Driving control method and device of vehicle, controller, vehicle and medium

Abstract

Embodiments of the present application provide a driving control method and device of a vehicle, a controller, a vehicle and a medium. The method comprises: after determining that a vehicle has a slip event, acquiring a slip frequency of the vehicle within a preset window, the preset window comprising a preset time window or a mileage window; determining a target driving mode of the vehicle in a current driving cycle according to the slip frequency and a preset frequency threshold; and controlling the vehicle to travel according to the target driving mode. The method is used to reduce the safety hazards caused by the fact that a fixed driving mode cannot adapt to different slip conditions, and to improve the stability and safety of the vehicle in travel.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle drive control method, device, controller, vehicle, and medium. Background Technology

[0002] In low-traction environments such as icy, muddy, and slippery surfaces, vehicle drive wheels are prone to slippage, leading to insufficient traction, reduced handling stability, and even power interruption. Therefore, vehicles can utilize four-wheel drive mode to simultaneously distribute engine power to the front and rear wheels, using the wheels with remaining traction to continuously provide traction, effectively suppressing single-axle slippage and enhancing driving stability and off-road capability. Furthermore, modern intelligent four-wheel drive systems can monitor the slippage status of each wheel in real time and actively perform dynamic torque distribution, prioritizing smooth and controllable power output on low-traction surfaces, significantly improving the vehicle's passability and safety under extreme conditions.

[0003] In related technologies, when a vehicle detects an abnormal rotation speed of one drive wheel, it immediately switches to four-wheel drive mode. When it enters a high-friction surface, it immediately disengages from four-wheel drive mode. This frequent mode switching has problems such as response lag and a simple mode switching logic, resulting in low driving stability and safety, and affecting the driving experience. Summary of the Invention

[0004] This application provides a vehicle drive control method, device, controller, vehicle, and medium to reduce safety hazards caused by a fixed drive mode being unable to adapt to different slip conditions, thereby improving the stability and safety of vehicle driving.

[0005] In a first aspect, embodiments of this application provide a vehicle drive control method, comprising: after determining that a vehicle has slipped, acquiring the slip frequency of the vehicle within a preset window, the preset window including a preset time window or a mileage window; determining a target drive mode of the vehicle in the current driving cycle based on the slip frequency and a preset frequency threshold; and controlling the vehicle to drive according to the target drive mode.

[0006] In one possible implementation, the target driving mode of the vehicle in the current driving cycle is determined based on the slip frequency and a preset frequency threshold, including: if the slip frequency is greater than the frequency threshold, the target driving mode is determined to be a four-wheel drive mode; if the slip frequency is less than or equal to the frequency threshold, the target driving mode is determined based on the road surface adhesion coefficient.

[0007] In one possible implementation, the vehicle drive control method further includes: if the duration of the current driving cycle of the vehicle does not reach the time window length or the mileage does not reach the mileage window length, then determining the target drive mode based on the road surface adhesion coefficient.

[0008] In one possible implementation, determining the target driving mode based on the road surface adhesion coefficient includes: obtaining a first road surface adhesion coefficient of the vehicle before the slippage event occurs; obtaining a second road surface adhesion coefficient of the vehicle after the slippage event occurs; and determining the target driving mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient, wherein the target driving mode includes a front-wheel drive mode or a rear-wheel drive mode.

[0009] In one possible implementation, determining the target driving mode of the vehicle based on a first road surface adhesion coefficient and a second road surface adhesion coefficient includes: calculating the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient; if the absolute value of the difference is greater than a preset threshold, then determining the target driving mode as a four-wheel drive mode; if the absolute value of the difference is less than or equal to the preset threshold, then obtaining the throttle opening of the vehicle; if the throttle opening is less than or equal to a preset opening threshold and the second road surface adhesion coefficient is greater than a preset adhesion coefficient threshold, then determining the target driving mode as a front-wheel drive mode; if the throttle opening is greater than a preset opening threshold and the second road surface adhesion coefficient is less than or equal to a preset adhesion coefficient threshold, then determining the target driving mode as a rear-wheel drive mode.

[0010] In one possible implementation, controlling vehicle driving according to a target driving mode includes: if the target driving mode is a four-wheel drive mode, then controlling vehicle driving according to the four-wheel drive mode; if the target driving mode is a front-wheel drive mode or a rear-wheel drive mode, then after a target duration, switching to the front-wheel drive mode or the rear-wheel drive mode to control vehicle driving, the target duration being determined based on the vehicle's second road surface adhesion coefficient after the slippage event occurs.

[0011] In one possible implementation, the vehicle drive control method further includes: determining a preset window based on a first road surface adhesion coefficient of the vehicle before the slippage event occurs, wherein the magnitude of the first road surface adhesion coefficient is proportional to the length of the preset window.

[0012] In one possible implementation, the vehicle drive control method further includes: determining the average road surface adhesion coefficient within a target mileage before the slippage event occurs, and using the average road surface adhesion coefficient as a first road surface adhesion coefficient; determining the average road surface adhesion coefficient within a target mileage after the slippage event occurs, and using the average road surface adhesion coefficient as a second road surface adhesion coefficient.

[0013] In one possible implementation, controlling vehicle movement according to a four-wheel drive mode includes: controlling the average distribution of drive torque to the four wheels of the vehicle.

[0014] Secondly, embodiments of this application provide a vehicle drive control device, comprising: an acquisition module, configured to acquire the frequency of vehicle slippage within a preset window after determining that a vehicle slippage event has occurred, the preset window including a preset time window or a mileage window; a determination module, configured to determine the target drive mode of the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold; and a control module, configured to control the vehicle driving according to the target drive mode.

[0015] Thirdly, embodiments of this application provide a vehicle controller, including: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0016] Fourthly, embodiments of this application provide a vehicle, including: a front motor controller, a rear motor controller, and a vehicle controller; the vehicle controller is the vehicle controller described in the third aspect above.

[0017] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0018] In a sixth aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0019] The vehicle drive control method, device, controller, vehicle, and medium provided in this application embodiment, by obtaining the slip frequency within a preset time window or mileage window after determining that a vehicle slip event has occurred, can more accurately quantify the severity of vehicle slip. Based on the comparison between the slip frequency and a preset frequency threshold, the target drive mode within the current driving cycle is determined. The drive mode can be dynamically adjusted based on the actual slip situation of the vehicle, avoiding safety hazards caused by a fixed drive mode being unable to adapt to different slip conditions. Finally, the vehicle is controlled to drive according to the target drive mode, which can effectively improve the stability and safety of vehicle driving. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] Figure 1 A schematic diagram of a vehicle drive control scenario provided in an embodiment of this application;

[0022] Figure 2A flowchart illustrating the vehicle drive control method provided in the embodiments of this application. Figure 1 ;

[0023] Figure 3 A flowchart illustrating the vehicle drive control method provided in the embodiments of this application. Figure 2 ;

[0024] Figure 4 A schematic diagram of the structure of the vehicle drive control device provided in the embodiments of this application;

[0025] Figure 5 This is a schematic diagram of the structure of the vehicle controller provided in an embodiment of this application.

[0026] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0027] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0028] First, let me explain the terms used in this application:

[0029] Four-wheel drive mode refers to a mode in which all four wheels of a vehicle can simultaneously receive power from the engine for driving. Unlike two-wheel drive mode, which is driven only by the front or rear wheels, four-wheel drive mode uses a power distribution device to distribute power reasonably to all four wheels. This allows the vehicle to obtain better grip and traction in complex road conditions such as mud, snow, sand, or when climbing hills, effectively improving the vehicle's passability, driving stability, and handling, and ensuring that the vehicle can drive smoothly under various harsh conditions.

[0030] Front-wheel drive is a common vehicle drive system. Its core principle is that the power generated by the engine is transmitted through the transmission system to only the front wheels, which are responsible for driving the vehicle forward, accelerating, and steering. This system has a relatively simple structure, omitting components such as the driveshaft, effectively reducing vehicle manufacturing costs and weight, improving interior space utilization, and providing more agile handling and better fuel economy under normal road conditions because the front wheels perform both driving and steering functions.

[0031] Rear-wheel drive is a traditional vehicle drive mode. Its working principle involves transmitting power from the engine to the rear wheels via a driveshaft, with the rear wheels responsible for propelling the vehicle forward. In this mode, the front wheels primarily handle steering, while the rear wheels focus on providing traction. This allows for a clearer power distribution during driving, especially at high speeds or during rapid acceleration, as the rear wheels' grip is better converted into forward propulsion, resulting in more stable handling and stronger acceleration. However, due to the presence of the drivetrain, it also occupies some interior space, and it is prone to fishtailing on slippery surfaces.

[0032] Current four-wheel drive systems primarily rely on hardware such as wheel speed sensors and lateral acceleration sensors to collect real-time vehicle dynamic data, and use Electronic Stability Control (ESC) to determine whether the drive wheels are slipping. When abnormal drive wheel speed is detected, the system activates the four-wheel drive mode through the central control unit (ECU), distributing power to all four wheels via the transfer case or electronic differential.

[0033] However, most existing systems use a single threshold triggering mechanism. When the vehicle detects an abnormal speed of one drive wheel, it immediately switches to four-wheel drive mode. When it enters a high-friction surface, it immediately exits four-wheel drive mode. This frequent switching of modes has problems such as response lag and simple mode switching logic, resulting in low driving stability and safety, and affecting the driving experience.

[0034] Based on the above problems, the vehicle drive control scheme provided in this application, after detecting drive wheel slippage, not only triggers the four-wheel drive mode based on a single slippage event, but also dynamically adjusts the maintenance time and exit conditions of the four-wheel drive mode by statistically analyzing the slippage frequency in the driving cycle and analyzing the changing trend of the road surface adhesion coefficient before and after slippage. Compared with the traditional single threshold triggering mechanism, dynamically adjusting the drive mode based on the actual slippage situation of the vehicle can reduce the safety hazards caused by the inability of a fixed drive mode to adapt to different slippage conditions, and improve the stability and safety of vehicle driving.

[0035] The vehicle drive control scheme provided in this application can be applied to scenarios where vehicles drive on low-friction surfaces such as ice, snow, mud, and slippery surfaces, as well as complex road conditions where urban and rural roads are mixed. This application does not impose any restrictions on these scenarios.

[0036] First, examples illustrate the application scenarios of this application. Please refer to... Figure 1 , Figure 1 This is a schematic diagram illustrating a scenario for the vehicle drive control method provided in an embodiment of this application. Figure 1As shown, the scenario includes a simplified structural diagram of the vehicle's internal architecture, including the Vehicle Control Unit (VCU) 110 and the Electronic Stability Control (ESC) 120. The VCU 110 and the ESC 120 can communicate via a Controller Area Network (CAN) bus to exchange data.

[0037] In addition, such as Figure 1 As shown, the implementation environment corresponding to this vehicle control scheme includes four independent steering motors, four wheel hub motors, two motor controllers, a front motor controller that controls the two front wheel motors to simultaneously monitor the front motor speed and torque, and send the stall status and stall torque, a rear motor controller that controls the two rear wheel motors to simultaneously monitor the rear motor speed and torque, and send the stall status and stall torque, and a vehicle control unit (VCU) 110 that controls the four steering motors.

[0038] In an exemplary embodiment, the vehicle drive control method provided in this application can be executed by a vehicle controller (VCU) 110. Exemplarily, the VCU 110 receives a slippage state and slippage coefficient from an electronic stability control system (ESC) 120. After determining that a slippage event has occurred, the VCU 110 obtains the slippage frequency of the vehicle within a preset window, where the preset window includes a preset time window or a mileage window. Then, based on the slippage frequency and a preset frequency threshold, the VCU 110 determines the target drive mode for the vehicle in the current driving cycle and controls the vehicle's driving based on the target drive mode, thereby improving vehicle driving stability and safety.

[0039] In another embodiment, the vehicle controller (VCU) 110 further controls at least one of the vehicle's left front steering motor, right front steering motor, left rear steering motor, and right rear steering motor to drive the vehicle according to the target driving mode.

[0040] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0041] Figure 2 A flowchart illustrating the vehicle drive control method provided in the embodiments of this application. Figure 1 This method can be applied to Figure 1The implementation environment shown is specifically executed by the vehicle controller (VCU) 110 within that implementation environment. It should be understood that this method can also be applied to other exemplary implementation environments and executed by devices in other implementation environments; this embodiment does not limit the implementation environment to which the method is applicable. Figure 2 As shown, the flow of this vehicle control method includes steps S201 to S203, which are described in detail below:

[0042] Step S201: After determining that a vehicle skidding event has occurred, obtain the frequency of vehicle skidding within a preset window, which may include a preset time window or a preset mileage window.

[0043] For example, the high-precision wheel speed sensors built into the Electronic Stability Control (ESC) system installed in the vehicle monitor the rotational speed of each wheel in real time. Simultaneously, combined with yaw rate sensors and steering angle sensors, it acquires information about the vehicle's actual driving status. When the vehicle is driving on a slippery surface or performing operations such as rapid acceleration or sharp turns, if the ESC determines through data analysis that the rotational speed of the drive wheels (assuming the vehicle is front-wheel drive, then the drive wheels are the front wheels) does not match the actual vehicle speed—for example, the front wheels are rotating too fast while the vehicle's forward speed does not increase synchronously, resulting in wheel spin—or if data such as yaw rate indicates that the vehicle is deviating from its intended trajectory and exhibiting a tendency to sideslip, the ESC will determine that the drive wheels are slipping and will send a slip status signal containing information such as the degree of slippage, slip coefficient, and duration of slippage. This slip status signal is then sent to the Vehicle Control Unit (VCU), which in turn determines that a slippage event has occurred.

[0044] After confirming that a vehicle skidding event has occurred, record the current timestamp or vehicle mileage location. Then, obtain the frequency of skidding within a preset window. Specifically, if the preset window is a 5-minute time window, the timer starts from the moment the skidding event occurs, and a timestamp is recorded for each skidding event that occurs within 5 minutes. At the end of 5 minutes, the total number of skidding events within the window is counted (e.g., if 3 skidding events occur, the skidding frequency is 3 times / 5 minutes).

[0045] Similarly, if the preset window is a 10-kilometer mileage window, the vehicle mileage is recorded from the time the slippage event occurs. When the vehicle mileage increases by 10 kilometers, the total number of slippage events within that mileage window is counted (e.g., if 4 slippage events occur, the slippage frequency is 4 times / 10 kilometers). The frequency of vehicle slippage can be quantified by the slippage frequency of the time or mileage window.

[0046] It should be noted that the length of the preset time window or preset mileage window is related to the real-time operating conditions of the vehicle and the road conditions in which the vehicle is located. This application does not impose any restrictions on the specific values.

[0047] Step S202: Determine the target driving mode of the vehicle in this driving cycle based on the slippage frequency and the preset frequency threshold.

[0048] For example, the target driving mode for a vehicle in the current cycle can be determined based on the relationship between the frequency of slippage within a preset window and a preset frequency threshold. In other words, a reasonable frequency threshold can be preset as a judgment standard. When the frequency of slippage detected within a preset time or mileage window is higher than this preset threshold, it indicates that the road conditions are complex and slippage occurs frequently. In this case, to improve the vehicle's driving stability and safety, the target driving mode is set to a mode more suitable for complex road conditions, such as four-wheel drive. Conversely, when the frequency of slippage within the preset window is lower than the preset frequency threshold, it indicates that the road conditions are relatively good and slippage is less frequent. Therefore, the current driving mode can be maintained, or a more energy-efficient driving mode can be selected, thus ensuring driving safety while also considering the vehicle's energy consumption.

[0049] Furthermore, it should be noted that after confirming that the vehicle has slipped, the driving mode should be immediately switched to four-wheel drive mode. This is because four-wheel drive mode enables power distribution to all four wheels of the vehicle simultaneously, which greatly enhances the vehicle's grip on the ground compared to two-wheel drive mode. When the vehicle is slipping, four-wheel drive mode can promptly transfer power to the wheels with traction, helping the vehicle get out of the slipping predicament and preventing loss of control due to continuous slippage. This provides stronger protection for vehicle driving safety and ensures that the vehicle can continue to drive stably and safely in complex road conditions.

[0050] Step S203: Control the vehicle's movement according to the target driving mode.

[0051] For example, vehicle driving is controlled according to the target driving mode; that is, once the target driving mode is determined, corresponding control commands are immediately sent to the vehicle's drive system. Specifically:

[0052] If the target drive mode is four-wheel drive, the vehicle's drive system will quickly adjust the power distribution mechanism to distribute the power generated by the engine or electric motor to the four wheels, ensuring that each wheel can obtain sufficient driving force to cope with complex road conditions and enhance the vehicle's grip and driving stability.

[0053] If the target driving mode is two-wheel drive, the drive system will concentrate the power to the two specific drive wheels according to the predetermined two-wheel drive force transmission path to achieve more efficient energy utilization and more economical driving conditions. The entire control process is precise and timely, ensuring that the vehicle can drive smoothly and safely in the driving mode most suitable for the current situation.

[0054] In the embodiments provided in this application, after determining that a vehicle slippage event has occurred, the frequency of slippage within a preset time window or mileage window can be obtained to accurately quantify the frequency of vehicle slippage under specific conditions. Combined with a preset frequency threshold, the target driving mode within the current driving cycle is determined, so that the switching of vehicle driving mode is no longer frequent and blind, but dynamically adjusted based on the actual slippage situation. Finally, the vehicle driving is controlled according to the determined target driving mode, realizing intelligent matching between vehicle driving mode and driving state, taking into account both driving safety and economy.

[0055] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the target driving mode of the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold includes steps S301 and S302, which are described in detail below:

[0056] Step S301: If the slippage frequency is greater than the frequency threshold, then the target drive mode is determined to be four-wheel drive mode.

[0057] Step S302: If the slippage frequency is less than or equal to the frequency threshold, then the target driving mode is determined based on the road surface adhesion coefficient.

[0058] As mentioned in the above embodiments, if the frequency of vehicle slippage within a preset window exceeds a preset frequency threshold, it indicates that the vehicle is experiencing frequent slippage during current driving, meaning the road conditions are complex and the two-wheel drive mode cannot provide sufficient driving force and stability to cope. In this case, the target driving mode is determined to be four-wheel drive mode. By using four-wheel drive mode, all four wheels of the vehicle receive power simultaneously, enhancing the vehicle's adhesion to the ground, effectively improving the vehicle's handling and passability in complex road conditions, reducing the risk of slippage, and ensuring driving safety.

[0059] If the frequency of slippage is less than or equal to the frequency threshold, it indicates that the road conditions are relatively good and there are fewer slippage situations. In this case, the driving mode is no longer determined solely by the slippage frequency, but further judgment is made based on the road surface adhesion coefficient, because the road surface adhesion coefficient can more accurately reflect the actual condition of the current road surface. For example, when the road surface adhesion coefficient is high, the vehicle can use a more economical two-wheel drive mode, which can meet driving needs and reduce energy consumption. When the road surface adhesion coefficient is low, other more suitable driving modes can be selected to ensure driving stability.

[0060] In the embodiments provided in this application, by comparing the frequency of slippage with a threshold, when the frequency is high, the four-wheel drive mode is used to enhance grip and prevent loss of control; when the frequency is low, the mode is selected according to the road surface adhesion coefficient, taking into account both safety and economy, and realizing intelligent adaptation of the drive mode.

[0061] Based on the above embodiments, in the embodiments provided in this application, the specific implementation process of the above-mentioned vehicle drive control method may further include the following processes, which are described in detail below:

[0062] If the duration of the current driving cycle of the vehicle does not reach the time window length or the mileage does not reach the mileage window length, the target driving mode is determined based on the road surface adhesion coefficient.

[0063] Optionally, in one of the feasible embodiments of this application, if the duration of the current driving cycle of the vehicle does not reach the preset time window length or the mileage does not reach the preset mileage window length, it means that not enough data has been accumulated to accurately determine the frequency of vehicle slippage within the complete preset window. Forcibly determining the driving mode based on incomplete data may lead to inaccurate decisions. The road surface adhesion coefficient can reflect the actual road conditions where the vehicle is currently located in real time. Determining the target driving mode based on the road surface adhesion coefficient can make the vehicle driving mode more in line with the current actual road conditions. While ensuring driving safety, it can also reasonably distribute power according to different road conditions, improve the stability and economy of vehicle driving, and avoid safety hazards or energy waste caused by the mismatch between the driving mode and road conditions.

[0064] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the target driving mode based on the road surface adhesion coefficient may further include steps S401 to S403, which are described in detail below:

[0065] Step S401: Obtain the vehicle's first road surface adhesion coefficient before the skidding event occurs;

[0066] Step S402: Obtain the second road surface adhesion coefficient of the vehicle after the skidding event occurs;

[0067] Step S403: Determine the target driving mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient. The target driving mode includes a front-wheel drive mode or a rear-wheel drive mode.

[0068] The aforementioned Electronic Stability Control (ESC) system also sends the road adhesion coefficient to the Vehicle Control Unit (VCU). The ESC system uses its built-in high-precision sensors, such as wheel speed sensors, lateral acceleration sensors, and yaw rate sensors, to collect various dynamic data during vehicle operation in real time. It then uses advanced algorithms to comprehensively analyze and process this data to accurately estimate the road adhesion coefficient of the current road surface where the vehicle is located. This crucial information is then promptly and accurately sent to the VCU so that the VCU can make more reasonable vehicle drive control decisions based on the road adhesion coefficient.

[0069] Optionally, in some feasible embodiments, the electro-electronic stability control system simultaneously collects data from multiple sensors, including wheel speed sensors, cameras, and radar. Wheel speed sensors are used to calculate the speed difference between the drive wheels and non-drive wheels; this difference varies significantly under different coefficients of friction, and on low-friction surfaces, the drive wheels are prone to slippage, leading to abnormal speeds. Cameras are used to identify road surface types such as ice and snow, and mud; different road surface types correspond to different typical coefficients of friction ranges. Radar is used to measure the contact state between the tire and the road surface; this contact state helps determine the friction between the tire and the road surface, thus obtaining multi-sensor data.

[0070] Then, Kalman filtering or weighted averaging algorithms can be used to fuse multi-sensor data to generate more accurate estimates of the adhesion coefficient. For example, after the camera detects an icy or snowy road surface, the system can automatically adjust the weight of the wheel speed sensor data. This is because, in low-adhesion scenarios like icy or snowy roads, the speed differences measured by the wheel speed sensors may become abnormal due to slippage. Reducing their weight can prevent such abnormal data from interfering with the estimation results, thus adapting to abnormal speed differences in low-adhesion scenarios.

[0071] Furthermore, driving scenario classification models, such as camera-based image recognition, can be used to identify the current road surface type, such as dry asphalt or wet cement. Different road surface types have different adhesion characteristics. The Electronic Stability Control (ESC) system dynamically adjusts the weight allocation of the data fusion algorithm based on the identification results. For example, on wet and slippery roads, the weight of radar measurement data is appropriately increased because the tire-road contact state has a greater impact on the coefficient of adhesion. This adapts to the adhesion characteristics of different road surfaces, thereby more accurately determining the road adhesion coefficient and providing more reliable road adhesion information for vehicle driving control, improving the vehicle's driving safety and stability under various road conditions.

[0072] Therefore, in this embodiment, the first road surface adhesion coefficient of the vehicle before the skid event and the second road surface adhesion coefficient of the vehicle after the skid event can be obtained from the Electronic Stability System (ESC). The first and second road surface adhesion coefficients can then be analyzed. If the first road surface adhesion coefficient is relatively high, and the second road surface adhesion coefficient decreases significantly after the skid event, it indicates that the adhesion conditions of the road surface where the vehicle is currently located have deteriorated. Conversely, if the first road surface adhesion coefficient is low and the second road surface adhesion coefficient increases, it indicates that the road surface adhesion conditions have improved. Therefore, the target driving mode of the vehicle can be determined based on the changing trend of the road surface adhesion coefficient, where the target driving mode includes a front-wheel drive mode or a rear-wheel drive mode.

[0073] In the embodiments provided in this application, by obtaining the corresponding road surface adhesion coefficients before and after the slippage event, the changes in road surface adhesion conditions can be clearly understood. Based on the difference between the two, the target driving mode can be determined. When the road surface deteriorates, a more stable driving mode can be selected to prevent slippage, and when the road surface adhesion coefficient improves, a more energy-efficient driving mode can be selected, thus balancing driving safety and economy.

[0074] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the target driving mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient may further include steps S501 to S503, which are described in detail below:

[0075] Step S501: Calculate the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient;

[0076] Step S502: If the absolute value of the difference is greater than the preset threshold, then the target driving mode is determined to be four-wheel drive mode.

[0077] For example, the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is calculated. This absolute value of the difference can intuitively reflect the change in road surface adhesion conditions before and after the slippage event. If the absolute value of the difference is greater than a preset threshold, it means that the road surface adhesion coefficient has changed significantly before and after the slippage event, indicating that the road conditions where the vehicle is currently located are relatively complex and unstable. At this time, using two-wheel drive mode (front-wheel drive mode or rear-wheel drive mode) may not be able to provide the vehicle with sufficient driving force and stability to cope with complex road conditions, and it is easy to slip again and other dangerous situations. Therefore, the target driving mode is determined to be four-wheel drive mode. Four-wheel drive mode can provide power to all four wheels, enhance the adhesion between the vehicle and the ground, improve the vehicle's handling and passability in complex road conditions, effectively reduce the risk of slippage, and ensure driving safety.

[0078] Step S503: If the absolute value of the difference is less than or equal to a preset threshold, the throttle opening of the vehicle is obtained. When the throttle opening is less than or equal to a preset opening threshold and the second road surface adhesion coefficient is greater than a preset adhesion coefficient threshold, the target driving mode is determined to be the front-wheel drive mode. When the throttle opening is greater than a preset opening threshold and the second road surface adhesion coefficient is less than or equal to a preset adhesion coefficient threshold, the target driving mode is determined to be the rear-wheel drive mode.

[0079] For example, if the absolute value of the difference is less than or equal to a preset threshold, it indicates that the road surface adhesion conditions have not changed much before and after the slippage event. In this case, the throttle opening of the vehicle is further obtained, which can intuitively reflect the driver's power demand. When the throttle opening is less than or equal to a preset opening threshold, it indicates that the driver's power demand is low. At the same time, the second road surface adhesion coefficient is greater than the preset adhesion coefficient threshold, which means that the current road surface adhesion conditions are good. Under these road conditions, the front wheels can transmit power well and are not prone to slippage. Selecting the front-wheel drive mode can not only meet the driving requirements of the vehicle under low power demand, but also reduce the loss in the power transmission process and improve energy utilization efficiency due to the relatively simple structure of the front-wheel drive. Therefore, the target drive mode is determined to be the front-wheel drive mode.

[0080] When the throttle opening is greater than the preset opening threshold, it means that the driver wants the vehicle to obtain greater power. At this time, the second road surface adhesion coefficient is less than or equal to the preset adhesion coefficient threshold, that is, the road surface adhesion conditions are poor. In the rear-wheel drive mode, the rear wheels can provide stronger power output, and to a certain extent, the rear wheel grip can better cope with low adhesion coefficient road surfaces, ensuring that the vehicle can still drive stably when a large amount of power is needed, avoiding dangerous situations caused by insufficient power or drive wheel slippage. Therefore, the target drive mode is determined to be the rear-wheel drive mode.

[0081] In the embodiments provided in this application, by calculating the absolute value of the difference in road surface adhesion coefficient before and after the slippage event, the degree of change in road surface adhesion conditions can be quickly determined. When the difference is large, selecting the four-wheel drive mode can enhance the vehicle's stability and passability under complex road conditions. When the difference is small, the drive mode is selected in combination with the throttle opening and the second road surface adhesion coefficient. Power can be reasonably distributed according to actual power demand and road conditions, taking into account both driving safety and economy.

[0082] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of controlling vehicle driving according to the target driving mode may further include steps S601 and S602, which are described in detail below:

[0083] Step S601: If the target drive mode is four-wheel drive mode, then control the vehicle to drive according to the four-wheel drive mode.

[0084] Step S602: If the target driving mode is front-wheel drive mode or rear-wheel drive mode, then after the target duration, switch to front-wheel drive mode or rear-wheel drive mode to control the vehicle driving. The target duration is determined based on the second road surface adhesion coefficient of the vehicle after the slippage event occurs.

[0085] As described in the above embodiments, after a vehicle skids, the road conditions may be extremely complex and unstable. Skidding means that the current driving mode is insufficient to effectively handle the existing road conditions. To quickly improve the vehicle's grip and driving stability, prevent further skidding and other dangerous situations, and ensure driving safety, the vehicle's driving mode will be immediately switched to four-wheel drive mode, allowing all four wheels to receive power output and enhancing the vehicle's adhesion to the ground. Furthermore, if the absolute value of the difference in the road adhesion coefficient before and after the skid is greater than a preset threshold, it indicates that the road adhesion conditions have changed significantly before and after the skid. The current road surface may still be in poor condition or have significant uncertainty. Even though it has been switched to four-wheel drive mode, to further ensure the vehicle's stability and safety throughout the entire driving process, the vehicle will be kept in four-wheel drive mode during this driving cycle to avoid potential risks and power interruptions caused by frequent switching of driving modes.

[0086] On the other hand, if the target drive mode for the vehicle is determined to be front-wheel drive or rear-wheel drive, it means that the current road conditions, after evaluation, indicate that two-wheel drive is sufficient for safe and stable driving. However, considering that the vehicle has just experienced a skidding event, even if the road surface adhesion conditions have improved, its stability may still be relatively fragile. Immediately switching from other modes to front-wheel drive or rear-wheel drive may cause dangerous situations such as skidding again due to sudden changes in power or uneven distribution. Therefore, it is safer to switch after the target duration.

[0087] Furthermore, this target duration is not a fixed value. It is determined based on the vehicle's second road surface adhesion coefficient after the slippage event. The second road surface adhesion coefficient can directly reflect the actual adhesion of the road surface after the slippage event. If the second road surface adhesion coefficient is large, it indicates that the road surface adhesion conditions are good, and the vehicle can adapt to the two-wheel drive mode in a shorter time, so the target duration can be relatively short. If the second road surface adhesion coefficient is small, it means that the road surface is still relatively slippery or soft, and the vehicle needs more time to stabilize its driving state. The target duration should be appropriately extended to ensure that after the target duration, the vehicle can safely and smoothly switch from four-wheel drive mode to front-wheel drive mode or rear-wheel drive mode to control the vehicle's driving.

[0088] In the embodiments provided in this application, by immediately controlling the driving when the target driving mode is four-wheel drive mode, the vehicle can quickly cope with complex road conditions after slippage and ensure safety; when the target driving mode is front-wheel or rear-wheel drive mode, the vehicle can switch after a target duration determined according to the second road surface adhesion coefficient, which can avoid the instability caused by immediate switching, allowing the vehicle to smoothly adapt to the new driving mode, thus balancing safety and driving experience.

[0089] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the vehicle drive control method can also be implemented in the following ways, as detailed below:

[0090] Based on the vehicle's first road surface adhesion coefficient before the skidding event, a preset window is determined. The size of the first road surface adhesion coefficient is directly proportional to the length of the preset window.

[0091] For example, the vehicle's first road surface adhesion coefficient before the skidding event can be used as a reference. Since the first road surface adhesion coefficient can directly reflect the actual adhesion condition of the road surface where the vehicle is located before the skidding event, when the first road surface adhesion coefficient is large, it means that the road surface adhesion conditions are good, and the possibility of the vehicle experiencing continuous skidding or complex skidding in subsequent driving is relatively low. In this case, the preset window can be set to be longer so as to comprehensively monitor and evaluate the vehicle status within a relatively large time or driving distance range. Conversely, when the first road surface adhesion coefficient is small, it indicates that the road surface adhesion conditions are poor, and the risk of the vehicle skidding again or driving abnormalities due to road problems in subsequent driving is high. In this case, the preset window needs to be set to be shorter to capture changes in vehicle status more timely and accurately by shortening the monitoring range. Therefore, the size of the first road surface adhesion coefficient is directly proportional to the length of the preset window.

[0092] Optionally, in some feasible embodiments, the length of the preset window can be automatically adjusted according to the current driving scenario. For example, onboard sensors such as the Global Positioning System (GPS) can accurately acquire the vehicle's geographical location information, while cameras can capture real-time images of the road environment around the vehicle. This data can be used to accurately identify the current driving scenario. Urban roads typically have high traffic volume and numerous intersections, while rural roads may have uneven road conditions and many curves; highways are characterized by high speeds and clearly defined lanes. Furthermore, the distribution characteristics of historical skid events can be combined, i.e., statistical analysis of past skid events occurring on different road sections and at different times, to understand which road sections have a high frequency of skid events and which time periods have a high risk of skid. Based on this information, the length of the sliding window can be dynamically adjusted. In complex road conditions, due to unstable road conditions and numerous interfering factors, the possibility of vehicle skidding increases. In this case, shortening the window length allows for more frequent monitoring and evaluation of the vehicle's status, thereby enabling a rapid response to skid events and timely implementation of appropriate measures to ensure driving safety. In stable road conditions, with good road surface conditions and few interfering factors, the risk of vehicle skidding is low. Extending the window length can reduce unnecessary monitoring and judgment by the system, reduce the probability of false triggering caused by some minor fluctuations, and improve the stability and reliability of the system.

[0093] In addition, the preset window can also adopt a fixed window mode, such as a fixed 10 kilometers or 5 minutes, etc. In this embodiment of the application, the length of the preset window is not limited.

[0094] The system counts slippage frequency within a preset window and dynamically adjusts the frequency threshold based on the window length to adapt to changes in slippage density under different scenarios. Furthermore, it can dynamically adjust the four-wheel drive mode maintenance logic based on driving style. For example, for aggressive drivers, the system can lower the slippage frequency threshold (N) and extend the target duration of four-wheel drive mode maintenance to cope with their frequent rapid acceleration; for moderate drivers, it can raise the frequency threshold and shorten the target duration of maintenance to optimize energy efficiency.

[0095] In the embodiments provided in this application, a preset window is determined by the first road surface adhesion coefficient of the vehicle before the skidding event, and the two are proportional. When the road surface adhesion coefficient is large, i.e. the road conditions are good, the window can be extended to reduce frequent monitoring and judgment, reduce system resource consumption and misjudgment; when the road surface adhesion coefficient is small, i.e. the road conditions are complex, the window can be shortened to capture the skidding risk in time, ensure driving safety, and achieve a balance between rational use of resources and safety.

[0096] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the vehicle drive control method may further include steps S701 and S702, which are described in detail below:

[0097] Step S701: Determine the average road surface adhesion coefficient within the target mileage before the skidding event occurs, and use the average road surface adhesion coefficient as the first road surface adhesion coefficient.

[0098] Step S702: Determine the average road surface adhesion coefficient within the target mileage after the skidding event, and use the average road surface adhesion coefficient as the second road surface adhesion coefficient.

[0099] For example, in order to more accurately obtain the actual road surface adhesion of the vehicle before and after the skidding event, a target mileage before the skidding event is first determined. This target mileage is reasonably set and verified, and can better reflect the road surface conditions before the vehicle enters the section of road that may cause skidding. Through various data collection methods such as on-board sensors, relevant data on the road surface adhesion coefficient at different locations within the target mileage are collected. Then, scientific calculation methods, such as weighted average or arithmetic average, are used to calculate the corresponding average road surface adhesion coefficient. This calculated average road surface adhesion coefficient is used as the first road surface adhesion coefficient, which serves as an important basis for subsequent analysis and judgment.

[0100] Similarly, for the target mileage after a skidding event, it helps to understand the changes in the adhesion characteristics of the road surface where the vehicle is located after experiencing skidding. In the same way as before, the road adhesion coefficient data within the target mileage is collected, the corresponding average road adhesion coefficient is calculated, and it is used as the second road adhesion coefficient. By comparing the first road adhesion coefficient and the second road adhesion coefficient, the changes in road conditions can be understood more comprehensively and deeply.

[0101] Optionally, the determination of the target mileage can also take into account multiple factors. For example, based on the vehicle's historical driving data, the frequency and distribution patterns of skidding events under different road types (such as urban roads, highways, and rural roads) can be analyzed to identify high-incidence road sections and adjacent affected areas. At the same time, considering the vehicle's power performance, tire characteristics, and current driving speed, the critical distance from normal driving to the tendency to skid can be considered under different road surface adhesion coefficients. Then, real-time road condition information, such as the influence of road surface material, water or snow depth, and curve curvature radius on the road surface adhesion coefficient, can be referenced. By establishing a mathematical model, these factors can be quantitatively analyzed and comprehensively calculated to finally determine the target mileage that can effectively reflect the actual road surface conditions before and after the skidding event, while ensuring data accuracy and representativeness.

[0102] In the embodiments provided in this application, by determining the average road surface adhesion coefficient within the target mileage before and after the skidding event as the first and second road surface adhesion coefficients, the actual road surface adhesion before and after the skidding can be accurately captured, providing a reliable basis for subsequent analysis. This helps to adjust the vehicle control strategy in a timely manner according to the road conditions at different stages, thereby improving driving safety and stability.

[0103] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of controlling vehicle driving according to the four-wheel drive mode can also be implemented in the following manner, as detailed below:

[0104] It controls the even distribution of drive torque to the four wheels of the vehicle.

[0105] For example, if the vehicle's target drive mode is set to four-wheel drive mode, all four wheels will participate in the driving process. On this basis, more precise control operations will be performed to ensure that the drive torque is evenly distributed to the four wheels, so that each wheel can receive balanced and appropriate power. This can effectively avoid the situation where some wheels slip excessively and the other wheels lack power due to uneven power distribution. This significantly enhances the vehicle's grip and driving stability when slipping, helps the vehicle get out of the slipping situation quickly, and effectively ensures driving safety.

[0106] In the embodiments provided in this application, the driving torque is evenly distributed among the four wheels of the vehicle in four-wheel drive mode, which can make the grip of each wheel balanced, avoid individual wheels slipping due to excessive power or unable to drive effectively due to insufficient power, improve the driving stability and passability of the vehicle in complex road conditions, and ensure driving safety.

[0107] Please see Figure 3 , Figure 3 A flowchart illustrating the vehicle drive control method provided in the embodiments of this application. Figure 2 ,like Figure 3 As shown, after confirming that a vehicle skidding event has occurred, the vehicle's drive mode switching process is as follows:

[0108] (1) The Electronic Stability Control (ESC) system sends a slippage status to the Vehicle Control Unit (VCU).

[0109] (2) After receiving the slippage status, the vehicle control unit (VCU) switches to four-wheel drive mode;

[0110] (3) The vehicle control unit (VCU) detects that the current ignition cycle running time is greater than T1 or the running mileage is greater than L1. T1 is a preset time window and L1 is a preset mileage window. The lengths of T1 and L1 can be determined by the road surface adhesion coefficient before the vehicle skids, or by the driving scenario in which the vehicle is in the current skid. In this embodiment, no limitation is made.

[0111] (4) If condition (3) is met, then determine whether the number of slippages is greater than N. This number is counted by the vehicle controller (VCU), where N is a preset frequency threshold and the size of N can be determined according to the preset mileage length (L1)1 or the preset time window (T1). This application does not impose any restrictions on this embodiment.

[0112] (5) If condition (4) is met, then control the vehicle to not exit the four-wheel drive mode during this ignition cycle.

[0113] (6) If conditions (3) and (4) are not met, then determine the difference in road surface adhesion coefficient. Is the absolute value greater than ,in, , The average coefficient of adhesion within the L2 mileage prior to the skidding event. The average adhesion coefficient within mileage L3 after the skidding event occurs, wherein L2 and L3 have the same length, and the lengths of L2 and L3 are related to factors such as the type of road segment and the vehicle's historical driving data. L1 can be the same length as L2 or L3, or it can be different lengths of L2 or L3. The length of L1 can be determined by the road surface adhesion coefficient before the skidding event occurs. This application embodiment does not impose any restrictions on this.

[0114] (7) If the condition in (6) is true, that is absolute value > If the slippage event occurs, the four-wheel drive mode will be maintained until the next slippage event is reassessed.

[0115] (8) If the condition in (6) is not met, absolute value < If the vehicle slips, it will switch to normal driving mode after time T2 until the next slip occurs and the system will be reassessed. T2 is the target duration of the four-wheel drive mode, and the length of T2 is related to the second road surface adhesion coefficient after the vehicle slips.

[0116] In summary, the vehicle drive control scheme provided in this application includes at least the following innovative features:

[0117] 1. By recognizing the vehicle slippage signal sent by the Electronic Stability Control (ESC) system, once the vehicle slippage is detected, the system automatically switches the vehicle to four-wheel drive mode. After the vehicle is out of slippage, it continues to operate in four-wheel drive mode, and in this mode, the drive torque is forcibly distributed evenly among the four wheels to ensure the stability of the vehicle.

[0118] 2. Intelligently lock the vehicle's drive mode based on mileage or a specific time period. Specifically, it counts the frequency of slippage within the most recent L1 mileage range or T1 time interval. If the frequency exceeds a preset threshold of N times, the vehicle will always maintain four-wheel drive mode during this complete driving cycle and will not switch to other drive modes.

[0119] 3. The number of times the slippage frequency has not reached the lockout threshold is used to switch drive modes based on the coefficient of friction. Specifically, the mileage information at the moment the vehicle slips is detected is locked, and the average road surface coefficient of friction within a 2km radius before the slippage occurs, and the average road surface coefficient of friction within a 3km radius after the slippage occur, are calculated. If the difference between these two coefficients is less than a preset threshold... This indicates that the road surface adhesion conditions have changed little, and the system will automatically switch back to normal driving mode after time T2; if the difference is greater than... This indicates a significant change in road surface adhesion conditions, and the four-wheel drive mode will be maintained to ensure driving stability.

[0120] In summary, the vehicle drive control scheme provided in this application reduces the perception after the next trigger by adjusting the driving mode when the drive slips. It judges the complexity of road conditions by identifying the number of slips and the change in the coefficient of friction after slips. If there are many slips or the coefficient of friction changes significantly, it indicates that the road conditions are complex and four-wheel drive mode should be maintained to improve driving performance.

[0121] Therefore, the vehicle drive control scheme provided in this application has at least the following technical effects:

[0122] 1. By recognizing slippage, it automatically switches to four-wheel drive mode, forcing the four wheels to distribute drive torque evenly, thus improving system stability after slippage.

[0123] 2. By recognizing the number of slippages and changes in the road surface adhesion coefficient, it determines whether to disengage the four-wheel drive mode. If the slippage frequency is low, it switches to normal driving mode. If the slippage frequency is high or the road surface adhesion coefficient changes significantly, it maintains the four-wheel drive mode.

[0124] Furthermore, the vehicle drive control scheme provided in this application has significant advantages in terms of engineering practicality, system stability, and resource utilization efficiency, and possesses good irreplaceability and technological advancement.

[0125] Furthermore, in some feasible embodiments, the key processing steps such as slippage event detection, frequency statistics, and adhesion coefficient estimation in any of the above embodiments can be completed in real time in the vehicle-mounted edge computing unit (ECU), reducing cloud processing latency and improving system response speed.

[0126] Figure 4 This is a schematic diagram of the structure of the vehicle drive control device provided in the embodiments of this application, as shown below. Figure 4 As shown, the vehicle drive control device 40 provided in this embodiment includes: an acquisition module 410, used to acquire the frequency of vehicle slippage within a preset window after determining that a vehicle slippage event has occurred, the preset window including a preset time window or a mileage window; a determination module 420, used to determine the target drive mode of the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold; and a control module 430, used to control the vehicle driving according to the target drive mode.

[0127] In one possible implementation, the determining module 420 is specifically used for,

[0128] If the slippage frequency is greater than the frequency threshold, the target driving mode is determined to be four-wheel drive mode; if the slippage frequency is less than or equal to the frequency threshold, the target driving mode is determined based on the road surface adhesion coefficient.

[0129] In one possible implementation, the determining module 420 is further configured to:

[0130] If the duration of the current driving cycle of the vehicle does not reach the time window length or the mileage does not reach the mileage window length, the target driving mode is determined based on the road surface adhesion coefficient.

[0131] In one possible implementation, the determining module 420 is further configured to:

[0132] Obtain the vehicle's first road surface adhesion coefficient before the slippage event occurs; obtain the vehicle's second road surface adhesion coefficient after the slippage event occurs; determine the vehicle's target driving mode based on the first and second road surface adhesion coefficients, where the target driving mode includes front-wheel drive mode or rear-wheel drive mode.

[0133] In one possible implementation, the determining module 420 is further configured to:

[0134] Calculate the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient; if the absolute value of the difference is greater than a preset threshold, the target driving mode is determined to be four-wheel drive mode; if the absolute value of the difference is less than or equal to the preset threshold, obtain the vehicle's throttle opening; if the throttle opening is less than or equal to the preset opening threshold and the second road surface adhesion coefficient is greater than the preset adhesion coefficient threshold, the target driving mode is determined to be front-wheel drive mode; if the throttle opening is greater than the preset opening threshold and the second road surface adhesion coefficient is less than or equal to the preset adhesion coefficient threshold, the target driving mode is determined to be rear-wheel drive mode.

[0135] In one possible implementation, the control module 430 is specifically used for,

[0136] If the target driving mode is four-wheel drive, the vehicle will be controlled according to the four-wheel drive mode. If the target driving mode is front-wheel drive or rear-wheel drive, the vehicle will be switched to front-wheel drive or rear-wheel drive after the target duration. The target duration is determined based on the second road surface adhesion coefficient of the vehicle after the slippage event occurs.

[0137] In one possible implementation, the acquisition module 410 is specifically used for,

[0138] Based on the vehicle's first road surface adhesion coefficient before the skidding event, a preset window is determined. The size of the first road surface adhesion coefficient is directly proportional to the length of the preset window.

[0139] In one possible implementation, the determining module 420 is further configured to:

[0140] Determine the average road surface adhesion coefficient within the target mileage before the skidding event occurs, and use the average road surface adhesion coefficient as the first road surface adhesion coefficient; determine the average road surface adhesion coefficient within the target mileage after the skidding event occurs, and use the average road surface adhesion coefficient as the second road surface adhesion coefficient.

[0141] In one possible implementation, the control module 430 is further configured to:

[0142] It controls the even distribution of drive torque to the four wheels of the vehicle.

[0143] The vehicle drive control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0144] Figure 5 This is a schematic diagram of the structure of the vehicle controller provided in an embodiment of this application. Figure 5As shown, the vehicle controller 50 provided in this embodiment includes at least one processor 510 and a memory 520. Optionally, the device 50 further includes a communication component 530. The processor 510, memory 520, and communication component 530 are connected via a bus 540.

[0145] In a specific implementation, at least one processor 510 executes computer execution instructions stored in memory 520, causing at least one processor 510 to perform the above-described method.

[0146] The specific implementation process of processor 510 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0147] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0148] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0149] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0150] This application also provides a vehicle including the aforementioned vehicle controller.

[0151] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0152] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0153] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0154] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0155] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0156] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0157] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0158] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0159] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0160] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for driving control of a vehicle, characterized in that, include: After determining that a vehicle skidding event has occurred, the frequency of the vehicle skidding within a preset window is obtained, where the preset window includes a preset time window or a preset mileage window. Based on the slippage frequency and the preset frequency threshold, the target driving mode of the vehicle in this driving cycle is determined; The vehicle is controlled to drive according to the target driving mode.

2. The method according to claim 1, characterized in that, The step of determining the target driving mode of the vehicle within the current driving cycle based on the slippage frequency and a preset frequency threshold includes: If the slippage frequency is greater than the frequency threshold, then the target driving mode is determined to be a four-wheel drive mode; If the slippage frequency is less than or equal to the frequency threshold, the target driving mode is determined based on the road surface adhesion coefficient.

3. The method according to claim 1, characterized in that, The method further includes: If the duration of the current driving cycle of the vehicle does not reach the time window length or the mileage does not reach the mileage window length, the target driving mode is determined based on the road surface adhesion coefficient.

4. The method according to claim 2 or 3, characterized in that, Determining the target driving mode based on the road surface adhesion coefficient includes: Obtain the first road surface adhesion coefficient of the vehicle before the slippage event occurs; Obtain the second road surface adhesion coefficient of the vehicle after the slippage event occurs; The target driving mode of the vehicle is determined based on the first road surface adhesion coefficient and the second road surface adhesion coefficient, and the target driving mode includes a front-wheel drive mode or a rear-wheel drive mode.

5. The method according to claim 4, characterized in that, Determining the target driving mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient includes: Calculate the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient; If the absolute value of the difference is greater than a preset threshold, then the target driving mode is determined to be a four-wheel drive mode. If the absolute value of the difference is less than or equal to a preset threshold, the throttle opening of the vehicle is obtained. When the throttle opening is less than or equal to a preset opening threshold and the second road surface adhesion coefficient is greater than a preset adhesion coefficient threshold, the target driving mode is determined to be the front-wheel drive mode. When the throttle opening is greater than a preset opening threshold and the second road surface adhesion coefficient is less than or equal to a preset adhesion coefficient threshold, the target driving mode is determined to be the rear-wheel drive mode.

6. The method according to any one of claims 1 to 3, characterized in that, The step of controlling the vehicle's movement according to the target driving mode includes: If the target driving mode is four-wheel drive mode, then the vehicle driving is controlled according to the four-wheel drive mode; If the target driving mode is a front-wheel drive mode or a rear-wheel drive mode, then after a target duration, the vehicle will be switched to the front-wheel drive mode or the rear-wheel drive mode to control the vehicle's driving. The target duration is determined based on the vehicle's second road surface adhesion coefficient after the slippage event occurs.

7. The method according to any one of claims 1 to 3, characterized in that, The method further includes: The preset window is determined based on the vehicle's first road surface adhesion coefficient before the slippage event occurs, and the magnitude of the first road surface adhesion coefficient is proportional to the length of the preset window.

8. The method according to claim 4, characterized in that, The method further includes: Determine the average road surface adhesion coefficient within the target mileage before the slippage event occurs, and use the average road surface adhesion coefficient as the first road surface adhesion coefficient. Determine the average road surface adhesion coefficient within the target mileage after the slippage event occurs, and use the average road surface adhesion coefficient as the second road surface adhesion coefficient.

9. The method according to claim 6, characterized in that, The control of the vehicle's movement according to the four-wheel drive mode includes: Control the even distribution of drive torque to the four wheels of the vehicle.

10. A drive control device for a vehicle, characterized in that, include: The acquisition module is used to acquire the frequency of vehicle skidding within a preset window after determining that a skidding event has occurred. The preset window includes a preset time window or a preset mileage window. The determination module is used to determine the target driving mode of the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold. The control module is used to control the vehicle's movement according to the target driving mode.

11. A vehicle controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 9.

12. A vehicle, characterized in that, include: Front motor controller, rear motor controller, and vehicle controller; The vehicle controller is the vehicle controller described in claim 11.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 9.

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