Vehicle control method, apparatus, device, and medium

Abstract

The application provides a vehicle control method, device, equipment and medium, the method comprises: obtaining the starting speed and the running parameter of the vehicle; the starting speed represents the speed of the vehicle in the starting stage; determining the starting slip ratio of the vehicle and the driving intention of the driver according to the running parameter; in the case where the starting speed is less than the preset speed threshold, determining the target slip ratio threshold according to the driving intention; in the case where the starting slip ratio is greater than or equal to the target slip ratio threshold, determining the target wheel torque of each wheel of the vehicle according to the running parameter; controlling the vehicle according to the target wheel torque. The driving intention of the driver is determined by the running parameter, then the slip ratio threshold of the anti-skid control intervention is adjusted according to the starting speed and the driving intention, the target slip ratio threshold is generated, the intervention time of the anti-skid control in the starting stage is determined, and the starting acceleration performance of the vehicle and the stability of the vehicle are ensured.

Description

Technical Field

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

[0002] In automotive active safety systems, ASR (Acceleration Slip Regulation) is an important component, mainly used to prevent the drive wheels from slipping during vehicle start-up and acceleration. If the tires slip significantly during vehicle start-up, it can cause the vehicle to spin freely and prevent it from starting. At this time, ASR will intervene to control slippage and ensure the stability and directional controllability of the vehicle.

[0003] However, traditional ASR drive traction control systems cannot accurately identify when to intervene in traction control, resulting in premature intervention, which limits the torque output at the wheel end. This causes the vehicle to be unable to obtain sufficient driving torque to overcome static friction and thus cannot start normally. Summary of the Invention

[0004] The purpose of this application is to provide a vehicle control method and device that can solve the problem that traditional methods cannot accurately identify the timing of anti-slip control intervention, resulting in the vehicle not being able to obtain sufficient driving torque to overcome static friction and thus being unable to start normally.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: The vehicle's starting speed and driving parameters are obtained; the starting speed represents the vehicle's speed during the starting phase. The starting slip ratio of the vehicle and the driver's driving intention are determined based on the driving parameters. If the starting speed is less than a preset speed threshold, a target slip ratio threshold is determined based on the driving intention; If the starting slip ratio is greater than or equal to the target slip ratio threshold, the target wheel torque of each wheel of the vehicle is determined based on the driving parameters; The vehicle is controlled based on the target wheel torque.

[0006] Optionally, determining the target slip ratio threshold based on the driving intention when the starting speed is less than a preset speed threshold includes: If the starting speed is less than the preset speed threshold, a first slip ratio threshold is determined based on the speed difference between the starting speed and the preset speed threshold. The adjustment ratio of the first slip ratio threshold is determined based on the driving intention; The target slip ratio threshold is determined based on the first slip ratio threshold and the adjustment ratio.

[0007] Optionally, the driving intention includes the driver's requested torque; The step of determining the adjustment ratio of the first slip ratio threshold based on the driving intention includes: The road surface adhesion coefficient is determined based on the driving parameters. Determine the torque change rate based on the requested torque; The first adjustment coefficient is determined based on the torque change rate; The second adjustment coefficient is determined based on the road surface adhesion coefficient. The adjustment ratio is determined based on the first adjustment coefficient and the second adjustment coefficient.

[0008] Optionally, when the starting slip ratio is greater than or equal to the target slip ratio threshold, determining the target wheel torque for each wheel of the vehicle based on the driving parameters includes: If the starting slip ratio is greater than or equal to the target slip ratio threshold, input data is constructed based on the starting slip ratio of each wheel of the vehicle. The input data is input into a pre-trained state-space model to obtain the first slip ratio of each wheel; The target slip ratio is determined from the first slip ratio according to a pre-set objective function; The target wheel torque is determined based on the target slip ratio.

[0009] Optionally, the objective function includes a first objective function and a second objective function; Determining the target slip ratio from the first slip ratio according to a pre-set objective function includes: The real-time torque change rate is determined based on the driving parameters; The first function value corresponding to the difference between the first slip ratio and the preset standard slip ratio is determined by the first objective function; The value of the second function corresponding to the real-time torque change rate is determined by the second objective function; The target slip ratio that meets the preset constraints is determined based on the first function value and the second function value.

[0010] Optionally, determining the target wheel torque based on the target slip ratio includes: The torque of the first wheel is determined based on the target slip ratio; Obtain the feedback torque of the vehicle after responding to the torque of the first wheel; The torque deviation value is determined based on the torque of the first wheel and the feedback torque; Determine the torque compensation value based on the torque deviation value; The target wheel torque is determined based on the first wheel torque and the torque compensation value.

[0011] Optionally, after controlling the vehicle based on the target wheel torque, the method further includes: Obtain the vehicle's slip ratio after starting; When the slip ratio is greater than or equal to the slip ratio threshold, the target wheel torque is determined based on the driving parameters, and the road surface type is determined based on the road surface adhesion coefficient; the target wheel torque is used to perform anti-skid control on the vehicle; the road surface type includes: a first road surface type and a second road surface type; If the road surface type is the first road surface type, the slip ratio is less than the slip ratio threshold, and the requested torque is greater than the preset anti-slip torque, then the anti-slip control of the vehicle is suspended. When the road surface type is the second road surface type, the duration during which the driving slip ratio is less than the slip ratio threshold is obtained; If the slip ratio is less than the slip ratio threshold and the duration is greater than a preset time threshold, the anti-skid control of the vehicle is suspended.

[0012] Secondly, embodiments of this application provide a vehicle control device, the device comprising: The data acquisition module is used to acquire the vehicle's starting speed and driving parameters; the starting speed represents the vehicle's speed during the starting phase. The data processing module is used to determine the vehicle's starting slip ratio and the driver's driving intention based on the driving parameters. The target slip ratio threshold determination module is used to determine the target slip ratio threshold according to the driving intention when the starting speed is less than a preset speed threshold. The target wheel torque generation module is used to determine the target wheel torque of each wheel of the vehicle based on the driving parameters when the starting slip ratio is greater than or equal to the target slip ratio threshold. A control module is used to control the vehicle based on the target wheel torque.

[0013] Thirdly, embodiments of this application provide an electronic device, including: a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the method described above.

[0014] Fourthly, embodiments of this application provide a computer-readable storage medium on which a computer program is stored, which, when executed by a processor, implements the method described above.

[0015] Compared with the prior art, the embodiments of this application have the following advantages: In this embodiment, the vehicle's starting speed and driving parameters are acquired. The starting speed represents the vehicle's speed during the starting phase. The starting slip ratio and the driver's driving intention are determined based on the driving parameters. If the starting speed is less than a preset speed threshold, a target slip ratio threshold is determined based on the driving intention. If the starting slip ratio is greater than or equal to the target slip ratio threshold, the target wheel torque for each wheel of the vehicle is determined based on the driving parameters. The vehicle is then controlled based on the target wheel torque. By judging the driver's driving intention through the driving parameters, the slip ratio threshold for anti-slip control intervention is adjusted based on the starting speed and driving intention to generate a target slip ratio threshold. This determines the timing of anti-slip control intervention during the starting phase, ensuring the vehicle's acceleration performance and stability. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a flowchart illustrating the steps of a vehicle control method provided in an embodiment of this application; Figure 2 This is a flowchart of another vehicle control method provided in an embodiment of this application; Figure 3 This is a flowchart illustrating the steps of anti-skid control under steady-state driving conditions provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of an electronic device provided in an embodiment of this application; Figure 6 This is a schematic diagram of a computer-readable storage medium provided in an embodiment of this application. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] The terms "first," "second," etc., used in this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in this application, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0020] The following description, in conjunction with the accompanying drawings, details a vehicle control method, device, electronic device, and storage medium provided in this application through specific embodiments and application scenarios.

[0021] In automotive active safety systems, ASR (Acceleration Slip Regulation) is an important component, mainly used to prevent the drive wheels from slipping during vehicle start-up and acceleration. If the tires slip significantly during vehicle start-up, it can cause the vehicle to spin freely and prevent it from starting. At this time, ASR will intervene to control slippage and ensure the stability and directional controllability of the vehicle.

[0022] However, during vehicle start-up, especially on low-friction surfaces, the tires will experience significant slippage, which can cause the vehicle to spin freely and prevent it from starting. Under normal circumstances, ASR will intervene to control slippage. If ASR intervenes too early during the start-up phase, it will limit the torque output at the wheel end, causing the vehicle to not obtain enough driving torque to overcome static friction, resulting in slow start-up or even failure to start normally on some low-friction slopes.

[0023] In summary, traditional ASR (Anti-Slip Regulation) systems cannot accurately identify the timing of anti-slip control intervention, resulting in premature intervention that limits torque output at the wheels, causing the vehicle to be unable to obtain sufficient driving torque to overcome static friction and thus fail to start normally.

[0024] Reference Figure 1 The diagram illustrates a flowchart of a vehicle control method provided in an embodiment of this application, which may specifically include the following steps: Step 101: Obtain the vehicle's starting speed and driving parameters; the starting speed represents the vehicle's speed during the starting phase. In this embodiment, in response to the problem that the ASR intervenes in anti-slip control in advance during the vehicle start-up phase, which leads to the inability to start normally, this application will collect the vehicle speed and driving parameters when the vehicle switches from a stationary state to a driving state, that is, during the start-up phase, and then determine the target slip ratio threshold for anti-slip control intervention based on the start-up speed and driving parameters.

[0025] Step 102: Determine the vehicle's starting slip ratio and the driver's driving intention based on the driving parameters; In this embodiment, the slip ratio of the vehicle in the driving state is one of the main judgment factors of anti-skid control. This embodiment can detect the starting slip ratio of the vehicle's wheels under the current driving parameters in real time by using a pre-set wheel rotation model, and can determine the driver's driving intention based on the driving parameters. The driving intention represents the driver's starting acceleration method in the starting phase.

[0026] In this specific implementation, a wheel rotation model for a single tire is pre-established. The driving parameters include at least the wheel moment of inertia, wheel speed, wheel torque, wheel rotation radius, tire longitudinal force, rolling resistance coefficient, and tire vertical load. For example, the equation of the wheel rotation model can be set as shown in Formula 1 below: Formula 1:

[0027] in, Let be the wheel inertia of the i-th wheel; Let be the rate of change of the wheel speed of the i-th wheel; Let be the wheel torque of the i-th wheel; Let be the change in wheel torque of the i-th wheel; The radius of rotation of the wheel; Let be the longitudinal force of the i-th wheel's tire; This is the rolling resistance coefficient; Let be the vertical load on the i-th wheel.

[0028] The equation for the longitudinal acceleration of the entire vehicle can be set as shown in Formula 2 below: Formula 2:

[0029] in, Let be the vehicle speed at time t; Let be the longitudinal force of the i-th wheel; For the overall vehicle weight.

[0030] Based on the Dugoff tire model, the equation for the longitudinal force of the wheel can be set as shown in Formula 3 below: Formula 3:

[0031]

[0032]

[0033] in, Let be the longitudinal force of the i-th wheel; For the longitudinal stiffness of the wheel; Let be the slip ratio of the i-th wheel; Let be the nonlinear correction function for the i-th wheel; This is the correction factor for the i-th wheel; The road surface adhesion coefficient can be obtained by matching driving parameters and road type; This is the preset speed correction coefficient; The longitudinal speed of the wheel; Let be the wheel slip angle of the i-th wheel.

[0034] The formula for calculating slip ratio is shown in Formula 4 below: Formula 4:

[0035] in, Let be the slip ratio of the i-th wheel; The radius of rotation of the wheel; Let be the wheel speed of the i-th wheel; This represents the longitudinal speed of the wheel.

[0036] During the straight-line driving of a distributed drive vehicle, the tires generate sliding friction, air resistance, and tire rolling friction. Since this embodiment is for the starting condition, under this condition, the air resistance is close to 0, and the rolling friction between the tires and the road surface is also close to 0. Therefore, the vehicle longitudinal acceleration formula can be equivalent to the following formula five: Formula 5:

[0037] in, The longitudinal acceleration of the vehicle; Let be the longitudinal force of the i-th wheel; For the overall vehicle weight.

[0038] To establish a state-relationship model to solve for slip ratio and torque, the slip ratio in Equation 4 is differentiated with respect to time, yielding the relationship between slip ratio and torque as shown in Equation 6 below: Formula Six:

[0039] in, Let be the slip ratio of the i-th wheel at time t; Let be the slip ratio of the i-th wheel; The radius of rotation of the wheel; Let be the rate of change of the wheel speed of the i-th wheel; This refers to the longitudinal acceleration of the wheel.

[0040] Substituting formulas one through five into formula six establishes the conversion relationship between slip ratio and torque. The functional representation of this conversion relationship is shown in formula seven below: Formula 7:

[0041] in, Let be the slip ratio of the i-th wheel at time t; Let be the slip ratio of the i-th wheel; Let be the wheel torque of the i-th wheel; The radius of rotation of the wheel; This refers to the rolling friction of the tire. The moment of inertia of the wheel; Let be the rate of change of the wheel speed of the i-th wheel; This refers to the longitudinal acceleration of the wheel.

[0042] Finally, by substituting the driving parameters into Formula 7, the starting slip rate of the vehicle during the starting phase can be determined.

[0043] Step 103: If the starting speed is less than a preset speed threshold, determine the target slip ratio threshold based on the driving intention; In practical applications, if the starting speed is less than the preset speed threshold, it indicates that the vehicle's current speed is low and it is still in the starting stage. In order to ensure that the vehicle can start normally, it is necessary to adjust the slip ratio threshold according to the driving intention, generate the target slip ratio threshold, and then overcome the static friction of the wheels to turn into dynamic friction, improve the starting power, and thus improve the starting efficiency.

[0044] If the starting speed is greater than or equal to the preset speed threshold, it indicates that the vehicle has started normally and entered a steady-state driving condition. Therefore, the vehicle can be controlled according to the anti-skid control strategy for steady-state driving conditions.

[0045] Step 104: If the starting slip ratio is greater than or equal to the target slip ratio threshold, determine the target wheel torque for each wheel of the vehicle based on the driving parameters; In this embodiment, since the target slip ratio threshold is based on the driving intention adjusted during the start-up phase, when the start-up slip ratio is greater than or equal to the target slip ratio threshold, it indicates that the vehicle still slips even with sufficient power. Anti-slip control should be performed by generating target wheel torques for each wheel of the vehicle based on driving parameters to ensure the stability and safety of vehicle driving.

[0046] Step 105: Control the vehicle according to the target wheel torque; If the initial slip ratio is greater than or equal to the target slip ratio threshold, and the target wheel torque for each wheel is generated based on anti-slip control, each wheel is adjusted to the target wheel torque to prevent the vehicle from slipping. If the initial slip ratio is less than the target slip ratio threshold, the vehicle can be controlled according to the torque requested by the driver, and anti-slip control does not need to intervene.

[0047] In this embodiment, the vehicle's starting speed and driving parameters are acquired. The starting speed represents the vehicle's speed during the starting phase. The starting slip ratio and the driver's driving intention are determined based on the driving parameters. If the starting speed is less than a preset speed threshold, a target slip ratio threshold is determined based on the driving intention. If the starting slip ratio is greater than or equal to the target slip ratio threshold, the target wheel torque for each wheel of the vehicle is determined based on the driving parameters. The vehicle is then controlled based on the target wheel torque. By judging the driver's driving intention through the driving parameters, the slip ratio threshold for anti-slip control intervention is adjusted based on the starting speed and driving intention to generate a target slip ratio threshold. This determines the timing of anti-slip control intervention during the starting phase, ensuring the vehicle's acceleration performance and stability.

[0048] In one embodiment of this application, determining the target slip ratio threshold based on the driving intention when the starting speed is less than a preset speed threshold includes: If the starting speed is less than the preset speed threshold, a first slip ratio threshold is determined based on the speed difference between the starting speed and the preset speed threshold. The adjustment ratio of the first slip ratio threshold is determined based on the driving intention; The target slip ratio threshold is determined based on the first slip ratio threshold and the adjustment ratio.

[0049] In this embodiment, when the starting speed is less than a preset speed threshold, it indicates that the vehicle is still in the starting phase. To ensure that the vehicle can obtain sufficient power during the starting phase to ensure normal starting, a first slip ratio threshold is obtained by looking up a table based on the speed difference between the starting speed and the preset speed threshold. The intervention timing of anti-slip control is dynamically adjusted so that the vehicle generates appropriate slip during the starting process, which helps to overcome the static friction of the wheels and turn into dynamic friction, thereby improving the starting power and thus improving the starting efficiency. Then, an adjustment ratio of the first slip ratio threshold is generated according to the driver's driving intention, and the first slip ratio threshold is dynamically adjusted to ensure the starting success rate so that the vehicle can respond to the driver's acceleration intention more quickly.

[0050] Specifically, the driver's driving intention represents the rate of change of the torque requested by the driver. If the rate of change of the torque requested by the driver is less than the rate of change threshold, it indicates that the driver's current driving behavior is gentle, and the adjustment ratio can be set to a value greater than 1 (for example, it can be set to 1.2) to increase the target slip ratio threshold, so that the intervention timing of anti-slip control is delayed, so that the vehicle can respond to the driver's acceleration intention more quickly. If the rate of change of the torque requested by the driver is greater than or equal to the rate of change threshold, the adjustment ratio can be set to a value less than 1 (for example, it can be set to 0.5) to decrease the target slip ratio threshold, so that the intervention timing of anti-slip control is advanced, avoiding skidding or accidents caused by aggressive driving at the start point.

[0051] By monitoring the starting speed and driving intentions in real time and dynamically adjusting the slip ratio threshold, the contradiction between power output and anti-slip control during the starting phase is resolved. This ensures a smooth start for the vehicle while quickly responding to the driver's acceleration needs, effectively improving starting efficiency and safety, avoiding the risk of slippage caused by sudden changes in driving intentions, and achieving a precise balance between power and stability.

[0052] In one embodiment of this application, the driving intention includes the driver's requested torque; The step of determining the adjustment ratio of the first slip ratio threshold based on the driving intention includes: The road surface adhesion coefficient is determined based on the driving parameters. Determine the torque change rate based on the requested torque; The first adjustment coefficient is determined based on the torque change rate; The second adjustment coefficient is determined based on the road surface adhesion coefficient. The adjustment ratio is determined based on the first adjustment coefficient and the second adjustment coefficient.

[0053] In this embodiment, the torque change rate is calculated based on the driver's requested torque at adjacent times, and the driver's driving intention is determined based on the torque change rate. The road surface adhesion coefficient is predicted based on driving parameters, current climate information, and the material of the road surface. The probability of vehicle slippage during start-up under the current conditions is assessed based on the road surface adhesion coefficient. Then, a first matching table of torque change rate and a first adjustment coefficient, and a second matching table of road surface adhesion coefficient and a second adjustment coefficient are constructed using historical data. Through comprehensive judgment and threshold adjustment of vehicle speed, driver's requested torque, and road surface adhesion conditions, the vehicle's starting acceleration performance is ensured on ordinary roads, while driving safety is prioritized on low-adhesion roads. Thus, a good balance is achieved between anti-slip control and starting performance, preserving the vehicle's starting ability to the maximum extent while ensuring safety.

[0054] In the specific implementation, after calculating the torque change rate and the road surface adhesion coefficient, the corresponding first adjustment coefficient is matched from the first matching table according to the torque change rate; the corresponding second adjustment coefficient is matched from the second matching table according to the road surface adhesion coefficient. Based on the adjustment mechanism of the second adjustment coefficient, a more conservative strategy can be adopted when starting on a low-adhesion road surface, and the target slip rate threshold can be appropriately reduced to ensure the stability and safety of the vehicle when the adhesion conditions are poor; finally, the product of the first adjustment coefficient and the second adjustment coefficient is used to determine the final adjustment ratio.

[0055] like Figure 2 The diagram illustrates a flowchart of another vehicle control method provided in an embodiment of this application, which may specifically include the following steps: Step S1, Vehicle Starting Phase The system monitors the vehicle's operating status in real time. When it detects that the driver has pressed the accelerator pedal and the vehicle speed has increased from zero, it determines that the vehicle has entered the starting phase.

[0056] Step S2: Determine if the starting speed is less than the preset speed threshold. If yes, it indicates that the vehicle is still in the low-speed starting range, and the tires are very prone to slippage. Proceed to Step S3: Starting Optimization Mode. If no, it indicates that the vehicle has completed the starting process and entered the steady-state driving stage. Proceed to Step S11: Starting stage complete.

[0057] Step S3: Enter the start-up optimization mode; in the start-up optimization mode, execute step S4 to detect the driver's intention and judge the road conditions, including: collecting the requested torque at adjacent time moments and calculating the torque change rate; determining the first adjustment coefficient based on the torque change rate to determine whether the driver wants rapid acceleration or a smooth start; predicting the road surface adhesion coefficient by combining driving parameters, climate information and road material, determining the second adjustment coefficient based on the adhesion coefficient by looking up a table, and assessing the risk of slippage under the current operating conditions.

[0058] Step S5: Generate a target slip ratio threshold based on the first adjustment coefficient and the second adjustment coefficient. This threshold serves as the red line for subsequent judgment on whether to intervene in anti-skid control, and can adapt to the needs of different road surfaces (such as ice and snow, asphalt) and different driving styles (aggressive, mild).

[0059] Step S6: Starting slip ratio detection; Using a pre-trained state-space model, with four-wheel drive torque as input, the real-time starting slip ratio of the four wheels of the vehicle is predicted and calculated in real time.

[0060] Step S7: Determine whether the starting slip ratio is greater than the target slip ratio threshold. If yes, it means that the wheel slippage has exceeded the safe or optimal driving range, and step S8 needs to be executed for anti-slip control; if no, it means that the current driving force is within the tire adhesion limit, and anti-slip control is not required. Execute step S9 to maintain the current control state.

[0061] Step S8, Anti-slip control mode; The optimal torque is determined based on the constructed objective function: under the premise of satisfying the constraints of motor torque amplitude and rate of change, the target wheel torque that minimizes the cost of the objective function is found.

[0062] Step S9: Maintain current control; When the slip ratio does not exceed the threshold, no additional torque limiting intervention is performed, allowing the motor to output torque according to the driver's request, ensuring that the vehicle obtains the maximum starting acceleration and avoiding unnecessary power loss.

[0063] Step S10: Stable vehicle start Through the above closed-loop control (anti-slip or holding), the slip ratio of the four wheels of the vehicle is maintained within a reasonable range, the vehicle body posture is stable, and there is no violent shaking or deviation, thus achieving an efficient and safe start.

[0064] Step S11, Initial phase completed When the vehicle speed continues to increase and exceeds the preset speed threshold, or when the anti-slip control ends and the vehicle enters a steady state of driving, the start-up phase is considered complete. At this point, the control logic switches to the anti-slip strategy for the steady-state driving phase.

[0065] In this embodiment, a dual-parameter adjustment mechanism is constructed by integrating the driver's torque change rate and the real-time road adhesion coefficient, solving the problem of insufficient anti-skid control precision caused by single-factor regulation. Based on a data matching table, the adjustment ratio is dynamically determined to achieve precise adaptation to different driving intentions and road conditions during the start-up phase. This avoids excessive intervention affecting acceleration response and prevents control lag from causing slippage, significantly improving the vehicle's dynamic balance and environmental adaptability during start-up.

[0066] In one embodiment of this application, determining the target wheel torque of each wheel of the vehicle based on the driving parameters when the starting slip ratio is greater than or equal to the target slip ratio threshold includes: If the starting slip ratio is greater than or equal to the target slip ratio threshold, input data is constructed based on the starting slip ratio of each wheel of the vehicle. The input data is input into a pre-trained state-space model to obtain the first slip ratio of each wheel; The target slip ratio is determined from the first slip ratio according to a pre-set objective function; The target wheel torque is determined based on the target slip ratio.

[0067] In this embodiment, the starting slip ratios corresponding to the four wheels of the vehicle are used as the state variables of the state-space model. Set the four-wheel drive torque as the input variable. ,Pick For output variables.

[0068] Formula 7 above can be written in the form of a state-space equation, as shown in Formula 8 below: Formula 8:

[0069] in, State variables The first derivative; Let be the wheel slip ratio of the i-th wheel; Let i be the input variable for the i-th wheel; The radius of rotation of the wheel; This refers to the rolling friction of the tire. The moment of inertia of the wheel; Let be the rate of change of the wheel speed of the i-th wheel; This refers to the longitudinal acceleration of the wheel.

[0070] Specifically, to solve the optimization control problem, the Euler method can be used to discretize the state-space model, and the equation describing the state-space model is shown in Equation 9 below: Formula Nine:

[0071] in, Let be the state variable at time k+1; Let be the wheel slip ratio of the i-th wheel at time k; Let i be the input variable for the i-th wheel; The radius of rotation of the wheel; This refers to the rolling friction of the tire. The moment of inertia of the wheel; Let be the rate of change of the wheel speed of the i-th wheel; This refers to the longitudinal acceleration of the wheel.

[0072] The state-space model calculates the first slip ratio of each wheel based on Formula 9; then, the objective function is used to select the optimal target slip ratio from each first slip ratio, and the torque corresponding to the target slip ratio is used as the target wheel torque.

[0073] This embodiment solves the problem of traditional anti-slip control relying on empirical lookup tables and struggling to accurately predict the dynamic evolution of slip ratio by constructing a state-space model based on vehicle dynamics and using the Euler method for discretization. The model can calculate the slip ratio change trend of each wheel in real time, and determine the optimal target slip ratio and corresponding torque by combining the objective function optimization. This achieves a shift from passive response to active predictive control, significantly improving the torque distribution accuracy and longitudinal stability of the vehicle during start-up under complex operating conditions.

[0074] In one embodiment of this application, the objective function includes a first objective function and a second objective function; Determining the target slip ratio from the first slip ratio according to a pre-set objective function includes: The real-time torque change rate is determined based on the driving parameters; The first function value corresponding to the difference between the first slip ratio and the preset standard slip ratio is determined by the first objective function; The value of the second function corresponding to the real-time torque change rate is determined by the second objective function; The target slip ratio that meets the preset constraints is determined based on the first function value and the second function value.

[0075] In this embodiment, the objective function includes a first objective function and a second objective function. The first objective function is used to quantify the score of keeping the slip rate of each wheel within a stable range; the second objective function is used to quantify the score of the torque change rate.

[0076] Specifically, when constructing the objective function, the control variables are transformed into torque increments in the control time domain, which makes it easier to constrain the amplitude and rate of change of the motor torque output. Since there are multiple control objectives, the cost objective function at each time step consists of the first objective function and the second objective function.

[0077] In practical implementation, one of the main control requirements of the objective function is to ensure vehicle safety, keeping the slip ratio of each wheel within a stable range to prevent tire lock-up, excessive slippage, or fishtailing. Based on this, the first objective function can be expressed as follows: Formula 10:

[0078] in, The first function value is k; k is the current time. For the prediction time domain; Q represents the preset slip ratio control effect weight; Let k be the output variable at time k, which is also the first slip ratio. The preset optimal slip ratio; The first objective function aims to obtain a sufficiently large longitudinal force without compromising the lateral force of the tires, with the goal of achieving good acceleration performance.

[0079] The secondary objective is to avoid excessive torque change rate, ensuring driver comfort and preventing severe torque pulsation. That is, the sum of the squares of the torque command change rate should be sufficiently small to ensure smooth acceleration of the vehicle under drive. Therefore, a second objective function is set to control the rate of change of the action, as shown in Formula 11 below:

[0080] in, The second function value is represented by k; k is the current time. For prediction in the time domain; Penalty weights are used to control smoothness; This represents the change in torque.

[0081] Based on the first and second function values, the target slip ratio with the minimum cost is selected according to the overall objective function, which is shown in Formula XII below: Formula 12:

[0082]

[0083] in, The first function value is k; k is the current time. For the prediction time domain; Q represents the preset slip ratio control effect weight; Let k be the output variable at time k, which is also the first slip ratio. The preset optimal slip ratio; The second function value; This represents the change in torque. The constraints for the objective function include slip ratio constraints and torque constraints, that is, to ensure that the slip ratio and torque of each wheel are limited within the stable range to prevent wheel lock-up or excessive slippage. Let be the torque of the i-th wheel; This is the preset maximum torque value; Let be the slip ratio of the i-th wheel; This is the preset minimum slip ratio; This is the preset maximum slip ratio; These are preset state slack variables, used to avoid infeasible situations when solving constrained optimization problems.

[0084] By using Formula XII and the state-space model, the objective function can be selected to minimize the cost and satisfy the slip ratio and torque constraints.

[0085] This embodiment addresses the challenge of balancing performance and ride comfort in multi-objective optimization by constructing a dual-objective function that includes slip rate tracking and torque change rate penalty. Weighting coefficients are used to quantify slip rate deviation and torque pulsation, and relaxation variables are introduced to handle constraint conflicts, ensuring the feasibility of the solution. When selecting the target slip rate, the maximum longitudinal force is achieved within the tire adhesion limit while effectively suppressing drastic torque fluctuations, thus realizing the coordinated optimization of vehicle acceleration performance and driving comfort.

[0086] In one embodiment of this application, determining the target wheel torque based on the target slip ratio includes: The torque of the first wheel is determined based on the target slip ratio; Obtain the feedback torque of the vehicle after responding to the torque of the first wheel; The torque deviation value is determined based on the torque of the first wheel and the feedback torque; Determine the torque compensation value based on the torque deviation value; The target wheel torque is determined based on the first wheel torque and the torque compensation value.

[0087] In this embodiment, the first wheel torque corresponding to the target slip ratio can be determined according to the conversion relationship between slip ratio and torque. After outputting the control command for the first wheel torque, the feedback torque after the vehicle responds to the first wheel torque is obtained in real time. The torque compensation value is calculated based on the torque deviation value between the first wheel torque and the feedback torque. Then, the first wheel torque is corrected based on the torque compensation value to obtain the final target wheel torque.

[0088] Specifically, during vehicle operation, the complex and changing environment presents many uncertain factors. The noise in sensors and the response lag in actuators affect the actual performance of the control system. In particular, during the start-up process of the car, when ASR / TCS intervenes, the low wheel speed and control intervention can cause significant measurement deviations and noise in sensor information such as wheel speed, resulting in a significant reduction in control effectiveness.

[0089] In practical applications, independent MPC (Model Predictive Control) anti-slip control can be designed for each wheel. The feedback torque based on the actual response feedback of the current control is used to compensate and correct the MPC control decision. Active disturbance rejection control (ADRC) is used as a compensation method. The torque deviation between the real-time acquired first wheel torque and the feedback torque is used to correct the control input in real time, offsetting control lag and noise effects. This provides real-time compensation for disturbances not fully considered in the MPC control process, thereby significantly improving the system's control accuracy and robustness.

[0090] In the specific implementation, a second-order extended state observer is first constructed based on the vehicle's longitudinal dynamics and the dynamic characteristics of tire slip ratio to estimate the slip ratio and total disturbance. An exemplary second-order extended state observer can be set as shown in Formula 13 below: Formula Thirteen:

[0091] in, This is an estimate of the rate of change of slip ratio; This is the estimated total disturbance. For dynamic gain, it can be set to , For the moment of inertia of the wheel, Let be the rate of change of the wheel speed of the i-th wheel; For input variables; The first gain weight; For observation error, that is , This is an estimate of the slip ratio; The first slip ratio; This is an estimate of the total rate of change of disturbance; This is the second gain weight; This is the preset second gain function.

[0092] ADRC can compensate for disturbances that are not fully considered in the MPC control process in real time. The deviation between the actual response and the expected target is collected in real time. ADRC corrects the control input in real time to offset the hysteresis effect and the impact of model parameter accuracy on the control effect, thereby significantly improving the control accuracy and robustness of the system.

[0093] Optionally, the second gain function It can be set as shown in Formula Fourteen: Formula Fourteen:

[0094] in, This is the second gain function; This is the observation error; This is a preset threshold parameter; This allows for the setting of a preset nonlinear exponent. For example, a nonlinear exponent can be set. Threshold parameters By balancing convergence speed and control smoothness through a nonlinear exponent and a threshold parameter, the nonlinear exponent... The selection of threshold parameter is used to balance convergence speed and overshoot when there are large errors, avoiding high-frequency oscillations in traditional linear feedback; As a switching threshold for linear and nonlinear operations, it adapts to the small error range commonly found in slip ratio control, in order to ensure linear adjustment of small errors.

[0095] In this embodiment, each wheel's torque is controlled independently by a separate MPC controller. Therefore, the total disturbance estimated by the ESO extended state observer needs to be used to compensate for the control quantity, thereby obtaining the target wheel torque. The compensation process is shown in Formula 15 below:

[0096] in, The target wheel torque; The torque of the first wheel; This is the estimated total disturbance. This is the dynamic gain.

[0097] In one embodiment of this application, after controlling the vehicle according to the target wheel torque, the method further includes: Obtain the vehicle's slip ratio after starting; When the slip ratio is greater than or equal to the slip ratio threshold, the target wheel torque is determined based on the driving parameters, and the road surface type is determined based on the road surface adhesion coefficient; the target wheel torque is used to perform anti-skid control on the vehicle; the road surface type includes: a first road surface type and a second road surface type; If the road surface type is the first road surface type, the slip ratio is less than the slip ratio threshold, and the requested torque is greater than the preset anti-slip torque, then the anti-slip control of the vehicle is suspended. When the road surface type is the second road surface type, the duration for which the driving slip ratio is less than the slip ratio threshold is obtained; If the slip ratio is less than the slip ratio threshold and the duration is greater than a preset time threshold, the anti-skid control of the vehicle is suspended.

[0098] like Figure 3 The diagram illustrates a flowchart of a steady-state anti-skid control method provided in an embodiment of this application, which may include the following steps: In this embodiment, when the vehicle enters the steady-state driving stage after completing the starting stage, the vehicle is assumed to be in a normal driving state, and the torque output to each motor is based entirely on the driver's required torque, ensuring that the driver's operational freedom is met in most cases. During this process, the driving slip rate in the steady-state driving stage is also predicted in real time according to the above formula seven. When the driving slip rate is greater than the preset slip rate threshold, anti-slip control is performed. Specifically, when the slip ratio is greater than or equal to the slip ratio threshold, it indicates that the vehicle needs to perform anti-slip control during the steady-state driving phase. Similarly, the target wheel torque is determined based on the driving parameters according to the target wheel torque generation steps in the starting phase, and the road surface type is determined according to the road surface adhesion coefficient. If the road surface type is the first road surface type (for example, when the road surface adhesion coefficient is greater than the adhesion coefficient threshold, it is determined to be the first road surface type), the driving slip rate is less than the slip rate threshold, and the requested torque is greater than the preset anti-slip torque, the anti-slip control of the vehicle can be suspended; otherwise, the anti-slip control is maintained. When the road surface type is the second road surface type (for example, when the road surface adhesion coefficient is less than or equal to the adhesion coefficient threshold, it is determined to be the second road surface type), the duration for which the driving slip ratio is less than the slip ratio threshold is obtained; when the driving slip ratio is less than the slip ratio threshold and the duration is greater than the preset time threshold, the anti-skid control of the vehicle is suspended; otherwise, the anti-skid control is maintained.

[0099] By employing an adaptive adjustment mechanism for anti-skid control during steady-state driving, the system addresses the issues of excessive intervention or delayed response in traditional anti-skid systems. Based on road surface type and dynamic slip ratio thresholds, it precisely determines the timing of control intervention and disengagement, ensuring vehicle safety in complex road conditions and achieving an efficient balance between driving experience and vehicle stability.

[0100] This application embodiment acquires the vehicle's starting speed and driving parameters; the starting speed represents the vehicle's speed during the starting phase; the starting slip ratio and driver's driving intention are determined based on the driving parameters; if the starting speed is less than a preset speed threshold, a target slip ratio threshold is determined based on the driving intention; if the starting slip ratio is greater than or equal to the target slip ratio threshold, the target wheel torque for each wheel of the vehicle is determined based on the driving parameters; and the vehicle is controlled based on the target wheel torque. By judging the driver's driving intention through driving parameters, and then adjusting the slip ratio threshold for anti-slip control intervention based on the starting speed and driving intention, a target slip ratio threshold is generated, determining the intervention timing of anti-slip control during the starting phase, ensuring the vehicle's starting acceleration performance and vehicle stability.

[0101] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0102] Reference Figure 4 The diagram shows a structural schematic of a vehicle control device provided in an embodiment of this application, which may specifically include the following modules: The data acquisition module 201 is used to acquire the vehicle's starting speed and driving parameters; the starting speed represents the vehicle's speed during the starting phase. The data processing module 202 is used to determine the vehicle's starting slip ratio and the driver's driving intention based on the driving parameters. The target slip ratio threshold determination module 203 is used to determine the target slip ratio threshold according to the driving intention when the starting speed is less than the preset speed threshold. The target wheel torque generation module 204 is used to determine the target wheel torque of each wheel of the vehicle based on the driving parameters when the starting slip ratio is greater than or equal to the target slip ratio threshold. The control module 205 is used to control the vehicle according to the target wheel torque.

[0103] In one embodiment of this application, the target slip ratio threshold determination module 203 includes: The first slip ratio threshold determination submodule is used to determine the first slip ratio threshold based on the speed difference between the starting vehicle speed and the preset speed threshold when the starting vehicle speed is less than the preset speed threshold. The adjustment ratio determination submodule is used to determine the adjustment ratio of the first slip ratio threshold based on the driving intention; The target slip ratio threshold determination submodule is used to determine the target slip ratio threshold based on the first slip ratio threshold and the adjustment ratio.

[0104] In one embodiment of this application, the driving intention includes the driver's requested torque; the adjustment ratio determination submodule includes: A road surface adhesion coefficient determination unit is used to determine the road surface adhesion coefficient based on the driving parameters. A torque change rate determination unit is used to determine the torque change rate based on the requested torque. The first adjustment coefficient determining unit is used to determine the first adjustment coefficient based on the torque change rate; The second adjustment coefficient determination unit is used to determine the second adjustment coefficient based on the road surface adhesion coefficient. An adjustment ratio determination unit is used to determine the adjustment ratio based on the first adjustment coefficient and the second adjustment coefficient.

[0105] In one embodiment of this application, the target wheel torque generation module 204 includes: The input data generation submodule is used to construct input data based on the starting slip ratio of each wheel of the vehicle when the starting slip ratio is greater than or equal to the target slip ratio threshold. The target slip ratio determination submodule is used to input the input data into a pre-trained state space model to obtain the first slip ratio of each wheel; The first wheel torque generation submodule is used to determine the target slip ratio from the first slip ratio according to a pre-set target function; The target wheel torque determination submodule is used to determine the target wheel torque based on the target slip ratio.

[0106] In one embodiment of this application, the objective function includes a first objective function and a second objective function; the first wheel torque generation submodule includes: A real-time torque change rate determination unit is used to determine the real-time torque change rate based on the driving parameters. The first function value determination unit is used to determine the first function value corresponding to the difference between the first slip ratio and the preset standard slip ratio through the first target function; The second function value determination unit is used to determine the second function value corresponding to the real-time torque change rate through the second objective function; The first wheel torque determination unit is used to determine the target slip ratio that meets the preset constraint conditions based on the first function value and the second function value.

[0107] In one embodiment of this application, the target wheel torque determination submodule includes: The first wheel torque determination unit is used to determine the first wheel torque based on the target slip ratio; A feedback torque determination unit is used to obtain the feedback torque after the vehicle responds to the torque of the first wheel. A torque deviation value determination unit is used to determine a torque deviation value based on the first wheel torque and the feedback torque; A torque compensation value determination unit is used to determine a torque compensation value based on the torque deviation value. A target wheel torque determination unit is used to determine the target wheel torque based on the first wheel torque and the torque compensation value.

[0108] In one embodiment of this application, the apparatus further includes: The vehicle slip ratio detection module is used to obtain the vehicle slip ratio after starting. The first control module for driving conditions is used to determine the target wheel torque based on the driving parameters and determine the road surface type based on the road surface adhesion coefficient when the driving slip ratio is greater than or equal to the driving slip ratio threshold; the target wheel torque is used to perform anti-skid control on the vehicle; the road surface type includes: a first road surface type and a second road surface type; The second driving condition control module is used to suspend anti-skid control of the vehicle when the road surface type is the first road surface type, the driving slip ratio is less than the slip ratio threshold, and the requested torque is greater than the preset anti-skid torque. The third control module for driving conditions is used to obtain the duration during which the driving slip ratio is less than the slip ratio threshold when the road surface type is the second road surface type; The fourth control module for driving conditions is used to suspend anti-skid control of the vehicle when the driving slip rate is less than the slip rate threshold and the duration is greater than a preset time threshold.

[0109] As the apparatus embodiment is basically similar to the method embodiment, it is described in a relatively simple manner. For relevant details, please refer to the description of the method embodiment.

[0110] like Figure 5 As shown, in another embodiment provided in this application, an electronic device 500 is also provided, including a memory 510 and a processor 520. The memory 510 and the processor 520 are connected via a bus for communication. The memory 510 stores a computer program, which can run on the processor 520 to implement the above steps.

[0111] like Figure 6 As shown, in another embodiment provided in this application, a computer-readable storage medium 601 is also provided, which stores a computer program that implements the methods described in the above embodiments when executed by a processor.

[0112] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0113] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0114] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0115] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0116] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0117] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0118] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0119] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0120] The vehicle control method provided by the present invention has been described in detail above. Specific examples have been used to illustrate the principle and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle's starting speed and driving parameters are obtained; the starting speed represents the vehicle's speed during the starting phase. The starting slip ratio of the vehicle and the driver's driving intention are determined based on the driving parameters. If the starting speed is less than a preset speed threshold, a target slip ratio threshold is determined based on the driving intention; If the starting slip ratio is greater than or equal to the target slip ratio threshold, the target wheel torque of each wheel of the vehicle is determined based on the driving parameters; The vehicle is controlled based on the target wheel torque.

2. The method according to claim 1, characterized in that, When the starting speed is less than a preset speed threshold, determining the target slip ratio threshold based on the driving intention includes: If the starting speed is less than the preset speed threshold, a first slip ratio threshold is determined based on the speed difference between the starting speed and the preset speed threshold. The adjustment ratio of the first slip ratio threshold is determined based on the driving intention; The target slip ratio threshold is determined based on the first slip ratio threshold and the adjustment ratio.

3. The method according to claim 2, characterized in that, The driving intention includes the driver's requested torque; The step of determining the adjustment ratio of the first slip ratio threshold based on the driving intention includes: The road surface adhesion coefficient is determined based on the driving parameters. Determine the torque change rate based on the requested torque; The first adjustment coefficient is determined based on the torque change rate; The second adjustment coefficient is determined based on the road surface adhesion coefficient. The adjustment ratio is determined based on the first adjustment coefficient and the second adjustment coefficient.

4. The method according to claim 1, characterized in that, When the initial slip ratio is greater than or equal to the target slip ratio threshold, determining the target wheel torque for each wheel of the vehicle based on the driving parameters includes: If the starting slip ratio is greater than or equal to the target slip ratio threshold, input data is constructed based on the starting slip ratio of each wheel of the vehicle. The input data is input into a pre-trained state-space model to obtain the first slip ratio of each wheel; The target slip ratio is determined from the first slip ratio according to a pre-set objective function; The target wheel torque is determined based on the target slip ratio.

5. The method according to claim 4, characterized in that, The objective function includes a first objective function and a second objective function; Determining the target slip ratio from the first slip ratio according to a pre-set objective function includes: The real-time torque change rate is determined based on the driving parameters; The first function value corresponding to the difference between the first slip ratio and the preset standard slip ratio is determined by the first objective function; The value of the second function corresponding to the real-time torque change rate is determined by the second objective function; The target slip ratio that meets the preset constraints is determined based on the first function value and the second function value.

6. The method according to claim 4, characterized in that, Determining the target wheel torque based on the target slip ratio includes: The torque of the first wheel is determined based on the target slip ratio; Obtain the feedback torque of the vehicle after responding to the torque of the first wheel; The torque deviation value is determined based on the torque of the first wheel and the feedback torque; Determine the torque compensation value based on the torque deviation value; The target wheel torque is determined based on the first wheel torque and the torque compensation value.

7. The method according to claim 1, characterized in that, After controlling the vehicle based on the target wheel torque, the method further includes: Obtain the vehicle's slip ratio after starting; When the slip ratio is greater than or equal to the slip ratio threshold, the target wheel torque is determined based on the driving parameters, and the road surface type is determined based on the road surface adhesion coefficient; the target wheel torque is used to perform anti-skid control on the vehicle; the road surface type includes: a first road surface type and a second road surface type; If the road surface type is the first road surface type, the slip ratio is less than the slip ratio threshold, and the requested torque is greater than the preset anti-slip torque, then the anti-slip control of the vehicle is suspended. When the road surface type is the second road surface type, the duration during which the driving slip ratio is less than the slip ratio threshold is obtained; If the slip ratio is less than the slip ratio threshold and the duration is greater than a preset time threshold, the anti-skid control of the vehicle is suspended.

8. A vehicle control device, characterized in that, The device includes: The data acquisition module is used to acquire the vehicle's starting speed and driving parameters; the starting speed represents the vehicle's speed during the starting phase. The data processing module is used to determine the vehicle's starting slip ratio and the driver's driving intention based on the driving parameters. The target slip ratio threshold determination module is used to determine the target slip ratio threshold according to the driving intention when the starting speed is less than a preset speed threshold. The target wheel torque generation module is used to determine the target wheel torque of each wheel of the vehicle based on the driving parameters when the starting slip ratio is greater than or equal to the target slip ratio threshold. A control module is used to control the vehicle based on the target wheel torque.

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

10. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, which, when executed by a processor, implements the method as described in any one of claims 1-7.

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