Anti-skid control method and device of vehicle, vehicle and electronic equipment

Abstract

The application discloses a vehicle anti-skid control method and device, a vehicle and electronic equipment. The method comprises the following steps: identifying the road surface state of the road surface in front of the vehicle; when it is determined that the road surface in front of the vehicle is an icy and snowy road surface based on the road surface state, determining the driving stage in which the vehicle is currently located, wherein the driving stage comprises a pre-control stage, an instantaneous control stage and a steady control stage; based on the driving stage in which the vehicle is currently located, controlling the vehicle to execute different anti-skid strategies, wherein different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, the actuators of the vehicle are controlled to execute different anti-skid actions, so that the control strategy of the vehicle is highly and finely adapted to the actual dynamics of the vehicle and the road surface state, control hysteresis is fundamentally eliminated, meanwhile, all scenarios of vehicle driving are covered, the occurrence of dangerous working conditions such as vehicle side slip and insufficient steering is reduced, and the driving safety and stability of the vehicle on icy and snowy and wet and slippery road surfaces are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, device, vehicle, and electronic equipment for anti-skid control of a vehicle. Background Technology

[0002] When a vehicle is in motion, if the friction between the tires and the road surface is insufficient to provide the required traction / braking force, the vehicle may experience unstable states such as sideslip, fishtailing, understeer / oversteer, resulting in skidding and seriously affecting driving safety. Current technologies typically use methods such as acquiring front / rear wheel speeds and analyzing road conditions to actively control the rear wheels to assist the vehicle in escaping difficult situations.

[0003] However, the above solutions rely solely on conventional parameters such as wheel speed and steering angle. On low-adhesion surfaces such as ice, snow, or wet surfaces, where the friction between the wheels and the ground exhibits dynamic nonlinear characteristics, the solutions cannot fully characterize changes in the road surface adhesion state. This results in insufficient adaptability of the control strategy, and the rear-wheel steering system responds slowly, lacking timeliness in responding to instantaneous vehicle slippage. This leads to rear-wheel control lag, missing the optimal control opportunity, and affecting the vehicle's safety and stability. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0005] Therefore, one objective of this invention is to propose a vehicle anti-skid control method. This method can identify the road surface condition ahead of the vehicle during operation. When the road surface ahead is icy or snowy, it can determine the current driving stage of the vehicle. Based on the current driving stage, it can control the vehicle's actuators to perform different anti-skid actions. This allows the vehicle's control strategy to be highly and precisely adapted to the actual dynamics of the vehicle and the road conditions. This achieves the purpose of targeted anti-skid control for proactive prevention and precise intervention at different stages, fundamentally eliminating control lag. At the same time, it can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle when driving on icy, snowy, and slippery roads.

[0006] Therefore, a second objective of the present invention is to provide a vehicle anti-skid control device.

[0007] Therefore, a third objective of the present invention is to provide a vehicle.

[0008] Therefore, a fourth objective of the present invention is to provide an electronic device.

[0009] To achieve the above objectives, an embodiment of the first aspect of the present invention discloses a vehicle anti-skid control method, the method comprising: identifying the road surface condition of the road surface ahead of the vehicle; determining the current driving stage of the vehicle when the road surface condition determines that the road surface ahead of the vehicle is an icy or snowy road surface, wherein the driving stage includes a pre-control stage, an instantaneous control stage, and a steady-state control stage; and controlling the vehicle to execute different anti-skid strategies based on the current driving stage of the vehicle, wherein different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, controlling the actuators of the vehicle to perform different anti-skid actions.

[0010] According to the vehicle anti-skid control method of the present invention, during vehicle operation, the road surface condition ahead of the vehicle can be identified in advance. When the road surface ahead is icy or snowy, the current driving stage of the vehicle can be determined. Based on the current driving stage, the actuators of the vehicle can be controlled to perform different anti-skid actions. This allows the vehicle control strategy to be highly and precisely adapted to the actual dynamics of the vehicle and the road conditions, thereby achieving the purpose of targeted anti-skid control for early proactive prevention and precise intervention at different stages. This fundamentally eliminates control lag and can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle when driving on icy, snowy, and slippery roads.

[0011] In addition, the vehicle anti-skid control method according to the above embodiments of the present invention may also have the following additional technical features: In some examples, the actuator includes a steer-by-wire system; upon detecting that the vehicle is about to enter the icy or snowy road surface within a preset time period, it is determined that the vehicle is currently in a pre-control phase; based on the vehicle's current driving phase, different anti-skid strategies are controlled for the vehicle, including: when the vehicle is currently in the pre-control phase, increasing the gear ratio of the steer-by-wire system and increasing the steering feedback torque of the steer-by-wire system. Thus, the driver can perceive changes in the road surface in advance through steering force feedback, avoiding tire slippage due to excessive operation, until the vehicle is detected to have completely left the icy or snowy road surface, at which point the steer-by-wire system's normal gear ratio and normal steering force feedback torque can be restored.

[0012] In some examples, the actuator includes a steer-by-wire system and an intelligent integrated braking system. When it is determined that a target wheel of the vehicle is slipping and the vehicle meets a first preset condition, it is determined that the vehicle is currently in a transient control phase. The first preset condition includes: the absolute value of the vehicle's yaw rate deviation is greater than a first preset value, and the absolute value of the vehicle's sideslip angle deviation is greater than a second preset value. Based on the vehicle's current driving phase, controlling the vehicle to execute different anti-slip strategies includes: when the vehicle is currently in a transient control phase, controlling the main and auxiliary motors of the steer-by-wire system to start, adjusting the output torque according to a preset torque distribution algorithm to correct the steering angle, and controlling the intelligent integrated braking system to provide auxiliary braking to the target wheel. This can quickly counteract the sideslip trend and achieve slippage suppression within a preset time.

[0013] In some examples, controlling the intelligent integrated braking system to provide auxiliary braking to the target wheel includes: determining the auxiliary braking force of the intelligent braking system based on the yaw rate deviation and the vehicle speed, and limiting the auxiliary braking force based on the tire adhesion of the target wheel. This allows for precise control of the target wheel during the transient control phase.

[0014] In some examples, the actuator includes a steer-by-wire system and a suspension system. When it is determined that the vehicle is traveling on an icy or snowy road surface and the vehicle meets a second preset condition, it is determined that the vehicle is currently in a steady-state control phase. The second preset condition includes: the absolute value of the vehicle's yaw rate deviation is less than or equal to a first preset value, the absolute value of the vehicle's sideslip angle deviation is less than or equal to a second preset value, and the road surface adhesion coefficient is less than or equal to a third preset value. Based on the vehicle's current driving phase, controlling the vehicle to execute different anti-skid strategies includes: when the vehicle is currently in a steady-state control phase, controlling the main and auxiliary motors of the steer-by-wire system to start, adjusting the output torque according to a preset torque distribution algorithm to correct the steering angle, and controlling the suspension height and damping based on the snow thickness on the icy or snowy road surface, wherein the snow thickness is inversely proportional to the suspension height and directly proportional to the suspension damping. This prevents small sideslips from accumulating into instability, enhances vehicle roll stability, and avoids the impact of bumps on steering stability.

[0015] In some examples, the vehicle anti-skid control method further includes determining the road surface adhesion coefficient based on the vehicle speed, wheel angular velocity, wheel rolling radius, temperature influence factor, tire longitudinal force, tire axial load, and tire slip ratio. The temperature influence factor is dynamically adjusted according to the actual road surface temperature by a pre-calibrated temperature-adhesion coefficient correlation model. This allows for accurate determination of the road surface adhesion coefficient and avoids perception bias caused by dynamic environmental changes.

[0016] In some examples, the preset torque distribution algorithm includes: acquiring the vehicle's yaw rate deviation and sideslip angle deviation; inputting the yaw rate deviation and sideslip angle deviation into a preset fuzzy inference model to obtain a steering target angle correction coefficient, wherein the fuzzy inference model is obtained based on the yaw rate deviation and sideslip angle deviation after fuzzification; correcting the steering angle based on the steering target angle correction coefficient; and adjusting the output torque based on the vehicle speed using a PID control algorithm. This enables flexible decision-making in nonlinear scenarios, achieving precise control of the steering angle and output torque.

[0017] To achieve the above objectives, a second aspect of the present invention discloses a vehicle anti-skid control device, comprising: an identification module for identifying the road surface condition ahead of the vehicle; a determination module for determining the current driving stage of the vehicle when the road surface condition is determined to be icy or snowy, wherein the driving stage includes a pre-control stage, an instantaneous control stage, and a steady-state control stage; and a control module for controlling the vehicle to execute different anti-skid strategies based on the current driving stage, wherein different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, controlling the actuators of the vehicle to perform different anti-skid actions.

[0018] According to the vehicle anti-skid control device of the present invention, during vehicle operation, the device can identify the road surface condition ahead of the vehicle in advance. When the road surface ahead is icy or snowy, the device can determine the current driving stage of the vehicle and control the vehicle's actuators to perform different anti-skid actions according to the current driving stage. This allows the vehicle's control strategy to be highly and precisely adapted to the actual dynamics of the vehicle and the road conditions, thereby achieving the purpose of targeted anti-skid control for early proactive prevention and precise intervention at different stages. This fundamentally eliminates control lag and can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle when driving on icy, snowy, and slippery roads.

[0019] To achieve the above objectives, a third aspect of the present invention discloses a vehicle comprising: an anti-skid control device for a vehicle as described in the second aspect of the present invention.

[0020] According to embodiments of the present invention, a vehicle can identify the road surface condition ahead of the vehicle during operation. When the road surface ahead is icy or snowy, the vehicle's current driving stage can be determined. Based on the current driving stage, the vehicle's actuators can be controlled to perform different anti-skid actions. This allows the vehicle's control strategy to be highly and precisely adapted to the vehicle's actual dynamics and road conditions. This achieves the purpose of targeted anti-skid control for proactive prevention and precise intervention at different stages, fundamentally eliminating control lag. At the same time, it can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle when driving on icy, snowy, and slippery roads.

[0021] To achieve the above objectives, a fourth aspect of the present invention discloses an electronic device, comprising: a processor connected to a memory, the memory storing a vehicle anti-skid control program, wherein when the vehicle anti-skid control program is executed by the processor, it implements the vehicle anti-skid control method as described in any of the second aspects of the present invention.

[0022] According to the electronic device of the present invention, during vehicle operation, the vehicle can identify the road surface condition ahead in advance. When the road surface ahead is icy or snowy, the device can determine the current driving stage of the vehicle and control the vehicle's actuators to perform different anti-skid actions based on the current driving stage. This allows the vehicle's control strategy to be highly and precisely adapted to the vehicle's actual dynamics and road conditions, thereby achieving the purpose of targeted anti-skid control for proactive prevention and precise intervention at different stages. This fundamentally eliminates control lag and can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle on icy, snowy, and slippery roads.

[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic flowchart of a vehicle anti-skid control method according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of a vehicle anti-skid control method according to another embodiment of the present invention; Figure 3 This is a schematic diagram of the control flow during the pre-control stage according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the control flow during the instantaneous control stage according to an embodiment of the present invention. Figure 5 This is a schematic diagram of the control flow during the steady-state control stage according to an embodiment of the present invention. Figure 6 This is a schematic diagram of the structure of a vehicle anti-skid control device according to an embodiment of the present invention; Figure 7 This is a structural schematic diagram of a vehicle according to an embodiment of the present invention.

[0025] Figure label: Vehicle anti-skid control device-100; identification module-110; determination module-120; control module-130; vehicle-1. Detailed Implementation

[0026] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0027] The following is for reference. Figures 1-7 A method, apparatus, and vehicle for anti-skid control of a vehicle according to embodiments of the present invention are described.

[0028] Figure 1 This is a schematic flowchart of a vehicle anti-skid control method according to an embodiment of the present invention. Figure 1 As shown, the method includes: identifying the road surface condition of the road ahead of the vehicle; When it is determined that the road surface ahead of the vehicle is icy or snowy based on the road conditions, the current driving stage of the vehicle is determined. The driving stage includes the pre-control stage, the instantaneous control stage, and the steady-state control stage. Based on the current driving stage of the vehicle, the vehicle is controlled to execute different anti-skid strategies. Different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, the actuators controlling the vehicle perform different anti-skid actions.

[0029] Specifically, during vehicle operation, a multi-sensor system can be used to collect comprehensive road information ahead of the vehicle. For example, a camera can capture images of the road ahead, millimeter-wave radar and lidar can capture road surface texture, and an infrared temperature sensor can capture road surface temperature. This allows for the comprehensive identification of the road surface condition ahead of the vehicle by integrating multi-dimensional road information data, including but not limited to identifying whether there is ice, snow, rain, etc.

[0030] Furthermore, when it is determined that the road surface ahead of the vehicle is icy or snowy based on the road conditions, the current driving stage of the vehicle can be determined. This includes, but is not limited to, analyzing the road and vehicle conditions through a multi-sensor system. For example, wheel speed sensors can collect rotational speed, yaw rate sensors and lateral acceleration sensors can obtain the vehicle's lateral motion state, and steering angle sensors can collect vehicle information such as the steering wheel input angle and the actual steering angle of the steering actuator. The road surface adhesion coefficient of the road where the vehicle is currently located can also be determined. Based on the above data, the current driving stage of the vehicle can be comprehensively judged. The driving stage includes the pre-control stage (e.g., the stage of controlling in advance when about to enter a skidding section), the instantaneous control stage (e.g., the rapid response stage of needing emergency instantaneous control after entering a skidding section), and the steady-state control stage (e.g., the stage of stable control after leaving a skidding section).

[0031] Furthermore, based on the vehicle's current driving stage, different anti-skid strategies can be implemented to control the vehicle. Different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, the vehicle's actuators perform different anti-skid actions. In other words, during vehicle operation, the driving stage can be determined in real time, and different control strategies can be adopted at different stages to control the vehicle's actuators to perform different anti-skid actions. This allows for dynamic matching of differentiated control targets, intervention intensity, and actuator coordination methods at different driving stages, achieving the goal of timely and precise anti-skid safety control for the vehicle at different driving stages. This fundamentally eliminates control lag and covers all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle on icy and slippery roads.

[0032] Therefore, the aforementioned vehicle anti-skid control method can identify the road surface conditions ahead of the vehicle during operation. When the road surface ahead is icy or snowy, it can determine the current driving stage of the vehicle and control the vehicle's actuators to perform different anti-skid actions according to the current driving stage. This allows the vehicle's control strategy to be highly and precisely adapted to the actual dynamics of the vehicle and the road conditions, thereby achieving the purpose of targeted anti-skid control for early proactive prevention and precise intervention at different stages. This fundamentally eliminates control lag and can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle when driving on icy, snowy, and slippery roads.

[0033] In one embodiment of the present invention, the actuator includes a steer-by-wire system; when it is detected that the vehicle is in a pre-control phase within a preset time period before entering an icy or snowy road surface; Based on the current driving stage of the vehicle, different anti-skid strategies are implemented, including: when the vehicle is currently in the pre-control stage, the transmission ratio of the steer-by-wire system is increased, and the steering feedback torque of the steer-by-wire system is increased.

[0034] Specifically, the actuator includes a steer-by-wire system, which can control the vehicle's turning direction and angle. Based on the structure of the steer-by-wire system, the steer-by-wire control can be divided into an upper-level decision control module and a lower-level execution control module. A hierarchical control architecture is adopted to achieve anti-skid control, realizing anti-skid throughout the entire process from risk prediction to dynamic stability.

[0035] Combination Figure 2 As shown, during vehicle operation, when it is detected that there is an icy or snowy road surface in front of the vehicle, and it is determined that the vehicle has not yet entered the icy or snowy road surface, but will enter it within a preset time period (e.g., 0.5 to 1 second in advance), it can be determined that the vehicle is currently in the pre-control stage (equivalent to meeting the pre-control function activation conditions).

[0036] Furthermore, in combination Figure 2 and Figure 3As shown in S301, when controlling the vehicle to execute different anti-skid strategies based on the current driving stage of the vehicle, if the vehicle is currently in the pre-control stage (equivalent to pre-control: early intervention), the transmission ratio of the steer-by-wire system can be increased (for example, adjusted to 1.2~1.5 times the normal value). That is, the lower-level module adjusts the transmission ratio to reduce the steering sensitivity of the vehicle and prevent the vehicle from skidding on icy and snowy roads due to excessive steering. At the same time, the steering feedback torque of the steer-by-wire system can be increased (for example, the steering force feedback torque is increased by 20%~30%). That is, the upper-level module sends a command and adjusts the steering feedback, thereby outputting the steer-by-wire wheel angle, so that the driver feels greater resistance when holding the steering wheel. That is, the transmission ratio and steering feedback torque of the steer-by-wire system are adjusted before the icy and snowy road surface is detected. The steering force sensation allows the driver to perceive the change in the road surface in advance and avoid tire slippage caused by excessive operation. Until the vehicle is completely off the icy and snowy road surface, the normal transmission ratio and normal steering force feedback torque of the steer-by-wire system can be restored.

[0037] In one embodiment of the present invention, the actuator includes a steer-by-wire system and an intelligent integrated braking system; when it is determined that there is a target wheel slipping on the vehicle and the vehicle meets a first preset condition, it is determined that the vehicle is currently in a transient control phase, wherein the first preset condition includes: the absolute value of the vehicle's yaw rate deviation is greater than a first preset value and the absolute value of the vehicle's sideslip angle deviation is greater than a second preset value. Based on the current driving stage of the vehicle, the vehicle is controlled to execute different anti-skid strategies, including: when the vehicle is currently in the transient control stage, the main and auxiliary motors of the steer-by-wire system are started, and the output torque is adjusted according to the preset torque distribution algorithm to correct the steering angle. In addition, the intelligent integrated braking system is controlled to perform auxiliary braking on the target wheels.

[0038] Specifically, the actuators include a steer-by-wire system and an intelligent integrated braking system, which can control the direction of rotation, rotation angle, and braking force of each wheel of the vehicle; combined with Figure 4 As shown, during vehicle operation, when it is determined that there is a target wheel slipping (for example, the slip rate of a certain wheel exceeds the normal range, and slipping is confirmed), and the absolute value of the vehicle's yaw rate deviation is greater than the first preset value (for example, 5° / s), and the absolute value of the vehicle's sideslip angle deviation is greater than the second preset value (for example, 2°), it indicates that the vehicle has a serious sideslip or slipping phenomenon. At this time, it can be determined that the vehicle is currently in the transient control stage (equivalent to meeting the conditions for the transient control function to be activated).

[0039] In a specific embodiment, the formula for calculating the yaw rate deviation is: ,in, This indicates the yaw rate deviation, used to reflect the tendency of a vehicle to understeer or oversteer. This represents the actual yaw rate. This represents the standard yaw rate, i.e., the expected yaw rate; the formula for calculating the sideslip angle deviation is: ,in, This indicates the yaw rate deviation, used to reflect the degree to which the vehicle deviates from the desired trajectory. Indicates the actual sideslip angle. This represents the standard sideslip angle, i.e., the expected sideslip angle. Furthermore, the standard yaw rate and standard sideslip angle can be calculated linearly using the MAP lookup table method. The MAP table uses a three-dimensional lookup table, with input variables consisting of the road adhesion coefficient, vehicle speed, and front wheel steering angle. The lookup values ​​can be determined through simulation and real-vehicle calibration. The actual yaw rate is collected by the yaw rate sensor, and the actual sideslip angle is calculated based on the vehicle's two-degree-of-freedom motion differential equation. The formula for calculating the actual sideslip angle is: ,in, Indicates the actual sideslip angle. Indicates the centroid sideslip angle. Indicates longitudinal acceleration. Indicates yaw rate. Represents the vehicle speed component along the x-axis. Indicates the front wheel steering angle.

[0040] Furthermore, in combination Figure 3 S302 and Figure 4 As shown, when controlling the vehicle to execute different anti-slip strategies based on the current driving stage of the vehicle, if the vehicle is currently in the transient control stage (equivalent to instantaneous control: rapid response control at the moment of slippage), on the one hand, the main and auxiliary motors of the steer-by-wire system can be started, and the output torque can be adjusted according to the preset torque distribution algorithm to quickly correct the steering angle of the slipping wheel (including the upper module calculating the steering target angle correction coefficient, and the lower module outputting the execution motor torque to output the steer-by-wire wheel steering angle). At the same time, on the other hand, the intelligent integrated braking system can be controlled to perform auxiliary braking on the target wheel (equivalent to the slipping wheel) (equivalent to the upper module calculating the IPB (Integrated Power Brake) braking torque request to output the IPB braking torque), that is, to apply differentiated slight braking to the slipping wheel to quickly counteract the sideslip trend and achieve slippage suppression within a preset time (e.g., 100ms).

[0041] In one embodiment of the present invention, controlling the intelligent integrated braking system to perform auxiliary braking on the target wheel includes: determining the auxiliary braking force of the intelligent braking system based on the yaw rate deviation and the vehicle speed, and limiting the auxiliary braking force based on the tire adhesion of the target wheel.

[0042] Specifically, when controlling the intelligent integrated braking system to provide auxiliary braking to the target wheels, the braking force intensity can be adjusted based on the yaw rate deviation and vehicle speed. That is, the auxiliary braking force of the intelligent braking system can be determined based on the yaw rate deviation and vehicle speed. Simultaneously, the auxiliary braking force can be limited based on the tire adhesion of the target wheels. It can be understood that as the yaw rate deviation and vehicle speed change in real time, the higher the vehicle speed and the greater the deviation, the greater the braking force, but the maximum braking force will not exceed 80% of the tire adhesion to avoid wheel lock-up.

[0043] In a specific embodiment, the formula for calculating the auxiliary braking force is: ,in, Indicates auxiliary braking force. These represent empirical calibration coefficients, which can be pre-calibrated by combining vehicle dynamics characteristics (such as mass distribution and wheelbase) and road surface characteristics (such as the coefficient of friction between ice and snow). Indicates the deviation of yaw rate. This indicates vehicle speed. Furthermore, when determining whether to exit transient control, a judgment on the slip ratio can be added. For example, transient control can exit after reaching the upper limit of the optimal slip ratio under different road surface adhesion coefficients. For instance, when the road surface adhesion coefficient is ≤0.2, if the absolute value of the vehicle's yaw rate deviation is less than a first preset value (e.g., 5° / s), and the absolute value of the vehicle's sideslip angle deviation is less than a second preset value (e.g., 2°), and the slip ratio is less than 30% for a preset time (e.g., 100ms), transient control exits.

[0044] In one embodiment of the present invention, the actuator includes a steer-by-wire system and a suspension system; when it is determined that the vehicle is traveling on an icy or snowy road surface and the vehicle meets a second preset condition, it is determined that the vehicle is currently in a steady-state control phase. The second preset condition includes: the absolute value of the vehicle's yaw rate deviation is less than or equal to a first preset value, the absolute value of the vehicle's side slip angle deviation is less than or equal to a second preset value, and the road surface adhesion coefficient is less than or equal to a third preset value. Based on the current driving stage of the vehicle, the vehicle is controlled to execute different anti-skid strategies, including: when the vehicle is in a steady-state control stage, the main and auxiliary motors of the steer-by-wire system are activated, and the output torque is adjusted according to a preset torque distribution algorithm to correct the steering angle. In addition, the height and damping of the suspension are controlled based on the snow thickness on the icy and snowy road surface, wherein the snow thickness is inversely proportional to the height of the suspension and directly proportional to the damping of the suspension.

[0045] Specifically, the actuators include the steer-by-wire system and the suspension system, which can be used to control the direction and angle of rotation of each wheel of the vehicle, as well as adjust the vehicle's ride height; combined with Figure 5As shown, during vehicle operation, when it is determined that the vehicle is traveling on an icy or snowy road surface, the absolute value of the vehicle's yaw rate deviation is less than or equal to the first preset value (e.g., 5° / s), the absolute value of the vehicle's side slip angle deviation is less than or equal to the second preset value (e.g., 2°), and the road surface adhesion coefficient is less than or equal to the third preset value (e.g., 0.4), it indicates that the vehicle's current attitude is stable. At this time, it can be determined that the vehicle is currently in the steady-state control stage (equivalent to meeting the conditions for activating the stability control function).

[0046] Furthermore, in combination Figure 5 and Figure 2 As shown in S303, when controlling the vehicle to execute different anti-skid strategies based on the vehicle's current driving stage, if the vehicle is currently in a steady-state control stage (equivalent to stable control: continuous and stable dynamic adjustment), the main and auxiliary motors of the steer-by-wire system can be started, and the output torque can be adjusted according to a preset torque distribution algorithm to correct the steering angle (including the upper-level module calculating the steering target angle correction coefficient, and the lower-level module outputting the execution motor torque to output the steer-by-wire wheel angle). At this time, the control method is similar to that in the transient control stage, but the steady-state control stage is based on the real-time adhesion coefficient and attitude dynamic calculation correction coefficient to continuously and dynamically adjust the output torque so that the steering angle is kept on a stable trajectory. To prevent small lateral deviations from accumulating into instability, the suspension height and damping coefficient are controlled based on the snow thickness on icy roads (equivalent to the upper-level module determining suspension intervention and outputting suspension height and damping requests). Snow thickness is inversely proportional to suspension height and directly proportional to suspension damping. For example, in areas with thicker snow and ice, the suspension height can be lowered to reduce the vehicle's height, lower the center of gravity, increase the tire contact area, reduce the vehicle's moment of inertia, improve dynamic response characteristics, and enhance vehicle roll stability. At the same time, the suspension damping is increased to reduce the amplitude of vehicle body swaying, avoid the impact of swaying on steering stability, and ensure steering control precision and response speed.

[0047] In a specific embodiment, when adjusting the output torque according to a preset torque distribution algorithm to correct the steering angle, an adjustment command is sent to the suspension controller when the thickness difference of ice and snow on the road surface is ≥5mm, based on the identification and judgment of the multi-sensor system. In areas where the ice and snow thickness is ≥10mm, the suspension height is controlled to be reduced to lower the vehicle height by 10~15mm. At the same time, the suspension damping can be increased by 20%-30% until the ice and snow thickness is <10mm and the control request for the suspension is stopped after a delay of 1000ms. Furthermore, since the steady-state control stage mainly targets the trajectory deviation caused by low road surface adhesion to prevent vehicle instability caused by frequent large steering, the exit condition is that the road surface adhesion coefficient is greater than a preset value (e.g., 0.4) and lasts for a preset time (e.g., 500ms).

[0048] In one embodiment of the present invention, the vehicle anti-skid control method further includes: determining the road surface adhesion coefficient based on the vehicle speed, wheel angular velocity, wheel rolling radius, temperature influence factor, tire longitudinal force, tire axial load and tire slip ratio, wherein the temperature influence factor is dynamically adjusted according to the actual road surface temperature by a pre-calibrated temperature and adhesion coefficient correlation model.

[0049] Specifically, when implementing anti-skid control for vehicles, the road adhesion coefficient can be determined based on vehicle speed, wheel angular velocity, wheel rolling radius, temperature influence factor, tire longitudinal force, tire axial load, and tire slip ratio. The corresponding calculation formula is as follows: ,in, Indicates the road surface adhesion coefficient. Indicates the influence factor of temperature. Indicates the longitudinal force of the tire. Indicates the axial load of the tire. This indicates the tire slip ratio (calculated using the following formula). ,in, Indicates the vehicle's speed. Represents the angular velocity of the wheel. (This indicates the wheel rolling radius), B, C, and E represent tire characteristic parameters.

[0050] In a specific embodiment, vehicle speed, wheel angular velocity, and wheel rolling radius can be acquired using a vehicle speed sensor to calculate the tire slip ratio; the axial load on the tire can be acquired in real time using a load sensor installed on the suspension system; and the longitudinal force on the tire can be acquired using a longitudinal force sensor. Furthermore, data fusion processing can be performed using a Kalman filter algorithm to analyze the fluctuation characteristics of tire-road contact friction and wheel speed deviation rate. Based on the classic magic formula tire model, a temperature influence factor is introduced to establish a tire model specifically for icy and snowy roads, calculating the road adhesion coefficient in real time. The temperature influence factor can be dynamically adjusted according to the actual road surface temperature to reflect the inhibitory effect of low temperatures on tire elasticity. Simultaneously, considering the differences in the physical properties of ice and snow caused by the temperature gradient of icy and snowy roads (-35℃ to 0℃, e.g., ice and snow are plastic at -5℃, brittle at -20℃, and hard at -35℃), a nonlinear correlation model between ambient temperature and adhesion coefficient can be established. For example, when the ambient temperature drops by 5°C, the pre-stored road surface characteristic reference parameters at the corresponding temperature can be automatically retrieved, and the adhesion coefficient calculation results can be dynamically corrected through a compensation algorithm. The correction amount is adaptively adjusted according to the temperature deviation (the correction coefficient is adjusted by 0.03~0.05 for every 5°C increase in deviation), avoiding perception deviations caused by dynamic environmental changes.

[0051] In a specific embodiment, the road surface adhesion coefficient levels are shown in Table 1. It can be seen that the road surface adhesion coefficient levels can be roughly divided into three levels. Among them, the low adhesion level generally corresponds to pure ice surface and thick snow (100% coverage), the medium adhesion level generally corresponds to thin snow and mixed ice and snow road surface, and the high adhesion level generally corresponds to residual snow road surface and ice melting road section. Different road surface scenarios correspond to different slip rates.

[0052]

[0053] Table 1 In one embodiment of the present invention, the preset torque distribution algorithm includes: obtaining the vehicle's yaw rate deviation and sideslip angle deviation; The yaw rate deviation and sideslip angle deviation are input into the preset fuzzy inference model to obtain the steering target angle correction coefficient. The fuzzy inference model is obtained by fuzzifying the yaw rate deviation and sideslip angle deviation. The steering angle is corrected based on the steering target angle correction coefficient; and the output torque is adjusted through a PID control algorithm based on the vehicle speed.

[0054] Specifically, when determining the preset torque distribution algorithm, the yaw rate and sideslip angle deviations of the vehicle can be determined by using the yaw rate sensor and the lateral acceleration sensor installed in the vehicle to measure the actual yaw rate and sideslip angle of the vehicle.

[0055] Furthermore, the yaw rate deviation and sideslip angle deviation can be input into a preset fuzzy inference model to obtain the steering target angle correction coefficient. The fuzzy inference model is based on the yaw rate deviation and sideslip angle deviation after fuzzification. It is understood that due to parameter perturbations and nonlinear disturbances on icy and snowy roads, traditional integral linear control is difficult to adapt. Therefore, a fuzzy control algorithm can be used to output the steering target angle correction coefficient k (0.6~1.4) through empirical rules and fuzzy inference to achieve flexible decision-making in nonlinear scenarios.

[0056] Furthermore, the steering angle can be corrected based on the steering target angle correction coefficient. This means that the target angle correction coefficient can be directly applied to the steering angle to achieve linear or nonlinear adjustment of the steering angle. At the same time, the output torque can be adjusted based on the vehicle speed through a PID control algorithm. This means that proportional-integral-derivative (PID) control can be used to reduce vibration and eliminate static errors. The initial PID parameters can be tuned offline using a particle swarm optimization algorithm and dynamically adjusted with vehicle speed. For example, at low speeds (≤30km / h), the KI coefficient can be increased to eliminate steering return error, while at high speeds (≥60km / h), the KD coefficient can be increased to suppress steering overshoot.

[0057] In a specific embodiment, during fuzzification, the input can be divided into five fuzzy sets (NB negative large, NS negative small, ZO zero, PS positive small, PB positive large), and a triangular membership function is used to convert precise data into fuzzy language. As shown in Table 2 below,

[0058] Table 2 The fuzzification rules can be refined into 25 core fuzzy rules using the center of gravity method to cover all risk scenarios. For example, when △ω=NS (-6°~-2°) and △α=PS (0.4°~1.2°), the output k=1.25 can be obtained through rule matching and center of gravity calculation, which increases the initial steering target angle by 25% to avoid understeer causing tire slippage. When △ω=PB (6°~10°) and △α=NB (-2°~-1.2°), the output k=0.8 can be obtained to decrease the initial steering target angle by 20% to avoid oversteer causing tire slippage.

[0059] In summary, the aforementioned vehicle anti-skid control method can identify the road conditions ahead of the vehicle during operation. When the road ahead is icy or snowy, it determines the vehicle's current driving stage and controls the actuators to perform different anti-skid actions based on the current driving stage. This allows for a highly precise and highly adaptive matching of the vehicle's control strategy with the actual vehicle dynamics and road conditions. This achieves the goal of proactively preventing and precisely intervening in anti-skid control at different stages, fundamentally eliminating control lag. Furthermore, it can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle on icy, snowy, and slippery roads.

[0060] A further embodiment of the present invention provides a vehicle anti-skid control device 100, combined with Figure 6 As shown, the anti-skid control device 100 of the vehicle includes: an identification module 110, a determination module 120, and a control module 130. The identification module 110 is used to identify the road surface condition of the road ahead of the vehicle. The determination module 120 is used to determine the current driving stage of the vehicle when the road surface condition is determined to be icy or snowy. The driving stage includes a pre-control stage, an instantaneous control stage, and a steady-state control stage. The control module 130 is used to control the vehicle to execute different anti-skid strategies based on the current driving stage of the vehicle. Different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, the actuators of the vehicle are controlled to perform different anti-skid actions.

[0061] In some examples, the actuator includes a steer-by-wire system; when it is detected that the vehicle is in a pre-control phase within a preset time period before entering an icy or snowy road surface; when controlling the vehicle to execute different anti-skid strategies based on the current driving phase of the vehicle, the control module 130 is used to: increase the transmission ratio of the steer-by-wire system and increase the steering feedback torque of the steer-by-wire system when the vehicle is in the pre-control phase.

[0062] In some examples, the actuators include a steer-by-wire system and an intelligent integrated braking system; when it is determined that there is a target wheel slipping on the vehicle and the vehicle meets a first preset condition, it is determined that the vehicle is currently in a transient control phase, wherein the first preset condition includes: the absolute value of the vehicle's yaw rate deviation is greater than a first preset value, and the absolute value of the vehicle's sideslip angle deviation is greater than a second preset value; when controlling the vehicle to execute different anti-skid strategies based on the current driving phase of the vehicle, the control module 130 is used to: when the vehicle is currently in a transient control phase, control the main and auxiliary motors of the steer-by-wire system to start, adjust the output torque according to a preset torque distribution algorithm to correct the steering angle, and control the intelligent integrated braking system to perform auxiliary braking on the target wheel.

[0063] In some examples, when controlling the intelligent integrated braking system to apply auxiliary braking to the target wheel, the control module 130 is used to: determine the auxiliary braking force of the intelligent braking system based on the yaw rate deviation and the vehicle speed, and limit the auxiliary braking force based on the tire adhesion of the target wheel.

[0064] In some examples, the actuators include a steer-by-wire system and a suspension system; when it is determined that the vehicle is traveling on an icy or snowy road surface and the vehicle meets a second preset condition, it is determined that the vehicle is currently in a steady-state control phase. The second preset condition includes: the absolute value of the vehicle's yaw rate deviation is less than or equal to a first preset value, the absolute value of the vehicle's slip angle deviation is less than or equal to a second preset value, and the road surface adhesion coefficient is less than or equal to a third preset value; when controlling the vehicle to execute different anti-skid strategies based on the current driving phase of the vehicle, the control module 130 is used to: when the vehicle is currently in a steady-state control phase, control the main and auxiliary motors of the steer-by-wire system to start, adjust the output torque according to a preset torque distribution algorithm to correct the steering angle, and control the height and damping of the suspension based on the snow thickness on the icy or snowy road surface, wherein the snow thickness is inversely proportional to the suspension height and directly proportional to the suspension damping.

[0065] In some examples, the control module 130 is also used to determine the road adhesion coefficient based on the vehicle speed, wheel angular velocity, wheel rolling radius, temperature influence factor, tire longitudinal force, tire axial load and tire slip ratio, wherein the temperature influence factor is dynamically adjusted by a pre-calibrated temperature and adhesion coefficient correlation model according to the actual road surface temperature.

[0066] In some examples, the preset torque distribution algorithm includes: obtaining the vehicle's yaw rate deviation and sideslip angle deviation; inputting the yaw rate deviation and sideslip angle deviation into a preset fuzzy inference model to obtain a steering target angle correction coefficient, wherein the fuzzy inference model is obtained based on the yaw rate deviation and sideslip angle deviation after fuzzification; correcting the steering angle based on the steering target angle correction coefficient; and adjusting the output torque based on the vehicle speed using a PID control algorithm.

[0067] According to the vehicle anti-skid control device 100 of the present invention, during vehicle operation, the device can identify the road surface condition ahead of the vehicle in advance. When the road surface ahead is icy or snowy, the device can determine the current driving stage of the vehicle and control the vehicle's actuators to perform different anti-skid actions according to the current driving stage. This allows the vehicle's control strategy to be highly and precisely adapted to the actual dynamics of the vehicle and the road conditions, thereby achieving the purpose of targeted anti-skid control for early proactive prevention and precise intervention at different stages. This fundamentally eliminates control lag and can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle when driving on icy, snowy, and slippery roads.

[0068] A further embodiment of the present invention provides a vehicle 1.

[0069] In some embodiments, combined with Figure 7 As shown, the vehicle 1 includes: an anti-skid control device 100 for a vehicle as described in the second aspect embodiment above.

[0070] It should be noted that when the vehicle 1 performs anti-skid control, its specific implementation method is similar to that of the anti-skid control device 100 of any of the above embodiments of the present invention. Therefore, for a detailed exemplary description of the anti-skid control process of the vehicle, please refer to the relevant description of the anti-skid control device 100 of the vehicle mentioned above. To reduce redundancy, it will not be repeated here.

[0071] According to the vehicle 1 of the present invention, during vehicle operation, the road surface condition ahead of the vehicle can be identified in advance. When the road surface ahead is icy or snowy, the current driving stage of the vehicle can be determined. Based on the current driving stage, the actuators of the vehicle can be controlled to perform different anti-skid actions. This allows the vehicle's control strategy to be highly and precisely adapted to the actual dynamics of the vehicle and the road conditions. This achieves the purpose of targeted anti-skid control for early proactive prevention and precise intervention at different stages, fundamentally eliminating control lag. At the same time, it can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle when driving on icy, snowy, and slippery roads.

[0072] A further embodiment of the present invention discloses an electronic device, including: a processor connected to a memory, the memory storing a vehicle anti-skid control program, which, when executed by the processor, implements a vehicle anti-skid control method as described in any of the second aspect embodiments of the present invention.

[0073] According to the electronic device of the present invention, during vehicle operation, the vehicle can identify the road surface condition ahead in advance. When the road surface ahead is icy or snowy, the device can determine the current driving stage of the vehicle and control the vehicle's actuators to perform different anti-skid actions based on the current driving stage. This allows the vehicle's control strategy to be highly and precisely adapted to the vehicle's actual dynamics and road conditions, thereby achieving the purpose of targeted anti-skid control for proactive prevention and precise intervention at different stages. This fundamentally eliminates control lag and can cover all scenarios from normal driving to sudden skidding, minimizing the occurrence of dangerous conditions such as sideslip and understeering, and improving the safety and stability of the vehicle on icy, snowy, and slippery roads.

[0074] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0075] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A method for controlling vehicle anti-skid, characterized in that, include: Identify the road surface condition ahead of the vehicle; When it is determined that the road surface ahead of the vehicle is icy or snowy based on the road surface condition, the current driving stage of the vehicle is determined, wherein the driving stage includes a pre-control stage, an instantaneous control stage, and a steady-state control stage; Based on the current driving stage of the vehicle, the vehicle is controlled to execute different anti-skid strategies. Different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, the actuators of the vehicle are controlled to perform different anti-skid actions.

2. The anti-skid control method for vehicles according to claim 1, characterized in that, The actuator includes a steer-by-wire system; When it is detected that the vehicle is within a preset time period before entering the icy and snowy road surface, it is determined that the vehicle is currently in the pre-control phase; The method of controlling the vehicle to execute different anti-skid strategies based on the current driving stage of the vehicle includes: When the vehicle is currently in the pre-control phase, the transmission ratio of the steer-by-wire system is increased, and the steering feedback torque of the steer-by-wire system is increased.

3. The anti-skid control method for vehicles according to claim 1, characterized in that, The actuator includes a steer-by-wire system and an intelligent integrated braking system; When it is determined that there is a target wheel slipping on the vehicle and the vehicle meets the first preset condition, it is determined that the vehicle is currently in the transient control phase. The first preset condition includes: the absolute value of the yaw rate deviation of the vehicle is greater than the first preset value, and the absolute value of the sideslip angle deviation of the vehicle is greater than the second preset value. The method of controlling the vehicle to execute different anti-skid strategies based on the current driving stage of the vehicle includes: When the vehicle is currently in the transient control phase, the main and auxiliary motors of the steer-by-wire system are started, and the output torque is adjusted according to a preset torque distribution algorithm to correct the steering angle. In addition, the intelligent integrated braking system is controlled to perform auxiliary braking on the target wheel.

4. The vehicle anti-skid control method according to claim 3, characterized in that, The control of the intelligent integrated braking system to provide auxiliary braking to the target wheels includes: The auxiliary braking force of the intelligent braking system is determined based on the yaw rate deviation and the vehicle speed, and the auxiliary braking force is limited based on the tire adhesion of the target wheel.

5. The anti-skid control method for vehicles according to claim 1, characterized in that, The actuator includes a steer-by-wire system and a suspension system; When it is determined that the vehicle is traveling on the icy and snowy road surface and the vehicle meets the second preset condition, it is determined that the vehicle is currently in the steady-state control stage. The second preset condition includes: the absolute value of the vehicle's yaw rate deviation is less than or equal to the first preset value, the absolute value of the vehicle's side slip angle deviation is less than or equal to the second preset value, and the road surface adhesion coefficient is less than or equal to the third preset value. The method of controlling the vehicle to execute different anti-skid strategies based on the current driving stage of the vehicle includes: When the vehicle is currently in a steady-state control phase, the main and auxiliary motors of the steer-by-wire system are started, and the output torque is adjusted according to a preset torque distribution algorithm to correct the steering angle. Furthermore, the height and damping of the suspension are controlled based on the snow thickness on the icy road surface, wherein the snow thickness is inversely proportional to the height of the suspension and directly proportional to the damping of the suspension.

6. The anti-skid control method for vehicles according to claim 5, characterized in that, Also includes: The road surface adhesion coefficient is determined based on the vehicle speed, wheel angular velocity, wheel rolling radius, temperature influence factor, tire longitudinal force, tire axial load, and tire slip ratio. The temperature influence factor is dynamically adjusted by a pre-calibrated temperature and adhesion coefficient correlation model according to the actual road surface temperature.

7. The anti-skid control method for a vehicle according to any one of claims 3-6, characterized in that, The preset torque distribution algorithm includes: Obtain the yaw rate deviation and sideslip angle deviation of the vehicle; The yaw rate deviation and sideslip angle deviation are input into a preset fuzzy inference model to obtain the steering target angle correction coefficient. The fuzzy inference model is obtained by fuzzifying the yaw rate deviation and sideslip angle deviation. The steering angle is corrected based on the steering target angle correction coefficient; and The output torque is adjusted based on the vehicle speed using a PID control algorithm.

8. A vehicle anti-skid control device, characterized in that, include: The identification module is used to identify the road surface condition ahead of the vehicle. The determination module is used to determine the current driving stage of the vehicle when the road surface ahead of the vehicle is determined to be icy or snowy based on the road surface condition. The driving stage includes a pre-control stage, an instantaneous control stage, and a steady-state control stage. The control module is used to control the vehicle to execute different anti-skid strategies based on the current driving stage of the vehicle. Different driving stages correspond to different anti-skid strategies, and under different anti-skid strategies, the control module controls the actuators of the vehicle to perform different anti-skid actions.

9. A vehicle, characterized in that, include: The anti-skid control device for a vehicle as described in claim 8.

10. An electronic device, characterized in that, include: A processor connected to a memory storing a vehicle anti-skid control program, wherein the vehicle anti-skid control program, when executed by the processor, implements the vehicle anti-skid control method as described in any one of claims 1-7.

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