, longer starting distance, and reduced starting performance; (3) the brake, hydraulic pump and differential are frequently worked, increasing unnecessary wear and energy consumption; (4) although the TCS is constantly controlling the slip, its control actions do not effectively improve the driving state of the vehicle, but rather make the situation worse.

[0035] To solve the above problems, the present disclosure provides a vehicle control method, and the vehicle control method, device, electronic equipment, chip and storage medium of the embodiments of the present disclosure are described below with reference to the accompanying drawings.

[0036] Figure 1 FIG. 1 is a flowchart of a vehicle control method according to an embodiment of the present disclosure.

[0037] It should be noted that the vehicle control method of the embodiments of the present disclosure can be applied to a vehicle control device, and in some possible embodiments, the vehicle control device can be configured in an electronic equipment or a chip, so that the electronic equipment or the chip can perform a vehicle control function. In addition, in some possible embodiments, the vehicle control device can also be software in an electronic equipment, etc.

[0038] In any one of the embodiments of the present application, the chip can be integrated into an electronic device. Among them, the chip includes a central processing unit (CPU), an image signal processing (ISP), an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a field-programmable gate array (FPGA), a system on chip (SOC), a reduced instruction set computer (RISC), etc., which are not listed one by one.

[0039] Among them, the electronic device includes but is not limited to: a car with communication function, a wireless terminal in a self-driving intelligent car, a control system of a vehicle, for example, a traction control system (TCS) of a vehicle, etc. The embodiments of the present application do not limit the specific technology and specific device form adopted by the terminal.

[0040] TCS is an important part of vehicle active safety. Its core function is to control the slip ratio of the driving wheel by reducing the engine output torque and applying a brake force to the slipping driving wheel when the driving wheel slips excessively, to reasonably utilize the adhesion between the wheel and the road surface, and to ensure the starting, accelerating stability and passability of the vehicle. The following takes TCS as the main body of the vehicle control method of the present application to explain and describe the method. The vehicle control method can also be applied to other control systems of the vehicle. Here, only as an example, cannot be as a condition to limit the present application.

[0041] As shown in Figure 1 The vehicle control method of the embodiments of the present application can include but is not limited to the following steps:

[0042] S101, in response to the vehicle being in a single-side slipping working condition, a first brake force is applied to the first driving wheel in a slipping state.

[0043] In some embodiments, based on the wheel speed sensor, the rotation speed of the wheel is monitored, and further, whether the vehicle is in a single-side slipping working condition is determined according to the monitored wheel speed. Optionally, the rotation speed of the wheel is tracked, and in response to the single-side driving wheel speed being suddenly much higher than the other side driving wheel, it can be identified that the vehicle is in a single-side slipping working condition.

[0044] In some embodiments, the TCS can first monitor whether the vehicle is in a driving state, in response to the vehicle being in the driving state, can determine the slip of the driving wheel, and detect the slip of the driving wheel, in response to the slip of the single-side driving wheel exceeding a set slip threshold, can identify that the vehicle is in a single-side slip working condition.

[0045] In some embodiments, the TCS can monitor whether the vehicle is in a driving state based on the rotational speed of the wheel, optionally, the TCS can collect the rotational speed of the wheel based on the wheel rotational speed sensor, further, obtain the rotational speed difference between the rotational speed of the driving wheel and the rotational speed of the non-driving wheel, in response to the rotational speed difference indicating that the rotational speed of the driving wheel is slightly higher than the rotational speed of the non-driving wheel, can determine that the vehicle is in a driving state.

[0046] In some embodiments, the TCS can also monitor whether the vehicle is in a driving state based on the power output signal, optionally, the TCS can monitor the data such as fuel injection amount, torque output, etc., through which it can be determined whether it is in a driving state. For example, the accelerator is depressed and the torque rises, which can determine that the vehicle is in a driving state.

[0047] In some embodiments, when it is identified that the vehicle is in a single-side slip working condition, an initial first brake pressure can be applied to the first driving wheel in a slip state, and by applying the first brake force, a running resistance is formed on the first driving wheel, so that the differential can be forced to distribute more driving torque to the other side driving wheel, which is currently in a non-slip state, which can be referred to as a second driving wheel.

[0048] S102, monitoring the state of the second driving wheel in a non-slip state.

[0049] S103, determining the road surface type corresponding to the vehicle according to the monitoring state of the second driving wheel.

[0050] It should be noted that the vehicle often drives on the first road surface type of uniform low adhesion road surface, and the single-side slip working condition occurs. For example, the first road surface type of road surface can be a global ice surface, a compacted snow surface, etc. The vehicle can also drive on the second road surface type of split road surface, and the single-side slip working condition occurs. The split road surface is a road surface with one side of high adhesion coefficient and the other side of low adhesion coefficient. For example, the second road surface type of road surface can be a high adhesion coefficient asphalt road surface on one side and a low adhesion coefficient ice surface on the other side, etc.

[0051] For the scenario that the vehicle starts with full throttle on the first road surface type, i.e., the vehicle starts with full throttle on the uniform low adhesion road surface (such as global ice surface, compacted snow surface), due to the torque distribution characteristics of the differential and the slight adhesion difference (such as load, tire pressure, road flatness, etc.) between the two drive wheels, it is possible that one drive wheel will break through the adhesion limit first and slip. At this time, the TCS can apply a first brake force to the first drive wheel so as to instantaneously transfer a large amount of driving torque to the other side wheel. However, on the uniform low adhesion road surface, the adhesion capacity of the second drive wheel is also very low, and it is possible that the second drive wheel cannot bear the sudden increase in torque, so that the second drive wheel will break through the adhesion limit without delay and also slip. The above process will be repeated, forming a phenomenon of repeated and rapid transfer of driving torque between the two wheels, i.e., an alternating slip phenomenon.

[0052] For the scenario that the vehicle starts with full throttle on the second road surface type, i.e., the vehicle starts with full throttle on the split road surface, a first brake force can be applied to the first drive wheel on the low adhesion coefficient road surface, so as to transfer a large amount of engine torque to the second drive wheel on the high adhesion coefficient road surface. Since the second drive wheel on the high adhesion coefficient road surface has sufficient potential to grip the ground, it can effectively convert the transferred torque into driving force for the vehicle to move forward, thereby achieving smooth escape and starting.

[0053] In order to solve the effective control of different road surface types and avoid the same control mode, which causes the TCS to be unable to assist the drive wheel to escape from the slip state, in the embodiments of the present application, after the first brake force is applied to the first drive wheel, the differential will be forced to distribute more driving torque to the second drive wheel, thereby affecting the state of the second drive wheel. Further, the state of the second drive wheel can be continuously monitored to monitor the effect of engine torque transfer on the second drive wheel. It can be understood that under different road surface types, engine torque transfer will have different effects on the state of the second drive wheel, so that the corresponding road surface type of the vehicle can be determined according to the monitored state of the second drive wheel.

[0054] In some embodiments, the monitored state of the second drive wheel can include, but is not limited to, wheel speed information of the second drive wheel and slip information of the second drive wheel.

[0055] In some embodiments, the corresponding road surface type of the vehicle can be determined based on the wheel speed information of the second drive wheel. Optionally, each road surface type can be pre-mapped to different wheel speed change conditions, and the wheel speed change condition satisfied by the second drive wheel can be determined according to the monitored wheel speed information, and then the corresponding road surface type of the vehicle can be determined.

[0056] In some embodiments, the road type corresponding to the vehicle can be determined based on the slip information of the second driving wheel. Optionally, each road type can be pre-mapped to different slip change conditions, and the slip change condition satisfied by the second driving wheel can be determined according to the monitored slip information, and then the road type corresponding to the vehicle can be determined.

[0057] In some embodiments, the road type corresponding to the vehicle can be determined based on the wheel speed information and the slip information of the second driving wheel. Optionally, each road type can be pre-mapped to different wheel speed change conditions and slip change conditions, and the wheel speed change condition and the slip change condition satisfied by the second driving wheel can be determined according to the monitored wheel speed information and the slip information, and then the road type corresponding to the vehicle can be determined.

[0058] S104, performing slip control on the vehicle according to the road type corresponding to the vehicle.

[0059] In the embodiments of the present application, different control strategies can be pre-set for different road types, and after the road type corresponding to the vehicle is determined, the control strategy associated with the road type corresponding to the vehicle can be determined, and the vehicle can be controlled based on the associated control strategy to make the vehicle exit or quit the slip working condition, so that the vehicle can start normally, and the system wear and energy consumption can be reduced. Further, the control method provided by the present application can be implemented based on the existing sensors (wheel speed sensor, torque sensor, etc.) and actuators (engine EMS, brake system) of the vehicle, without increasing the cost of new hardware, and the software upgrade can be easily realized on the existing platform.

[0060] Figure 2 Another flowchart of a vehicle control method provided by the embodiments of the present application is shown in FIG. 6. As shown in FIG. 6, the vehicle control method can include but is not limited to the following steps: Figure 2

[0061] S201, in response to the vehicle being in a single-side slip working condition, applying a first brake force to a first driving wheel in a slip state.

[0062] S202, monitoring the state of a second driving wheel in a non-slip state.

[0063] In some embodiments, after the first brake pressure is applied to the first driving wheel, the state of the second driving wheel can be monitored in real time within a set observation window.

[0064] For specific descriptions of steps S201-S202, refer to the embodiments described in any embodiment of the present application, which will not be described here.

[0065] S203, determining the road type corresponding to the vehicle according to the monitored state of the second driving wheel. ​

[0066] In some embodiments, the wheel speed information of the second driving wheel is determined based on the monitored state of the second driving wheel, and further, the road surface type corresponding to the vehicle is determined according to the wheel speed information.

[0067] Optionally, the wheel acceleration of the second driving wheel is determined according to the wheel speed information. Further, the wheel acceleration of the second driving wheel is calculated based on the wheel speed information within the observation window. In response to the wheel acceleration satisfying a first change trend, the road surface type is determined as the first road surface type. Optionally, the wheel acceleration of the second driving wheel increases to exceed a preset acceleration threshold within a set time, and the road surface type can be determined as the first road surface type.

[0068] Optionally, in response to the wheel acceleration not satisfying the first change trend, the road surface type is determined as the first road surface type. Optionally, the wheel acceleration of the second driving wheel does not increase to exceed a preset acceleration threshold within a set time, and the road surface type can be determined as the second road surface type.

[0069] In some embodiments, the wheel speed information and the slip information of the second driving wheel are determined based on the monitored state of the second driving wheel, and further, the road surface type of the vehicle is determined according to the wheel speed information and the slip information of the second driving wheel.

[0070] Optionally, the wheel acceleration of the second driving wheel is determined according to the wheel speed information, and further, in response to the wheel acceleration satisfying a first change trend and the slip information satisfying a second change trend, the road surface type is determined as the first road surface type.

[0071] For example, if the wheel acceleration of the second driving wheel in the non-slip state exceeds a preset threshold, and the slip also rapidly rises to close to or exceeds the slip threshold, the road surface type can be determined as the first road surface type, which can be a suspected uniform low adhesion road surface. That is, a first confidence signal of the suspected uniform low adhesion road surface can be generated, for example, by a flag bit. In the case of determining the road surface type as the suspected uniform low adhesion road surface, the flag bit Road_Type_Flag can be configured as 1.

[0072] Optionally, in response to the wheel acceleration not satisfying the first change trend, and / or the slip information not satisfying the second change trend, the road surface type is determined as a second road surface type. For example, if the wheel acceleration of the second drive wheel in the non-slip state is stable, and the slip thereof is maintained at a low level, it indicates that the vehicle as a whole accelerates well, and the road surface type can be determined as the second road surface type, wherein the second road surface type can be a suspected split road surface, that is, a second confidence signal of a suspected split road surface can be generated, for example, a flag bit can be used to indicate the road surface type, and in a case where the road surface type is determined as a suspected uniform low adhesion road surface, the flag bit Road_Type_Flag=2 can be configured.

[0073] In some embodiments, in response to the road surface type being the first road surface type, the first brake force is reduced to a first set value, that is, the initially applied first brake force on the first drive wheel is reduced.

[0074] In some embodiments, in response to the road surface type being the second road surface type, the first brake force is increased to a second set value, that is, the first brake force applied to the first drive wheel is increased.

[0075] For example, the initially applied first brake force is 20 bar, and in a case where Road_Type_Flag=1 is output, the first brake force can be reduced to 10 bar; and in a case where Road_Type_Flag=2 is output, the first brake force can be increased to 35 bar according to a fixed slope.

[0076] S204, in response to the road surface type corresponding to the vehicle being the first road surface type, the target torque of the engine can be limited around the critical torque, and the brake control is switched to auxiliary control.

[0077] S205, in response to the road surface type being the second road surface type, a second brake force is applied to the first drive wheel, and the range of the limited output torque of the engine is expanded.

[0078] In some embodiments, in response to the road surface type corresponding to the vehicle being the first road surface type, the target torque of the engine can be limited around the critical torque, and the brake control is switched to auxiliary control. Optionally, switching the brake control to auxiliary control can greatly reduce the brake pressure and the pressure change rate, and the purpose is no longer to transfer the drive torque, but to smooth the speed fluctuation of the slipping wheel, suppress oscillation, and perform smooth and small amplitude pressure adjustment on the first drive wheel.

[0079] In some embodiments, in response to the road surface type being the second road surface type, a second brake force is applied to the first drive wheel, and the range of the output torque of the engine is expanded. That is, an aggressive brake intervention strategy is adopted, and a sufficient brake force is applied to the first drive wheel in a slipping state (i.e., a low-attached drive wheel) to maximize the transfer of the drive torque to the second drive wheel in a non-slip state (i.e., a high-attached drive wheel). Further, the engine torque limit can be relaxed, and a larger engine output torque is allowed to be output under the premise that the second drive wheel does not slip excessively, so as to fully utilize the attachment potential of the high-attached road surface and obtain the best starting performance.

[0080] In the embodiments of the present application, different control strategies can be set for different road surface types in advance. After the road surface type corresponding to the vehicle is determined, the control strategy associated with the road surface type corresponding to the vehicle can be determined, and the vehicle is controlled based on the associated control strategy to make the vehicle exit or quit the slipping working condition, so that the vehicle can start normally, and the system wear and energy consumption can be reduced. Further, the real-time dynamics of the non-slip side wheels can be used as a judgment basis to realize efficient and real-time differentiation of the two high-attached road surfaces that are likely to appear in the confusion working condition, so as to improve the road surface recognition accuracy. Moreover, the control method provided by the present application can be realized based on the existing sensors (wheel speed sensor, torque sensor, etc.) and actuators (engine EMS, brake system) of the vehicle, without increasing the cost of new hardware, and is easy to realize software upgrade on the existing platform.

[0081] Figure 3 Another flowchart of a vehicle control method provided by the embodiments of the present application is shown in FIG. 4. As shown in FIG. 4, the vehicle control method can include but is not limited to the following steps: Figure 3

[0082] S301, in response to the vehicle being in a single-side slipping working condition, a first brake force is applied to the first drive wheel in a slipping state.

[0083] S302, the state of the second drive wheel in a non-slip state is monitored.

[0084] S303, the road surface type corresponding to the vehicle is determined according to the monitoring state of the second drive wheel.

[0085] For specific implementation modes of steps S301-S303, refer to any implementation mode in the embodiments of the present application, which will not be described here again.

[0086] S304, the output torque of the engine of the vehicle is monitored, and the road surface type of the vehicle is corrected according to the output torque of the engine to obtain a corrected road surface type.

[0087] ​In some embodiments, the output torque of the engine is analyzed to determine the correlation between the output torque and the driving wheel slip state, and further, the current road type of the vehicle is corrected according to the correlation to obtain a corrected road type.

[0088] In some embodiments, the output torque of the engine is analyzed, and if the output torque is limited to a lower level, that is, near the critical torque, the two driving wheels of the vehicle can maintain no alternating slip. Once the output torque of the engine exceeds the critical torque, the two driving wheels of the vehicle will appear alternating slip. According to the above analysis, the road type of the vehicle can be finally determined as a uniform low adhesion road.

[0089] In some embodiments, the output torque of the engine is analyzed, and if the output torque is limited to a lower level, that is, near the critical torque, the two driving wheels of the vehicle can maintain no alternating slip. Once the output torque of the engine exceeds the critical torque, the two driving wheels of the vehicle will appear alternating slip. According to the above analysis, the road type of the vehicle can be finally determined as a uniform low adhesion road.

[0090] S305, according to the corrected road type corresponding to the vehicle, the vehicle is slip controlled.

[0091] For specific implementation of step S305, refer to any of the implementation modes of the embodiments of the present application, which will not be repeated here.

[0092] In the embodiments of the present application, different control strategies can be set for different road types in advance. After the road type corresponding to the vehicle is determined, the control strategy associated with the road type corresponding to the vehicle can be determined, and the vehicle is slip controlled based on the associated control strategy, so that the vehicle can exit or exit the slip working condition, and can start normally, which can reduce system wear and energy consumption. Further, the vehicle control method provided by the present application is a closed-loop observation-decision-control system, which can adapt to the dynamic changes of the vehicle state and the road, has strong robustness, and uses the real-time dynamics of the non-slip side wheel as the judgment basis to realize efficient and real-time differentiation of the two confused working conditions of the uniform low adhesion and the open road, which can improve the road recognition accuracy, and the control method provided by the present application can be realized based on the existing sensors (wheel speed sensor, torque sensor, etc.) and actuators (engine EMS, brake system) of the vehicle, without increasing the cost of new hardware, and is easy to realize software upgrade on the existing platform.

[0093] Figure 4 Another flowchart of a vehicle control method provided by the embodiments of the present application is shown in FIG. 6. As shown in FIG. 6, the vehicle control method can include but is not limited to the following steps: Figure 4 ​

[0094] S401, in response to the vehicle being in a single-side slip working condition, applying a first brake force to the first driving wheel in a slip state.

[0095] S402, monitoring the state of the second driving wheel in a non-slip state.

[0096] S403, determining the corresponding road type of the vehicle according to the monitoring state of the second driving wheel.

[0097] For specific implementation of steps S401-S403, refer to any implementation in the embodiments of the present application, which will not be repeated here.

[0098] S404, monitoring the output torque of the engine, and correcting the road type of the vehicle according to the output torque to obtain a corrected road type corresponding to the vehicle.

[0099] S405, in response to the corrected road type being the first road type, limiting the target torque of the engine near the critical torque, and switching the brake control to auxiliary control.

[0100] In some embodiments, the critical torque can be determined according to the driver's requested torque and the torque set value, and further, the critical torque is taken as the maximum torque limit value (Torque_Limit) of the engine. Optionally, the TCS sends the maximum torque limit value to the engine control system (EMS).

[0101] Optionally, the torque set value is a safety value estimated according to the road adhesion coefficient, which can be fine-tuned by learning function. For example, the torque set value can be 100 Nm, which is only an example and cannot be used as a limitation of the present application.

[0102] In some embodiments, a torque reduction rate can be set, for example, the torque reduction rate is set to -1000 Nm / s, and after the slip working condition is released or exited, the torque reduction rate of the engine can be restored to +300 Nm / s to ensure smoothness.

[0103] In some embodiments, the target slip can be set to 6kph, and the target slip setting can slightly suppress slip and will not be completely locked.

[0104] In some embodiments, the pressure PID parameter is multiplied by a certain coefficient, for example, the proportional coefficient K p = K p * 0.5, and the integral coefficient K i = K i * 0.3, which can suppress the fluctuation amplitude of the PID algorithm and realize gentle pressure change.

[0105] In some embodiments, the maximum brake pressure can be limited to 20 bar to prevent excessive braking from causing a torque shock.

[0106] S406, in response to the corrected road surface type being the second road surface type, controlling the application of a second brake force to the first drive wheel and expanding the range of the limit of the output torque of the transmission.

[0107] Wherein the second brake force is greater than the first brake force.

[0108] In some embodiments, after identifying the road surface type as the second road surface type, a sufficient second brake force can be applied to the first drive wheel in a slipping state to maximize the transfer of driving torque to the second drive wheel in a non-slip state, that is, the first brake force applied to the first drive wheel is increased to a second set value, thereby achieving the purpose of applying a sufficient second brake force to the first drive wheel.

[0109] Optionally, the target slip is set to 12kph to ensure that the low-attached side wheels, i.e. the first drive wheels, can be effectively braked.

[0110] Optionally, the limit of the second brake force can be set to 80% of the maximum working pressure of the ESP.

[0111] Optionally, the pressure PID parameters are slightly amplified, for example, the proportional coefficient Kp = Kp * 1.2 and the integral coefficient Ki = Ki * 1.1, to apply a sufficient brake force to the first drive wheel so that the brake can respond quickly.

[0112] In some embodiments, after identifying the road surface type as the second road surface type, the engine torque limit can be relaxed, and optionally, the maximum torque limit value Torque_Limit is relaxed to the smaller value of the driver's requested torque and 350Nm. Under the premise of ensuring that the second drive wheel does not produce excessive slip, the engine is allowed to output greater torque to fully utilize the adhesion potential of the high-attached road surface and achieve optimal starting performance.

[0113] In the embodiments of the present application, different control strategies can be set for different road surface types, and after determining the road surface type corresponding to the vehicle, the control strategy associated with the road surface type corresponding to the vehicle can be determined, and the vehicle is controlled based on the associated control strategy to make the vehicle exit or exit the slipping condition, so that the vehicle can start normally, and the system wear and energy consumption can be reduced.

[0114] Further, by using the optimized control strategy for uniform low-attached road surfaces, the "alternating slipping" phenomenon is solved, greatly improving driving smoothness and driving experience; and when it is confirmed that the road surface is a split road surface, the traditional high-efficiency control strategy is still used and optimized to ensure that the vehicle has good escape ability and starting performance.

[0115] Further, the vehicle control method provided by the present application is a closed-loop observation-decision-control system, which can adapt to the dynamic changes of vehicle state and road surface, has strong robustness, and uses the real-time dynamics of the non-slip side wheel as the basis for judgment, realizes efficient and real-time differentiation of the two confused working conditions of uniform low adhesion and open road surface, can improve the road recognition accuracy, and further, the control method provided by the present application can be realized based on the existing sensors (wheel speed sensor, torque sensor, etc.) and actuators (engine EMS, brake system) of the vehicle, without increasing the cost of new hardware, and is easy to realize software upgrade on the existing platform.

[0116] Figure 5 Another flowchart of a vehicle control method provided by an embodiment of the present application is shown in FIG. 6. As shown in FIG. 6, the vehicle control method can include but is not limited to the following steps: Figure 5

[0117] S501, determine that the vehicle has a single-side driving wheel slip, and apply an initial brake force to the slip driving wheel.

[0118] In some embodiments, by using the existing sensor signals of the vehicle, a road type recognition module is added in the TCS control unit, and a differentiated control strategy is executed.

[0119] First, data of the vehicle is collected. Optionally, the collected data can include the following signals:

[0120] Wheel speed signals of the four wheels: WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RR;

[0121] Vehicle reference speed signal: Veh_Speed;

[0122] Vehicle longitudinal acceleration signal: Veh_AX;

[0123] Accelerator pedal opening signal: ACC_Act_Pos;

[0124] Actual engine torque signal: ENG_Act_Torq.

[0125] Further, based on the collected data, the slip working condition is identified.

[0126] In an embodiment of the present application, the vehicle is a front-wheel drive vehicle. After the above data is collected, the slip working condition can be identified. In response to the left front wheel slip when the driver steps on the accelerator to accelerate, that is, WheelSpeed_FL> WheelSpeed_FR, it can be used as a condition to trigger the subsequent control process. ​

[0127] Optionally, when the system detects (Higher Drive Wheel Speed WheelSpeed FL - Veh Speed) > 10 kph && (Lower Drive Wheel Speed WheelSpeed FR - Veh Speed) < 2 kph && ACC_Act_Pos > 10 && Veh Speed < 30 kph, it is determined to be an accelerating stage single-side wheel slip condition, and the subsequent surface identification logic is started:

[0128] In the embodiments of the present application, the road surface identification is sequentially executed in a control cycle (usually 10 ms) to determine the following:

[0129] S502, transient response determination to determine whether the opposite wheel speed is sharply rising.

[0130] In some embodiments, after determining that a single-side drive wheel slip occurs, an initial brake pressure is applied to the slipping side wheel, for example, 20 bar.

[0131] In some embodiments, after braking the slipping side wheel, a transient response determination is performed, that is, whether the opposite wheel speed is sharply rising. Optionally, after applying the initial brake force to the single-side slip drive wheel, a set time interval is provided before step S502 is executed, for example, 100 ms after applying the initial brake force to the single-side slip drive wheel, step S502 is executed.

[0132] If the opposite wheel speed is sharply rising, step S503 is executed.

[0133] If the opposite wheel speed is not sharply rising, step S504 is executed.

[0134] S503, determining that the current road surface type is a suspected low adhesion road surface.

[0135] S504, determining that the current road surface type is a suspected split road surface.

[0136] In some embodiments, the wheel acceleration of the non-slip side wheel can be calculated, and if the wheel acceleration of the non-slip side wheel exceeds the vehicle longitudinal acceleration VEH_AX + 2 within any 20 ms, it is preliminarily marked as "suspected uniform low adhesion road surface", and the flag bit Road Type Flag = 1 is set. Otherwise, Road Type Flag = 2 (suspected split road surface) is set. If Road Type Flag = 1, the brake pressure is reduced to 10 bar; otherwise, the brake pressure is increased to 35 bar according to a fixed slope.

[0137] S505, steady-state drive verification to determine whether the non-slip side wheel can maintain stable large driving force.

[0138] In some embodiments, the current control is maintained and the engine torque level and wheel speed stability after TCS triggering function is monitored, and further, a steady state verification is performed based on the monitored data.

[0139] In some embodiments, step S505 can be completed within 500 ms after triggering.

[0140] If the non-slip side wheels cannot maintain stable large driving force, steps S506 and S507 are performed.

[0141] If the non-slip side wheels can maintain stable large driving force, steps S508 and S509 are performed.

[0142] S506, determine that the current road type is uniform low adhesion road surface.

[0143] S507, give priority to engine torque limitation and assist with brake intervention.

[0144] S508, determine that the current road type is uniform low adhesion road surface.

[0145] S509, actively brake the slipping wheels and allow larger engine torque.

[0146] If Road_Type_Flag = 1 and the system finds that the engine torque is limited below 100 Nm and the driving wheels on both sides can be stably slipped below 15 kph, then Final_Road_Type = 1 (uniform low adhesion road surface) is finally confirmed. At this time, the absolute value Err_AxeF of the wheel speed difference of the two driving wheels is calculated:

[0147] Err_AxeF = |WheelSpeed_FL - WheelSpeed_FR;

[0148] When Err_AxeF < 5 kph, Time_RoadType_1 starts timing from 0; otherwise, Time_RoadType_1 is cleared.

[0149] If Road_Type_Flag = 2 and the system finds that the non-slip side wheels can still be stably slipped below 3 kph when the engine torque is higher than 150 Nm, then Final_Road_Type = 2 (split road surface) is finally confirmed. At this time, Time_RoadType_2 starts timing from 0 for subsequent logic exit.

[0150] Further, differential control can be performed based on the identified road type.

[0151] According to the final result of Final_Road_Type, the TCS master module calls two sets of preset parameter sets:

[0152] When Final_Road_Type = 1 (uniform low adhesion road surface):

[0153] Engine torque control:

[0154] The maximum torque limit value Torque_Limit sent by the TCS to the engine control system (EMS) is set to the smaller value of the driver's requested torque and 100 Nm. This 100 Nm is a safety value estimated according to the road adhesion coefficient, which can be fine-tuned through a learning function.

[0155] The torque reduction rate is set to -1000 Nm / s, and the recovery rate is set to +300 Nm / s to ensure smoothness.

[0156] Brake pressure control:

[0157] The target slip is set to 6kph (aiming to slightly suppress slipping, rather than complete locking).

[0158] The pressure PID parameters are multiplied by a certain coefficient: the proportional coefficient Kp = Kp * 0.5, and the integral coefficient Ki = Ki * 0.3 (to suppress the fluctuation amplitude of the PID algorithm, and the pressure changes smoothly).

[0159] The maximum brake pressure limit is set to 20 bar to prevent excessive braking from causing torque shock.

[0160] When Final_Road_Type = 2 (split road surface):

[0161] Engine torque control:

[0162] The maximum torque limit value Torque_Limit is relaxed to the smaller value of the driver's requested torque and 350 Nm to fully utilize the high adhesion side grip.

[0163] Brake pressure control:

[0164] The target slip is set to 12kph (to ensure that the low adhesion side wheels are effectively braked).

[0165] The pressure PID parameters are slightly amplified: the proportional coefficient Kp = Kp * 1.2, and the integral coefficient Ki = Ki * 1.1 (to respond quickly and decisively).

[0166] The maximum brake pressure limit is set to 80% of the maximum working pressure of the ESP system.

[0167] When the road type judgment changes, the engine torque limit and brake pressure target value should be transitioned to the new parameter set within 300ms through linear interpolation to avoid step changes and achieve smooth transition of state switching.

[0168] When the system monitors any of the following exit conditions, the current slip control mode can be exited and the standard or conventional slip control mode of the TCS entered.

[0169] Optionally, the exit conditions can include, but are not limited to, any of the following conditions:

[0170] Veh_Speed>30 kph

[0171] ACC_Act_Pos<5%

[0172] Final_Road_Type = 2&&Time_RoadType_2>1.5 S (at this time, the road surface is considered to be a split road surface and the special function is not needed)

[0173] Final_Road_Type = 1&&Time_RoadTyp_1>2 S (at this time, the drive wheel speed difference is controllable, and the special function can be exited)

[0174] Through the above embodiments, the TCS system can intelligently distinguish road types according to real-time and quantitative vehicle dynamic responses, and perform accurate and differentiated control, thereby ensuring the split road surface escape ability while completely solving the alternating slip problem on the uniform low adhesion road surface. All the thresholds and parameters mentioned (such as 10 kph, 2 , 100 Nm, 150 Nm, Kp coefficient 0.5 / 1.2, etc.) are variables that can be directly adjusted in the calibration tool, facilitating engineers to fine-tune for different vehicle models.

[0175] In the embodiments of the application, different control strategies can be set for different road types in advance, and after determining the road type corresponding to the vehicle, the control strategy associated with the road type corresponding to the vehicle can be determined, and the vehicle is controlled based on the associated control strategy to make the vehicle exit or exit the slip working condition, so that the vehicle can start normally, and the system wear and energy consumption can be reduced.

[0176] Further, by optimizing the control strategy for the uniform low adhesion road surface, the "alternating slip" phenomenon is solved, greatly improving the driving smoothness and driving experience; and when it is confirmed to be a split road surface, the traditional efficient control strategy is still used and optimized to ensure the escape ability and starting performance of the vehicle.

[0177] Also, the vehicle control method provided by the application is a closed-loop observation-decision-control system, which can adapt to dynamic changes of vehicle states and road surfaces, has strong robustness, and uses real-time dynamics of non-slip side wheels as a basis for judgment, realizes efficient and real-time differentiation of two confused working conditions of uniform low adhesion and open road surface, can improve road recognition accuracy, and further, the control method provided by the application can be realized based on existing sensors (wheel speed sensors, torque sensors, etc.) and actuators (engine EMS, brake system) of the vehicle, without increasing the cost of new hardware, and is easy to realize software upgrade on the existing platform.

[0178] Figure 6 is a structural schematic diagram of a vehicle control device provided by an embodiment of the application. Referring to Figure 6 The vehicle control device 600 of the embodiment of the application comprises a braking module 601, a monitoring module 602, a determining module 603, and a control module 604.

[0179] The braking module 601 is configured to apply a first braking force to a first driving wheel in a slipping state in response to the vehicle being in a single-side slipping working condition.

[0180] The monitoring module 602 is configured to monitor a state of a second driving wheel in a non-slip state.

[0181] The determining module 603 is configured to determine a road surface type corresponding to the vehicle according to the monitored state of the second driving wheel.

[0182] The control module 604 is configured to perform slipping control on the vehicle according to the road surface type corresponding to the vehicle.

[0183] In some embodiments, the monitoring module 602 is further configured to monitor an output torque of an engine of the vehicle before performing the slipping control on the vehicle according to the road surface type corresponding to the vehicle, and correct the road surface type of the vehicle according to the output torque of the engine to obtain a corrected road surface type corresponding to the vehicle.

[0184] In some embodiments, the monitoring module 602 is further configured to analyze the output torque of the engine to determine a correlation between the output torque and the slipping state of the driving wheel.

[0185] The current road surface type of the vehicle is corrected according to the correlation to obtain the corrected road surface type corresponding to the vehicle.

[0186] In some embodiments, the determining module 603 is further configured to, in response to the corrected road surface type being the first road surface type, acquire a wheel speed difference between the first driving wheel and the second driving wheel, and start timing a duration of the first road surface type when an absolute value of the wheel speed difference is less than a set wheel speed difference threshold.

[0187] In response to the corrected road surface type being the second road surface type, start timing a duration of the second road surface type.

[0188] In some embodiments, the control module 604 is further configured to determine whether a mode exit condition is met at present, and in response to the mode exit condition being met at present, exit the current slip control mode and enter a standard slip control mode of a vehicle traction control system (TCS).

[0189] In some embodiments, the monitoring module 602 is further configured to determine wheel speed information and slip information of the second driving wheel based on the monitored state of the second driving wheel, and determine the road surface type corresponding to the vehicle according to the wheel speed information and / or the slip information.

[0190] In some embodiments, the determining module 603 is further configured to determine wheel acceleration of the second driving wheel according to the wheel speed information, and in response to the wheel acceleration satisfying a first change trend and the slip information satisfying a second change trend, determine that the road surface type is the first road surface type, and in response to the wheel acceleration not satisfying the first change trend and / or the slip information not satisfying the second change trend, determine that the road surface type is the second road surface type.

[0191] In some embodiments, the control module 604 is further configured to, in response to the road surface type being the first road surface type, limit a target torque of the engine around a critical torque and switch brake control to auxiliary control, and in response to the road surface type being the second road surface type, control a second brake force greater than the first brake force to be applied to the first driving wheel and expand a limit range of an output torque of the engine.

[0192] In the embodiments of the present application, different control strategies can be set for different road surface types in advance, and after the road surface type corresponding to the vehicle is determined, the control strategy associated with the road surface type corresponding to the vehicle can be determined, and the vehicle can be controlled based on the associated control strategy to make the vehicle out of or exit the slip working condition, so that the vehicle can start normally, and system wear and energy consumption can be reduced.

[0193] Further, by optimizing the control strategy for the uniform low adhesion road surface, the "alternating slip" phenomenon is solved, and the driving smoothness and driving experience are greatly improved. When it is confirmed to be a split road surface, the traditional efficient control strategy is still used and optimized to ensure the vehicle's escape ability and starting performance.

[0194] In addition, the vehicle control method provided by the application is a closed-loop observation-decision-control system, which can adapt to the dynamic changes of the vehicle state and the road surface, has strong robustness, and uses the real-time dynamics of the non-slip side wheels as the basis for judgment, realizes efficient and real-time differentiation of the two confused working conditions of uniform low adhesion and split road surface, and can improve the road recognition accuracy. Further, the control method provided by the application can be implemented based on the existing sensors (wheel speed sensor, torque sensor, etc.) and actuators (engine EMS, brake system) of the vehicle, without the need to increase the cost of new hardware, and is easy to realize software upgrade on the existing platform.

[0195] To achieve the above-mentioned embodiments, the present disclosure further provides an electronic device, which can include the vehicle control device in the above-mentioned embodiments to implement the steps of the vehicle control method provided by the present disclosure. Figure 7 As shown in FIG. 7, the electronic device 700 includes a memory 701, a processor 702, and a computer program stored in the memory 701 and executable on the processor 702, and the processor 702 implements the steps of the vehicle control method provided by the present disclosure when executing the program.

[0196] To achieve the above-mentioned embodiments, the present disclosure further provides a vehicle, which can include the vehicle control device in the above-mentioned embodiments to implement the steps of the vehicle control method provided by the present disclosure.

[0197] Figure 8 FIG. 8 is a structural schematic diagram of a vehicle according to an example embodiment. For example, the vehicle 800 can be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or another type of vehicle. The vehicle 800 can be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0198] Referring to Figure 8 , the vehicle 800 can include various subsystems, such as an infotainment system 810, a perception system 820, a decision control system 830, a drive system 840, and a computing platform 850. The vehicle 800 can include more or fewer subsystems, and each subsystem can include multiple components. In addition, each subsystem of the vehicle 800 and each component can be interconnected by wired or wireless means.

[0199] In some embodiments, the infotainment system 810 can include a communication system, an entertainment system, a navigation system, and the like.

[0200] The perception system 820 can include several types of sensors for sensing information of the environment surrounding the vehicle 800. For example, the perception system 820 can include a global positioning system (which can be a GPS system, a Beidou system, or other positioning system), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0201] The decision control system 830 can include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0202] The drive system 840 can include components that provide motive power for the vehicle 800. In one embodiment, the drive system 840 can include an engine, an energy source, a transmission system, and wheels. The engine can be one or a combination of an internal combustion engine, an electric motor, an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0203] Some or all functions of the vehicle 800 are controlled by the computing platform 850. The computing platform 850 can include at least one processor 851 and a memory 852, and the processor 851 can execute instructions 853 stored in the memory 852.

[0204] The processor 851 can be any conventional processor, such as commercially available CPUs. The processor can also include a Graphics Processing Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0205] The memory 852 can be implemented by any type of volatile or nonvolatile memory devices or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read only memory (EEPROM), erasable programmable read only memory (EPROM), programmable read only memory (PROM), read only memory (ROM), magnetic storage, flash memory, magnetic or optical disk.

[0206] In addition to the instructions 853, the memory 852 can also store data, such as road maps, route information, the position, direction, speed, and the like of the vehicle. The data stored in the memory 852 can be used by the computing platform 850.

[0207] In the embodiments of the present disclosure, the processor 851 can execute the instructions 853 to implement all or part of the steps of the vehicle control method provided by the present disclosure.

[0208] To implement the above-mentioned embodiments, the present disclosure further provides a computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, implement the steps of the vehicle control method provided by the present disclosure.

[0209] Optionally, the computer readable storage medium can be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0210] To implement the above-mentioned embodiments, the present disclosure further provides a chip, which comprises an interface circuit and a processing circuit coupled with each other, the interface circuit is configured to input or output signals, and the processing circuit is configured to implement the steps of the vehicle control method provided by the present disclosure.

[0211] To implement the above-mentioned embodiments, the present disclosure further provides a computer program product, comprising a computer program, which when executed by a processor, implements the steps of the vehicle control method provided by the present disclosure.

[0212] Other embodiments of the present disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the features disclosed herein. The present disclosure is intended to cover any variations, uses or adaptations of the present disclosure following, in general, the principles of the present disclosure and including such features that are evident to those skilled in the art to which the present disclosure pertains. The specification and examples are to be regarded as illustrative only, and the true scope and spirit of the present disclosure are indicated by the following claims.

[0213] It should be understood that the present disclosure is not limited to the precise construction that has been described and illustrated herein and that various modifications and changes can be made therein without departing from the scope thereof. The scope of the present disclosure is indicated by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to the vehicle being in a unilateral slipping condition, a first braking force is applied to the first drive wheel that is slipping. Monitor the status of the second drive wheel when it is not slipping; Based on the monitoring status of the second drive wheel, the road surface type corresponding to the vehicle is determined; The vehicle is controlled to slip according to the road surface type corresponding to the vehicle.

2. The method according to claim 1, characterized in that, Before performing skid control on the vehicle based on the road surface type corresponding to the vehicle, the method further includes: The output torque of the vehicle's engine is monitored; Based on the engine's output torque, the road surface type of the vehicle is corrected to obtain the corrected road surface type corresponding to the vehicle.

3. The method according to claim 2, characterized in that, The step of correcting the road surface type of the vehicle based on the output torque of the engine to obtain the corrected road surface type corresponding to the vehicle includes: The output torque of the engine is analyzed to determine the correlation between the output torque and the slippage state of the drive wheels; Based on the aforementioned relationship, the current road surface type of the vehicle is corrected to obtain the corrected road surface type corresponding to the vehicle.

4. The method according to claim 3, characterized in that, After obtaining the corrected road surface type corresponding to the vehicle, the process further includes: In response to the modified road surface type being the first road surface type, the wheel speed difference between the first drive wheel and the second drive wheel is obtained, and the duration of the first road surface type is timed when the absolute value of the wheel speed difference is less than a set wheel speed difference threshold. In response to the modified road surface type being the second road surface type, the duration of the second road surface type is timed.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: Determine whether the system currently meets the mode exit conditions. In response to the system currently meeting the mode exit conditions, exit the current slip control mode and enter the standard slip control mode of the vehicle traction control system (TCS).

6. The method according to any one of claims 1-4, characterized in that, Determining the road surface type corresponding to the vehicle based on the monitoring status of the second drive wheel includes: Based on the monitoring status of the second drive wheel, the wheel speed information and slip information of the second drive wheel are determined; Based on the wheel speed information and / or slippage information, the road surface type corresponding to the vehicle is determined.

7. The method according to claim 6, characterized in that, Determining the road surface type corresponding to the vehicle based on the wheel speed information includes: Based on the wheel speed information, determine the wheel acceleration of the second drive wheel; In response to the wheel acceleration satisfying a first trend of change and the slip information satisfying a second trend of change, the road surface type is determined to be a first road surface type; In response to the wheel acceleration not meeting the first trend of change, and / or the slip information not meeting the second trend of change, the road surface type is determined to be the second road surface type.

8. The method according to any one of claims 1-4, characterized in that, After determining the road surface type corresponding to the vehicle based on the monitoring status of the second drive wheel, the method further includes: In response to the road surface type being the first road surface type, the target torque of the engine is limited to near the critical torque, and the braking control is switched to auxiliary control; In response to the road surface type being the second road surface type, a second braking force is applied to the first drive wheel, and the limiting range of the output torque of the transmitter is expanded, wherein the second braking force is greater than the first braking force.

9. A vehicle control device, characterized in that, The device includes: The braking module is used to apply a first braking force to the first drive wheel that is slipping in response to the vehicle being in a unilateral slipping condition. The monitoring module is used to monitor the status of the second drive wheel when it is in a non-slipping state; The determination module is used to determine the road surface type corresponding to the vehicle based on the monitoring status of the second drive wheel; The control module is used to control the vehicle's skidding according to the road surface type corresponding to the vehicle.

10. A vehicle, characterized in that, Includes the vehicle control device as described in claim 9.

11. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the steps of the method according to any one of claims 1-8.

12. A computer-readable storage medium having computer program instructions stored thereon, characterized in that, When executed by a processor, the program instructions implement the steps of the method described in any one of claims 1-8.

13. A computer program product, characterized in that, Includes a computer program, which, when executed by a processor, implements the steps of the method according to any one of claims 1-8.

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