Vehicle slip control method and related apparatus

Abstract

A vehicle slip control method and a related apparatus, which relate to the technical field of vehicles. The method comprises: acquiring first information; on the basis of the first information, acquiring a target active force to be output by a suspension of a vehicle; and controlling the suspension to output the target active force. The first information comprises the type of a slip road surface that the vehicle is about to pass on a first road section ahead of the vehicle, and friction coefficients between different types of slip road surfaces and the wheels of the vehicle are different. The target active force comprises a downward force that acts on one or more wheels of the vehicle and is directed toward the ground. By means of the present solution, vehicle slippage can be effectively suppressed on a road surface having a low adhesion coefficient.

Description

Vehicle skid control method and related devices Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle skid control method and related devices. Background Technology

[0002] Vehicles may skid when driving on low-adhesion, split, or joined surfaces such as ice, snow, rainy roads, metal joints on bridges, and epoxy flooring in parking lots. This skidding is especially dangerous during high-speed cornering, as it can cause significant sideslip and instability for both the vehicle and driver.

[0003] The industry typically suppresses slippage by reducing vehicle speed, decreasing drive torque, and dynamically transferring driving force between the front and rear axles during vehicle load shifting. However, these methods are largely ineffective on surfaces with low adhesion coefficients, such as ice, metal joints in road surfaces, or epoxy flooring with a water film. Summary of the Invention

[0004] This application provides a vehicle slip control method and related device, which can effectively suppress vehicle slip on roads with low coefficient of adhesion.

[0005] In a first aspect, this application provides a vehicle slip control method, which is applied to a vehicle controller; the method includes:

[0006] Obtain first information; the first information includes the type of slip surface that the vehicle will pass over in the first section of road ahead of the vehicle, and the coefficient of friction between different types of slip surface and the vehicle's wheels is different.

[0007] The target active force to be output by the vehicle suspension is obtained based on the first information; the target active force includes the downforce acting on one or more wheels of the vehicle and pointing towards the ground, which can be used to increase the vehicle's adhesion to the road surface.

[0008] Control the suspension to output the target active force.

[0009] For example, the types of skid-slip surfaces described above include: ice surfaces, snow surfaces, mixed ice and snow surfaces, waterlogged surfaces, epoxy flooring, bridge joint metal connection plates, split surfaces, or butt-joint surfaces, etc. It is understood that the skid-slip surface types described herein are merely examples and do not constitute a limitation of this application.

[0010] In the above solution, potential slip surfaces encountered during vehicle operation can be identified in advance to determine the appropriate suspension active force to be output. This active force is used to increase vehicle traction and suppress vehicle slippage. In other words, this solution refines the slippage scenarios by combining potential slippage types. The suspension active force determined based on these refined scenarios is more targeted and can more accurately suppress vehicle slippage, improving the slippage suppression effect. For example, on the one hand, by outputting a target downward active force through the vehicle suspension, the problem of lateral slippage or rotation of the vehicle in low-traction scenarios (such as the slip surface described above) can be solved. Especially in high-speed cornering scenarios and low-traction road surface scenarios where traction is essentially zero, it can suppress the vehicle's tendency to sideslip, saving the driver's life. On the other hand, by outputting a target downward active force through the vehicle suspension, a certain amount of ground traction is provided, which can also solve the problem of longitudinal slippage or rotation of the vehicle, thereby suppressing the tendency of vehicle instability. Other methods in the industry are basically unable to solve the slippage or rotation problem in scenarios where the force is essentially zero.

[0011] In one possible implementation, when the suspension is a fully active electro-hydraulic suspension, controlling the suspension to output a target active force includes: controlling the hydraulic shock absorbers in the fully active electro-hydraulic suspension to output a target active force. Alternatively, when the suspension is a fully active pure electric motor suspension, controlling the suspension to output a target active force includes: controlling the fully active pure electric motor suspension, including a connecting device, to output a target active force, the connecting device connecting the vehicle's wheels and body.

[0012] In the above scheme, if the suspension is a fully active electro-hydraulic suspension, the oil inflow (i.e., hydraulic oil flows into the upper chamber) and oil outflow (i.e., hydraulic oil flows out of the lower chamber) of one or more wheel-corresponding shock absorbers can be controlled by adjusting the speed or torque of the motor in the suspension and / or adjusting the current or voltage of the damping valve. This creates a pressure difference between the upper and lower chambers, with the pressure in the upper chamber being greater than that in the lower chamber, thereby pushing the piston corresponding to the shock absorber downwards. The target active force output through the piston rod is then the downward pressure. This pressure acts on the wheel, increasing the friction between the wheel and the ground, thereby increasing the vehicle's adhesion to the road surface.

[0013] Alternatively, if the suspension is a fully active, pure electric motor suspension system, the vehicle body can be quickly lowered by outputting the target active force through motor-driven connecting devices such as pulleys, reduction gears, and mechanical torsion bars. As the vehicle body lowers, the center of gravity shifts downward, increasing the downward pressure on the vehicle body and thus improving the friction between the tires and the ground.

[0014] In one possible implementation, the first information may also include one or more of the following: the predicted degree of vehicle slippage, the vehicle's motion state, and the vehicle's driving behavior; the vehicle's motion state indicates that the vehicle is turning, making a U-turn, tilting, or skidding; the driving behavior includes: acceleration / deceleration, braking, cornering, or steering.

[0015] For example, the vehicle's driving behavior is determined based on one or more of the following: the vehicle's gear information, steering wheel angle information, accelerator pedal information, brake pedal information, or driving mode information.

[0016] The above scheme can identify potential slip surfaces encountered by the vehicle during driving in advance, and determine the target active force of the suspension to be output by combining one or more of the predicted degree of vehicle slip, vehicle motion state, or vehicle driving behavior. This further refines the specific slip scenarios, thereby improving the accuracy of the determined target active force and consequently enhancing the precision of subsequent slip control.

[0017] In one possible implementation, the target active force includes a first active force acting on a first wheel of the vehicle; the first wheel is any wheel in the vehicle; the above-mentioned control of the suspension to output the target active force includes: controlling the suspension to output the first active force in response to a first trigger signal; the first active force is used to increase the adhesion of the first wheel to the road surface.

[0018] In the above scheme, the timing of the main power output applied to the wheels can be precisely controlled by the main power output trigger signal, thereby achieving precise slip control.

[0019] In one possible implementation, the generation time of the first trigger signal is determined based on the time distance information between the first wheel and the slippery road surface that the first wheel will pass through, which is calculated in real time.

[0020] In the above scheme, the signal generation time can be accurately calculated using the distance or travel time between the wheel and the slipping surface (i.e., the aforementioned time-distance information). Once the signal is generated, it triggers the output of the main force, thereby achieving precise slip control.

[0021] In one possible implementation, the target active force includes a second active force acting on the second wheel of the vehicle, and a third active force acting on the third wheel of the vehicle; the second wheel and the third wheel are any two wheels in the vehicle.

[0022] The aforementioned control suspension output target active force includes:

[0023] The suspension outputs a second active force in response to a second trigger signal, and a third active force in response to a third trigger signal; the second active force is used to increase the adhesion of the second wheel to the road surface, and the third active force is used to increase the adhesion of the third wheel to the road surface; the triggering times of the second trigger signal and the third trigger signal are different.

[0024] In the above scheme, because the time distance information between different wheels and the corresponding slip surface they will traverse is different, the triggering time of the active force output for each wheel is different. By independently controlling the active output time for each wheel, more precise slip control can be achieved, improving the slip suppression effect.

[0025] In one possible implementation, the degree of slip is determined by one or more of a first slip coefficient, a second slip coefficient, and a third slip coefficient;

[0026] The first slip coefficient is the ratio of the absolute value of the difference between wheel speed and vehicle speed to a first threshold.

[0027] The second slip coefficient is the ratio of the absolute value of the difference between the first length and the second length to the second threshold. The first length is the distance the vehicle travels per unit time, and the second length is the length obtained by multiplying the radius of the wheel of the vehicle by the arc it rotates per unit time.

[0028] The third slip coefficient is the ratio of the vehicle's wheel acceleration to the vehicle's total acceleration.

[0029] In the above scheme, the slip coefficient can be calculated in real time based on parameters such as vehicle speed, wheel speed, wheel-end acceleration or vehicle acceleration to distinguish different degrees of slip, so that the corresponding target active force of the suspension can be determined in detail, thereby indirectly controlling the vehicle's adhesion and increasing the vehicle's anti-instability capability.

[0030] In one possible implementation, the type of slip surface that the vehicle will traverse includes the type of slip surface that one or more wheels of the vehicle will traverse; the type of slip surface that the wheels will traverse is determined based on the road conditions of the road segment ahead that the vehicle is aiming at and / or the prior road conditions of the first road segment; the prior road conditions are the road conditions obtained by fusing and processing the road conditions collected by multiple vehicles in the past when traversing the first road segment.

[0031] In the above solution, the type of road surface the wheels are about to traverse can be identified in advance based on anticipated and / or prior road conditions. This allows for the pre-calculation of the required suspension active force for each wheel, providing sufficient response time for the suspension actuators. This eliminates actuator response lag, improving driving comfort and overall vehicle safety. Furthermore, identifying the type of road surface the wheels are about to traverse based on prior road conditions improves accuracy and reduces the adverse effects of misjudgments.

[0032] In one possible implementation, the vehicle's motion state is determined based on one or more of the following: the road conditions of the road segment ahead that the vehicle is aiming at, the prior road conditions of the first road segment, or the vehicle's chassis domain sensor information; the prior road conditions are the road conditions obtained by fusing and processing the road conditions collected by multiple vehicles in the past when passing through the first road segment.

[0033] In the above scheme, the vehicle's motion state can be identified based on some or all of the information in the pre-planned road conditions and / or prior road conditions and vehicle chassis information, which can then be used for subsequent determination of the main driving force, thereby improving the accuracy of the main driving force determination.

[0034] In one possible implementation, the reliability of prior road conditions takes precedence over the road conditions anticipated by the vehicle.

[0035] In the above scheme, road conditions may be affected by the actual environment or weather, leading to deviations in the real-time road condition predictions made by the vehicle. Prior road conditions, however, are based on actual road conditions previously traversed by the vehicle and are therefore more reliable. Thus, prioritizing the reliability of prior road conditions is more important for improving the accuracy of the judgment.

[0036] Secondly, this application provides a controller for a vehicle, the controller comprising:

[0037] The acquisition unit is used to acquire first information; the first information includes the type of slip surface that the vehicle will pass through on the first road segment in front of the vehicle, and the coefficient of friction between different types of slip surface and the vehicle's wheels is different.

[0038] The processing unit is used to obtain the target active force to be output by the vehicle suspension based on the first information; the target active force includes the downforce acting on one or more wheels of the vehicle and pointing towards the ground;

[0039] The control unit is used to control the output of the target active force of the suspension.

[0040] In one possible implementation, when the suspension is a fully active electro-hydraulic suspension, the control unit is specifically used to: control the hydraulic shock absorbers in the fully active electro-hydraulic suspension to output a target active force. Alternatively, when the suspension is a fully active pure electric suspension, the control unit is specifically used to: control the fully active pure electric suspension, including a connecting device, to output a target active force, the connecting device connecting the vehicle's wheels and body.

[0041] In one possible implementation, the first information may also include one or more of the following: the predicted degree of vehicle slippage, the vehicle's motion state, and the vehicle's driving behavior; the vehicle's motion state indicates that the vehicle is turning, making a U-turn, tilting, or skidding; the driving behavior includes: acceleration / deceleration, braking, cornering, or steering.

[0042] In one possible implementation, the target active force includes a first active force acting on a first wheel of the vehicle; the first wheel is any wheel in the vehicle; the control unit is specifically used to: control the suspension to output the first active force in response to a first trigger signal; the first active force is used to increase the adhesion of the first wheel to the road surface.

[0043] In one possible implementation, the generation time of the first trigger signal is determined based on the time distance information between the first wheel and the slippery road surface that the first wheel will pass through, which is calculated in real time.

[0044] In one possible implementation, the target active force includes a second active force acting on the second wheel of the vehicle, and a third active force acting on the third wheel of the vehicle; the second wheel and the third wheel are any two wheels in the vehicle; the control unit is specifically used to: control the suspension to output the second active force in response to a second trigger signal, and control the suspension to output the third active force in response to a third trigger signal; the second active force is used to increase the adhesion of the second wheel to the road surface, the third active force is used to increase the adhesion of the third wheel to the road surface, and the triggering times of the second trigger signal and the third trigger signal are different.

[0045] In one possible implementation, the degree of slip is determined by one or more of a first slip coefficient, a second slip coefficient, and a third slip coefficient. The first slip coefficient is the ratio of the absolute value of the difference between the wheel speed and the vehicle speed to a first threshold. The second slip coefficient is the ratio of the absolute value of the difference between a first length and a second length to a second threshold, where the first length is the distance traveled by the vehicle per unit time, and the second length is the length obtained by multiplying the radius of the wheel by the arc it rotates per unit time. The third slip coefficient is the ratio of the vehicle's wheel acceleration to the vehicle's acceleration.

[0046] Thirdly, this application provides a vehicle controller, which includes a processor and a memory, wherein the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, causing the controller to perform the method as described in any of the first aspects above.

[0047] Fourthly, this application provides a vehicle that includes a controller as described in any of the second or third aspects above.

[0048] Fifthly, this application provides a computer-readable storage medium storing a computer program or computer instructions, which are executed by a processor to implement the method of any of the first aspects above.

[0049] Sixthly, this application provides a computer program product that, when executed by a processor, implements the method of any of the first aspects described above.

[0050] The beneficial effects corresponding to the second to sixth aspects mentioned above can be found in the corresponding descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0051] Figure 1 is a schematic diagram of a possible suspension system structure in a vehicle.

[0052] Figure 2 is a schematic diagram of the method flow provided in this application.

[0053] Figure 3 is a schematic diagram of the first road segment in this application.

[0054] Figure 4 is a flowchart diagram provided in this application.

[0055] Figures 5 and 6 show schematic diagrams of the device structure provided in this application. Detailed Implementation

[0056] The embodiments of this application are described below with reference to the accompanying drawings. The terms "first," "second," "third," and "fourth," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices. The reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0057] In the various embodiments of this application, on the one hand, they are mutually independent, meaning that the embodiments do not limit or constrain each other. On the other hand, unless otherwise specified or there is a logical conflict, the terminology and / or descriptions in the various embodiments are consistent and can be referenced mutually. Technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0058] To effectively suppress vehicle slippage on roads with low coefficient of adhesion, embodiments of this application provide a vehicle slippage control method and related apparatus. These are described below with reference to the accompanying drawings.

[0059] First, an exemplary description of a vehicle's suspension system is provided. Referring to Figure 1, a schematic diagram of a possible suspension system structure in a vehicle is shown. As shown in Figure 1, the vehicle may include a body 100, four wheels 101, and a suspension system. This suspension system includes shock absorbers 102, springs 103, height sensors 104, actuators 105, and a suspension controller 106. Each wheel 101 is correspondingly equipped with a shock absorber 102, a spring 103, a height sensor 104, and an actuator 105. Exemplarily, the actuator in the suspension system may also be referred to as a drive, etc.

[0060] Figure 1 only illustrates some components and connections of the suspension system and does not constitute a limitation on the embodiments of this application. The connection relationships between the various components included in the suspension system can be seen in Figure 1, and will not be described in detail.

[0061] For example, the suspension controller 106 is electrically connected to four actuators 105, enabling control signal transmission between the suspension controller 106 and the actuators 105. The actuators 105 can be connected to the suspension controller 106 via a controller area network (CAN) bus, a controller area network flexible data-rate (CANFD) bus, a controller area network extended large frames (CAN_XL) bus, an Ethernet bus, a low-voltage differential signaling (LVDS) bus, a FlexRay bus, a local interconnect network (LIN) bus, or a hardwired connection. The actuators 105 execute control commands from the suspension controller 106. For example, the actuators 105 can convert the control signals from the suspension controller 106 into signals such as torque, operating status, current, voltage, or force, and control corresponding mechanical devices (e.g., the aforementioned shock absorber 102, spring 103, or damping valve (not shown in Figure 1)) based on the converted signals to achieve adjustment.

[0062] For example, the suspension controller 106 may be a separate controller for controlling the suspension system. Alternatively, the suspension controller 106 may be integrated into a vehicle's domain controller. For example, it may be integrated into a domain controller such as a chassis domain controller, intelligent driving domain controller, central domain controller, cockpit domain controller, or area access controller. Alternatively, the suspension controller 106 may be a combination of multiple controllers. For example, it may be a combination of controllers such as a spring controller and a shock absorber controller. Alternatively, the functions implemented by the suspension controller 106 may be distributed across some or all of the controllers such as the air spring controller, shock absorber controller, chassis domain controller, intelligent driving domain controller, central domain controller, cockpit domain controller, and area access controller. The specific implementation of the suspension controller 106 is selected according to actual application requirements, and this application embodiment does not limit this.

[0063] For example, in one possible implementation, the actuator 105 may be a standalone actuator or may be distributed and integrated into the vehicle's controller. Alternatively, in another possible implementation, for suspension systems requiring motor drive, such as fully active electro-hydraulic suspension systems, the actuator 105 may be located within a drive plate for driving the end-side motor.

[0064] For example, the shock absorber 102 is electrically connected to the actuator 105. The actuator 105 is used to control the shock absorber 102 to adjust the damping force according to the control signal from the suspension controller 106. In this embodiment of the application, the shock absorber 102 can adjust the damping force according to the actual operating conditions of the vehicle, thereby improving the comfort of the user.

[0065] Exemplarily, the spring 103 is electrically connected to the actuator 105. The spring 103 is used to adjust the distance between the vehicle body 100 and the wheel 101, keeping this distance within a set range to improve the stability and comfort of the vehicle body 100 during vehicle operation. Exemplarily, the spring 103 can be, for example, a gas spring, a hydropneumatic spring, a torsion bar spring, a coil spring, a leaf spring, or a rubber spring. For example, a gas spring. If the suspension system is a semi-active electro-hydraulic suspension system or a magnetorheological suspension system, the actuator 105 can control the gas input and output of the gas spring's air bladder to control the lifting and lowering of the vehicle body 100.

[0066] For example, the height sensor 104 is used to detect the height between the vehicle body 100 and the axle in real time to generate a height signal. This height signal can be transmitted to the suspension controller 106 via the actuator 105. The suspension controller 106 generates corresponding control signals based on the height signal and sends them to each actuator 105 to adjust the height of the corresponding spring 103. This achieves the adjustment of the height of the vehicle body 100.

[0067] For example, the suspension system described above can adjust the target active force output by controlling the speed or torque of the motor. This target active force is the force actively output by the suspension to meet expectations. In one possible implementation, the mechanical energy of the motor can be converted into the pressure energy of the suspension, thereby outputting the active force. For ease of understanding, an example is given. For instance, consider a fully active electro-hydraulic suspension system. In a fully active electro-hydraulic suspension system, the shock absorber 102 is a hydraulic shock absorber. The hydraulic shock absorber may include an upper chamber, a lower chamber, a piston, and a piston rod. The motor can drive the fluid flow in the upper and lower chambers of the hydraulic shock absorber to create a pressure difference between the upper and lower chambers. The hydraulic shock absorber mainly utilizes the pressure difference generated in the upper and lower chambers to push the piston, causing the piston rod to output force to reduce vibration and improve the vehicle's running stability. The force output by the piston rod is the damping force actively output by the suspension system, which is also the target active force output by the suspension.

[0068] In another possible implementation, the motor can directly drive the connecting device to output the aforementioned target active force. This connecting device connects the vehicle's wheels and body. For example, if the suspension system is a fully active pure motor suspension system, the motor can drive the connecting device, such as a pulley, reduction gear, or mechanical torsion bar, to output force and quickly raise or lower the vehicle body to adjust damping. This reduces vibration and improves vehicle stability. For instance, lowering the vehicle's center of gravity increases friction with the ground. This is because lowering the center of gravity increases the downward pressure on the vehicle body (i.e., the force points towards the ground), thereby increasing tire-ground friction. In this implementation, the combination of the motor and the connecting device can be considered as the aforementioned shock absorber 102. The output force is the damping force actively output by the suspension system, which is also the target active force output by the suspension.

[0069] It is understood that the above description mainly uses fully active electro-hydraulic suspension systems and fully active pure electric suspension systems as examples to illustrate the implementation of the output active force, and does not constitute a limitation on the embodiments of this application. In some possible implementations, the above suspension system can also be other types of suspension systems, and the embodiments of this application do not limit this.

[0070] For example, the target active force output by the suspension can be a vertical force pointing towards the ground (i.e., downwards), or it can be a vertical force pointing towards the vehicle body (i.e., upwards). In this embodiment, the target active force output by the suspension can be a vertical force output by the suspension acting on the wheel downwards (i.e., the direction of the force points towards the ground), which can be used to increase the vehicle's adhesion to the road surface. Specific implementation details will be provided later.

[0071] For example, Figure 1 above mainly illustrates an example where each wheel is provided with an independent actuator 105. In another possible implementation, the suspension system may include only two actuators, one for performing suspension adjustment operations on the front two wheels and the other for performing suspension adjustment operations on the rear two wheels.

[0072] It is understood that the structure of the suspension system shown in Figure 1 above is only a schematic diagram. In some possible implementations, the suspension system may also include other components, such as damping valves, motor pumps, cylinders, vertical acceleration sensors or inertial measurement unit (IMU) sensors, etc. The embodiments of this application do not limit this.

[0073] Exemplarily, in conjunction with the possible suspension systems described above, this application provides a vehicle slip control method. This method can be executed by a controller of any vehicle (hereinafter referred to as the first vehicle) including the suspension system. The controller can, for example, be the suspension controller 106 of the aforementioned suspension system. Referring, for example to FIG2, the method may include, but is not limited to, the following steps S201 to S203.

[0074] S201, The controller of the first vehicle acquires first information; the first information includes the type of slip surface that the first vehicle will pass through on the first road segment in front of the first vehicle, and the friction coefficient between different types of slip surfaces and the wheels of the first vehicle is different.

[0075] For example, the types of slip-prone surfaces mentioned above may include, but are not limited to: ice, snow, mixed ice and snow, waterlogged surfaces, epoxy flooring (including wet surfaces or surfaces covered with a shallow water film), bridge joint metal connecting plates, split surfaces, or butt surfaces. Split surfaces refer to road conditions where the coefficients of friction on both sides of the wheels are different; for example, one side is normal asphalt, and the other side is ice. Butt surfaces refer to road conditions where a vehicle moves from one surface with a different coefficient of friction (e.g., asphalt) to another surface with a different coefficient of friction (e.g., ice). These surfaces, due to their low or even zero friction with the vehicle wheels, are more prone to causing vehicle slippage.

[0076] For example, the first road segment is the road segment in front of the first vehicle. For instance, the first road segment can be a road segment of a predetermined length taken from a predetermined reference point related to the first vehicle along the direction of vehicle travel. The predetermined reference point related to the first vehicle can be, for example, the contact point of the front wheel center of the first vehicle perpendicular to the ground, or it can be the contact point of other predetermined points on the vehicle perpendicular to the ground. The specific point can be selected according to actual application, and this application embodiment does not limit this. For ease of understanding, please refer to Figure 3. Figure 3 shows a schematic diagram of the first road segment, taking the contact point of the front wheel center of the first vehicle perpendicular to the ground as an example. As can be seen in Figure 3, P1 is the contact point of the front wheel center of the first vehicle perpendicular to the ground. P2 is a point separated from P1 by a predetermined length. The road segment between P1 and P2 is the first road segment. For example, the predetermined length can be any value between 30 meters and 500 meters, and the specific value can be set according to actual application requirements. This application embodiment does not limit this.

[0077] For example, in one possible implementation, since the first vehicle is constantly moving forward, the first road segment can also be dynamic, moving with the movement of the vehicle.

[0078] For example, the type of slip surface that the first vehicle will traverse includes the type of slip surface that one or more wheels of the vehicle will traverse. For example, the slip surface that the wheels will traverse refers to the slip surface in front of the wheels along the vehicle's direction of travel. The distance between the slip surface and the wheels can be greater than or equal to 0 meters. For example, the types of slip surfaces that different wheels will traverse can be the same or different, depending on the actual road conditions and driving trajectory; this application embodiment does not impose such limitations. The type of slip surface that the wheels will traverse can be determined based on the road conditions the first vehicle anticipates for the road segment ahead and / or the prior road conditions of the first segment. The following describes different scenarios.

[0079] In one possible implementation, the type of slip surface that the wheels of the first vehicle will traverse can be determined based on prior road conditions of the first road segment. These prior road conditions are obtained by fusing road conditions collected from multiple vehicles that have previously traversed the first road segment.

[0080] For example, the prior road conditions of the first road segment mentioned above may include one or more prior road conditions. The prior road conditions of the first road segment at least indicate the type of skid surface previously encountered by the vehicle and the location of the skid surface. For example, the location of the skid surface can be indicated by specific positioning information. This positioning information can be represented by latitude and longitude or coordinates in a custom coordinate system, and this embodiment of the application is not limited in this regard. Alternatively, for example, the location of the skid surface can be indicated by the time distance information between the vehicle and the skid surface previously. Information regarding this time distance information can be found in the subsequent description and will not be detailed here. For ease of understanding, an example of a prior road condition is given below.

[0081] In one possible implementation, the location of the slip surface can be indicated by the time distance information between the vehicle and the slip surface in the past. Based on this, the prior road condition can at least include: the positioning information of a preset reference point related to the vehicle when the vehicle previously collected road conditions, the type of the slip surface in front of the vehicle, and the relative time distance information between the preset reference point and the slip surface. For example, the type of slip surface can be referred to the corresponding description above, and will not be repeated here. For example, the preset reference point related to the vehicle when the vehicle previously collected road conditions can be referred to the introduction of the first vehicle-related preset reference point above, and will not be repeated here. The relative time distance information between the vehicle-related preset reference point and the slip surface can be simply referred to as the relative time distance information between the vehicle and the slip surface. Optionally, the aforementioned prior road condition may also include information about the lane where the slip surface in front of the vehicle is located, and / or include the elevation information corresponding to the slip surface.

[0082] For example, the aforementioned time-distance information refers to the distance and / or travel time between the vehicle's wheels and a certain slip surface. For instance, in one possible implementation, the front wheel of the vehicle can be used as an example. The distance and / or travel time between the contact point of the front wheel's center perpendicular to the ground and the slip surface can be used as the time-distance information. This time-distance information can be obtained, for example, by measuring distance using radar ranging or other ranging methods in the vehicle and then converting the result; this application embodiment does not limit this. The aforementioned relative time-distance information between the vehicle's preset reference point and the slip surface during conventional vehicle road condition data collection refers to the time-distance information between the vehicle's front wheels and a certain slip surface obtained during the conventional vehicle's collection of road conditions for the aforementioned first road segment. For example, assuming the slip surface in the first road segment is a bridge joint metal connecting plate, then, during the collection of road conditions for the aforementioned first road segment, the time-distance information between the vehicle's front wheels and the bridge joint metal connecting plate can be obtained. It is understood that the description herein is merely an example and does not constitute a limitation on the embodiments of this application.

[0083] For example, the information about the lane containing the slippage surface in front of the vehicle may include, for example, the lane number, the lane curvature, or the type of curve. The type of curve can be classified, for example, by the degree of curvature. For instance, it can be categorized as a small turn, a large turn, and a sharp turn. For example, the curvature of a small turn is less than that of a large turn, and the curvature of a large turn is less than that of a sharp turn. The classification rules or methods for these curve types can be determined according to actual application needs, and this application embodiment does not impose any limitations on this.

[0084] For example, the elevation information corresponding to the slip surface mentioned above refers to the height of the slip surface relative to the smooth surface. For example, the smooth surface is used as a reference surface, and its height is 0 meters. If the slip surface protrudes relative to the smooth surface (e.g., a metal connecting plate for bridge joints), the height of the protrusion is the elevation information of the slip surface. If the slip surface is concave relative to the smooth surface (e.g., a waterlogged surface), the depth of the concavity is the elevation information of the slip surface. For example, the height of the protrusion can be represented by a positive number, and the height of the concavity can be represented by a negative number. The elevation information can be, for example, the height value of a single point in the slip surface, or the height values ​​of multiple points, or the average of the height values ​​of multiple points. This application embodiment does not limit this. For example, in another possible implementation, the elevation information corresponding to the slip surface can be replaced by the road surface unevenness, which will not be elaborated in this application embodiment.

[0085] For example, the prior road conditions for the first road segment can be obtained through multi-vehicle crowdfunding. That is, the prior road conditions are obtained by merging and processing road conditions collected by multiple vehicles that have previously passed through the first road segment. For instance, these vehicles can collect one or more prior road conditions corresponding to the first road segment while passing through it. Then, these vehicles can send the collected road condition information to a cloud device. The cloud device verifies, compares, deduplicates, and updates the road conditions collected by multiple vehicles to form prior road conditions, and then distributes these prior road conditions to the vehicles. Alternatively, for example, these vehicles can first deduplicate and update their collected road conditions before sending them to the cloud device. The cloud device receives the road conditions from these vehicles, merges them to form prior road conditions, and then distributes these prior road conditions to the vehicles. For example, the cloud device can be, for example, a server or server cluster deployed with cloud services, or a data center including cloud servers, or a server in a local area network, metropolitan area network, or wide area network, etc., and this application embodiment does not limit this. For example, the cloud service could be a public cloud or a private cloud service. The cloud device can communicate with the vehicle.

[0086] Based on the above description, in one possible implementation, the controller of the first vehicle can receive the prior road conditions of the first road segment from the cloud device. For example, since the prior road conditions include the positioning information of preset reference points related to the vehicle when the vehicle previously collected road conditions, the first vehicle can send its own real-time positioning information of the preset reference points to the cloud device. The cloud device compares this real-time positioning information with the positioning information of the vehicle-related preset reference points in the prior road condition database. If the database contains positioning information of one or more vehicle-related preset reference points, the distance difference between these and the real-time positioning information of the first vehicle-related preset reference points is less than or equal to a first preset threshold. This first preset threshold can be, for example, greater than or equal to 0 meters and less than 5 meters. It is understood that the value of the first preset threshold described here is only an example and does not constitute a limitation on the embodiments of this application. Then, the data of one or more prior road conditions corresponding to the positioning information of the one or more vehicle-related preset reference points is found. These one or more prior road conditions are the prior road conditions of the first road segment. Then, the cloud device sends the data of the one or more prior road conditions to the first vehicle.

[0087] Alternatively, in another possible implementation, the cloud device can periodically send prior road information to the first vehicle. The first vehicle can store the received prior road information to form its own prior road information database. Alternatively, the first vehicle can request prior road information from the cloud device for its current location and / or the next area it will travel to, and store this information in its own prior road information database. This area can be, for example, a village, a town, a county, a city, or a district within a city, or it can be an area of ​​a custom size; this embodiment does not impose any limitations on this. Then, obtaining the first information can include the first vehicle's controller searching its own prior road information database for the prior road information of the first road segment. For example, the first vehicle can compare its real-time positioning information of a preset reference point with the positioning information of its vehicle-related preset reference points in each prior road information in its own prior road information database. It can then find one or more prior road information entries whose distance difference is less than or equal to the first preset threshold. These one or more prior road information entries constitute the prior road information of the first road segment.

[0088] In one possible implementation, the location of the aforementioned slip surface can be indicated by specific positioning information. Based on this, the prior road condition can at least include: the type of the slip surface previously in front of the vehicle, and the positioning information of the slip surface. Optionally, the prior road condition may also include information about the lane where the slip surface previously in front of the vehicle is located, and / or include the elevation information corresponding to the slip surface. For an example of the description of the surface type, lane information, and elevation information, please refer to the preceding description; it will not be repeated here. Similarly, the prior road condition in this case can also be obtained through crowdfunding, as illustrated below.

[0089] For example, the prior road conditions for the first road segment can be obtained through multi-vehicle crowdfunding. That is, the prior road conditions are obtained by merging and processing road conditions collected by multiple vehicles that have previously traversed the first road segment. For instance, these vehicles can collect one or more prior road conditions corresponding to the first road segment while traversing it. Then, these vehicles can send this collected road condition information to a cloud device. The cloud device performs verification, comparison, deduplication, and updating of the road conditions collected by multiple vehicles to form prior road conditions, which are then distributed to the vehicles. Alternatively, for example, each vehicle can first deduplicate and update its collected road conditions before sending them to the cloud device. The cloud device receives the road conditions from these vehicles, merges them to form prior road conditions, and then distributes these prior road conditions to the vehicles. For example, a description of the cloud device can be found in the foregoing introduction.

[0090] Based on the above description, in one possible implementation, obtaining the first information may include the controller of the first vehicle receiving prior road conditions for the first road segment from a cloud device. For example, since the prior road conditions include the location information of previously slippery surfaces ahead of the vehicle, the first vehicle can send its own location information to the cloud device. Alternatively, the first vehicle can send the starting point location information of the first road segment to the cloud device. The cloud device can directly receive the starting point location information of the first road segment, or determine the starting point location information of the first road segment based on the location information of the first vehicle. Then, it combines the location information of the slippery surfaces included in the prior road conditions to search for one or more prior road conditions on the first road segment in the prior road condition database. Then, the cloud device sends the data of the one or more prior road conditions to the first vehicle.

[0091] Alternatively, in another possible implementation, the cloud device can periodically send prior road information to the first vehicle. The first vehicle can store the received prior road information to form its own prior road information database. Alternatively, the first vehicle can request prior road information from the cloud device for its current location and / or the next area it will travel to, and store this information in its own prior road information database. This area could be, for example, a village, a town, a county, a city, or a district within a city, or it could be an area of ​​a custom size; this embodiment does not impose any limitations on this. Then, obtaining the first information can include the first vehicle's controller searching its own prior road information database for the prior road information of the first road segment. For example, the first vehicle can search its own prior road information database for one or more prior road conditions on the first road segment based on its real-time location information or the starting point location information of the first road segment.

[0092] It is understood that the above description of obtaining the prior road conditions of the first road segment is merely an example and does not constitute a limitation on the embodiments of this application.

[0093] Based on the above description, after obtaining the prior road conditions of the first road segment, the controller of the first vehicle can identify the type of slip surface that one or more wheels of the first vehicle will traverse based on these prior road conditions. For ease of understanding, let's take one of the prior road conditions included in the prior road conditions of the first road segment as an example.

[0094] As described above, in one possible implementation, the prior road condition can include at least the positioning information of a preset reference point related to the vehicle when the vehicle previously collected road conditions, the type of the slippery road surface in front of the vehicle, and the relative time distance information between the preset reference point and the slippery road surface. Furthermore, based on the description of the first vehicle's controller acquiring the prior road condition, the distance difference between the real-time positioning information of the preset reference point related to the first vehicle and the positioning information of the preset reference point related to the previous vehicle is less than or equal to the first preset threshold. Therefore, it is considered that the difference between the two positioning information is within an acceptable range, and the positioning information of the preset reference point related to the previous vehicle is equivalent to the real-time positioning information of the preset reference point related to the first vehicle. Thus, the relative time distance information included in the prior road condition can be considered as the relative time distance information between the preset reference point related to the first vehicle and the slippery road surface. Alternatively, the relative time distance information between the preset reference point related to the first vehicle and the slippery road surface can be calculated from the positioning information of the preset reference point related to the previous vehicle using the distance difference between the real-time positioning information of the preset reference point related to the first vehicle and the positioning information of the preset reference point related to the previous vehicle. The specific calculation process for this conversion is not detailed in this embodiment. Furthermore, the type of slip surface ahead of the vehicle included in the prior road conditions can be considered the type of slip surface ahead of the first vehicle. That is, it is considered the type of slip surface that one or more wheels of the first vehicle will traverse. In addition, since the relative time distance information between the preset reference point related to the first vehicle and the slip surface is known, combined with the vehicle's wheelbase, the time distance information between one or more wheels of the first vehicle and the slip surface to be traversed can be calculated. The specific calculation process is not detailed in this embodiment. The time distance information between the wheels and the slip surface to be traversed can be used to determine the timing of subsequent slip control; see the relevant descriptions below for details, which will not be elaborated here.

[0095] In another possible implementation, the aforementioned prior road condition may at least include: the road surface type of the slip surface previously encountered by the vehicle, and the positioning information of that slip surface. Based on this, the road surface type of the slip surface indicated by the prior road condition can be considered as the road surface type of the slip surface in front of the first vehicle. Furthermore, the controller of the first vehicle, combining the positioning information of the preset reference point related to the first vehicle and the positioning information of the slip surface, can determine the relative time distance information between the preset reference point related to the first vehicle and the slip surface. Then, by combining the wheelbase of the vehicle, the time distance information between one or more wheels of the first vehicle and the slip surface to be traversed can be calculated. The specific calculation process is not described in detail in the embodiments of this application.

[0096] In one possible implementation, the aforementioned prior road condition may further include information about the lane where the skid surface in front of the vehicle was located. This lane information can be used to further assist in determining the location of the skid surface in front of the vehicle, so as to more accurately determine the time distance information between one or more wheels of the first vehicle and the skid surface to be traversed.

[0097] In one possible implementation, the aforementioned prior road conditions may also include elevation information corresponding to the skid surface previously seen ahead of the vehicle. This elevation information can be used to refine the skid surface information or correct the type of skid surface. This can thus more accurately assist the vehicle in identifying the specific type of skid surface.

[0098] It is understood that the above mainly uses a single prior road condition as an example. If the prior road conditions of the first road segment include multiple prior road conditions, then each prior road condition can refer to the above implementation to determine the type of slip surface that one or more wheels of the first vehicle will pass through and its corresponding relative time distance information. This application embodiment does not impose any limitations on this.

[0099] In one possible implementation, the type of slip surface that the wheels of the first vehicle will traverse can be determined based on the road conditions that the first vehicle anticipates for the road section ahead.

[0100] For example, the road segment ahead may be, for example, the first road segment mentioned above, or a portion of the first road segment closer to the first vehicle. For example, the forward-looking road conditions at least indicate the time-distance information between the first vehicle and the slippery surface ahead, and the surface type of the slippery surface.

[0101] For example, the aforementioned road conditions may include at least the road surface type of the slip surface in front of the first vehicle and the relative time distance information between the first vehicle and the slip surface. This relative time distance information between the first vehicle and the slip surface is the relative time distance information between a preset reference point related to the first vehicle and the slip surface. For a description of the road surface type and relative time distance information, please refer to the preceding description; it will not be repeated here.

[0102] Optionally, the aforementioned road conditions may also include information about the lane where the skid surface is located, and / or the elevation information corresponding to the skid surface. Similarly, this lane information and elevation information can be referred to the foregoing description, and will not be repeated here.

[0103] For example, the road conditions predicted by the first vehicle for the road segment ahead can be obtained through data analysis collected by the first vehicle's cameras and / or sensors such as radar. This application embodiment does not limit the specific analysis implementation process. In one possible implementation, the road conditions for the road segment ahead can be predicted through the first vehicle's intelligent driving system (e.g., an advanced driver assistance system (ADS)). Then, the intelligent driving system transmits the predicted road conditions to the first vehicle's controller via a bus. This bus may include, but is not limited to, a controller area network (CAN) bus, a controller area network flexible data-rate (CANFD) bus, a controller area network extended large frames (CAN_XL) bus, an Ethernet bus, a low-voltage differential signaling (LVDS) bus, a FlexRay bus, or a local interconnect network (LIN) bus, etc.

[0104] For example, in one possible implementation, the types of slip surfaces that can be identified during the first vehicle's pre-aiming process are fewer than the types of slip surfaces that can be included in the prior road conditions. This is because the first vehicle has a lower configuration and lower algorithm capability, resulting in fewer recognizable road surface types. The prior road conditions, however, are obtained through multi-vehicle crowdfunding, so higher-configuration vehicles can identify more road surface types. Therefore, the crowdfunded prior road conditions include more road surface types, making the prior road condition information more accurate. Based on this, in one possible implementation, the reliability priority of the prior road conditions for the first road segment is higher than that of the road conditions pre-aimed by the first vehicle.

[0105] Based on the above description, after the controller of the first vehicle obtains the road conditions previewed by the first vehicle for the road segment ahead, it can identify the type of slip surface that one or more wheels of the first vehicle will traverse based on these previewed road conditions. For example, since the previewed road conditions are obtained by the first vehicle in real time, the type of slip surface ahead of the first vehicle can be considered the type of slip surface that one or more wheels of the first vehicle will traverse. Then, based on the relative time distance information between the preset reference point related to the first vehicle and the slip surface, and the wheelbase of the first vehicle, the relative time distance information between one or more wheels of the first vehicle and the slip surface can be calculated.

[0106] In one possible implementation, the road conditions that the first vehicle anticipates for the road segment ahead may also include information about the lane where the slip surface ahead of the first vehicle is located. This lane information can be used to further assist in determining the position of the slip surface ahead of the first vehicle, so as to more accurately determine the time distance information between one or more wheels of the first vehicle and the slip surface that it is about to pass.

[0107] In one possible implementation, the road conditions that the first vehicle anticipates for the road segment ahead may also include elevation information corresponding to the slippery surface ahead of the first vehicle. This elevation information can be used to refine the information about the slippery surface or correct its type. This can more accurately assist the first vehicle in identifying the specific type of slippery surface.

[0108] In one possible implementation, the type of slip surface that the wheels of the first vehicle will traverse can be determined based on the prior road conditions of the first road segment and the road conditions that the first vehicle anticipates for the preceding road segment. For example, in one possible implementation, the prior road conditions of the first road segment and the road conditions that the first vehicle anticipates for the preceding road segment can be arbitrated and fused. Then, the type of slip surface that the wheels of the first vehicle will traverse is identified based on the fused road conditions. For example, the fusion rules may include, but are not limited to: the type of slip surface at the same location is based on the road conditions indicated by the prior road conditions of the first road segment, and / or if the anticipation indicates that a certain location belongs to a slip surface, but the prior road conditions do not indicate that the location belongs to a slip surface, then the anticipation information is used. Based on this fusion rule, a more comprehensive and accurate road condition for the first road segment can be obtained. The fused road condition can also include the type of slip surface ahead of the first vehicle, and the relative time distance information between the first vehicle's associated preset reference point and the slip surface. Optionally, it may also include information about the lane where the slip surface in front of the first vehicle is located, and / or the elevation information corresponding to the slip surface in front of the first vehicle. Based on this information, the surface type of the slip surface that one or more wheels of the first vehicle will traverse can be determined. The relative time distance information between one or more wheels of the first vehicle and the slip surface can also be determined. For specific implementation details, please refer to the foregoing description, which will not be repeated here.

[0109] For example, in another possible implementation, a road condition result (hereinafter referred to as the first road condition result) can be determined based on the prior road conditions of the first road segment. This first road condition result includes the surface type of the slip surface that one or more wheels of the first vehicle will traverse and its corresponding relative time distance information. Specific implementation details can be found in the above description and will not be repeated here. Then, a road condition result (hereinafter referred to as the second road condition result) can also be determined based on the road conditions that the first vehicle anticipates for the road segment ahead. This second road condition result also includes the surface type of the slip surface that one or more wheels of the first vehicle will traverse and its corresponding relative time distance information. The two road condition results are then fused. The fused road condition is taken as the road condition ahead of the first vehicle. An example implementation of the fusion is described below.

[0110] In one example, the reliability priority of the prior road conditions of the first road segment is higher than that of the road conditions anticipated by the first vehicle. Based on this, the reliability priority of the first road condition result is higher than that of the second road condition result. For example, if the difference between the relative time-distance information corresponding to the same wheel in the first and second road condition results is less than or equal to a second preset threshold, and the road surface type of the slip surface that the wheel will traverse is different in the first and second road condition results, then the road surface type of the slip surface corresponding to the wheel in the first road condition result shall prevail. For ease of understanding, an example is given. For instance, suppose the first road condition result indicates that there is a bridge joint metal connecting plate at a location 10 meters from the front wheel of the first vehicle. The second road condition result indicates that there is a connecting road surface at a location 10 meters from the front wheel of the first vehicle. Then, based on the first road condition result, the road surface type of the slip surface at a location 10 meters from the front wheel of the first vehicle is determined to be a bridge joint metal connecting plate. Here, time-distance information is used as the distance example; the following examples are similar. It should be understood that this is merely an example and does not constitute a limitation on the embodiments of this application.

[0111] In one example, if the second road condition result includes road conditions not present in the first road condition result, the information from the two road condition results can be combined to obtain the road conditions ahead of the first vehicle. For ease of understanding, an example is given. For instance, suppose the second road condition result indicates snow 10 meters from the front wheels of the first vehicle and also indicates a mixed snow and ice surface 5 meters from the right front wheel of the first vehicle. The first road condition result indicates snow 10 meters from the front wheels of the first vehicle. Then, by combining the two road condition results, the road conditions ahead of the first vehicle are determined to be: snow 10 meters from the front wheels of the first vehicle and a mixed snow and ice surface 5 meters from the right front wheel of the first vehicle. Alternatively, for example, suppose the second road condition result indicates a mixed snow and ice surface 5 meters from the right front wheel of the first vehicle. The first road condition result indicates snow 10 meters from the front wheels of the first vehicle. Then, by combining the two road condition results, the road conditions ahead of the first vehicle are determined to be: snow 10 meters from the front wheels of the first vehicle and a mixed snow and ice surface 5 meters from the right front wheel of the first vehicle. It is understood that this is merely an example and does not constitute a limitation on the embodiments of this application.

[0112] The reason for merging the information from the two road condition results to obtain the road conditions ahead of the first vehicle is that the prior road conditions of the first road segment are updated periodically, while the road conditions anticipated by the first vehicle are acquired in real time. Therefore, if the road conditions anticipated by the first vehicle include road surface types not present in the prior road conditions of the first road segment, it can be assumed that the slip surface indicated by that road surface type exists.

[0113] It is understood that the implementation methods described above are merely examples and do not constitute a limitation on the embodiments of this application.

[0114] In one possible implementation, the first information may further include the predicted degree of slippage of the first vehicle. Exemplarily, this degree of slippage can be represented by a slippage coefficient. This slippage coefficient includes various calculation methods, which are described below.

[0115] In one possible implementation, the slip coefficient is the ratio of the absolute value of the difference between the wheel speed and the vehicle speed to a first threshold, hereinafter referred to as the first slip coefficient. The vehicle speed can be the real-time detected speed of the first vehicle. The wheel speed is the rotational speed of the first vehicle's wheels, which can be obtained through wheel speed sensors. The first threshold can be a preset threshold, and its value range can be any value greater than 0, for example, and can be set according to actual conditions. For example, if the absolute value of the difference between the vehicle speed and the wheel speed is greater than or equal to the first threshold, it is considered that the first vehicle is about to slip. Furthermore, the larger the value of the first slip coefficient, the greater the degree of slippage of the first vehicle.

[0116] In one possible implementation, the slip coefficient is the ratio of the absolute value of the difference between the first length and the second length to a second threshold. Hereinafter, this slip coefficient will be referred to simply as the second slip coefficient. The first length is the distance traveled by the vehicle per unit time. The second length is the length obtained by multiplying the radius of the wheel by the arc it rotates per unit time. The unit time can be any value between 1 microsecond and 1 second. The second threshold can be a preset threshold, and its value range can be any value greater than 0, specifically set according to actual conditions. For example, if the absolute value of the difference between the first length and the second length is greater than or equal to the second threshold, it is considered that the first vehicle is about to slip. Furthermore, the larger the value of the second slip coefficient, the greater the degree of slippage of the first vehicle.

[0117] In one possible implementation, the slip coefficient is the ratio of wheel acceleration to vehicle acceleration, hereinafter referred to as the third slip coefficient. The wheel acceleration reflects the change in the rotational speed of the first vehicle's wheels and can be obtained by differentiating the wheel speed. The vehicle acceleration can be obtained by differentiating the vehicle speed. For example, if the ratio of wheel acceleration to vehicle acceleration is not equal to 1, it is considered that the first vehicle is about to slip. If the ratio is equal to 1, it indicates that the wheels and the vehicle body are maintaining a constant speed difference or moving at a constant speed, and no slip has occurred. The larger the absolute value of the difference between the third slip coefficient and 1, the greater the degree of slippage of the first vehicle.

[0118] In one possible implementation, the impending slip of the first vehicle can be determined if at least two of the following three conditions are met: Condition 1: The absolute value of the difference between the vehicle speed and the wheel speed is greater than or equal to the first threshold. Condition 2: The absolute value of the difference between the first length and the second length is greater than or equal to the second threshold. Condition 3: The wheel acceleration is greater than or equal to the third threshold. For example, in this case, the maximum slip coefficient corresponding to the met conditions can be selected to represent the degree of slip. Alternatively, the degree of slip can be represented by a weighted average of the slip coefficients corresponding to the met conditions. For instance, suppose that conditions 2 and 3 must be met to determine if the first vehicle is about to slip. And suppose that the second slip coefficient corresponding to condition 2 is greater than the third slip coefficient corresponding to condition 3. Then the degree of vehicle slip can be represented by the third slip coefficient. Alternatively, a weighted average of the second and third slip coefficients can be calculated, and the degree of vehicle slip can be represented by this weighted average. It is understood that conditions 2 and 3 are mainly used as examples here; other cases are similar and will not be elaborated further.

[0119] Alternatively, in another possible implementation, it can be determined that the first vehicle is about to slip if it is determined that there is a slipping surface in front of the vehicle (such as the aforementioned bridge joint metal connecting plate, rain-paved road surface, or epoxy flooring with a water film), and at least one of the above three conditions is met.

[0120] It is understood that the above calculation method for the slip coefficient is merely an example and does not constitute a limitation on the embodiments of this application. In specific implementations, other existing slip coefficient calculation methods or calculation methods obtained by modifying the above calculation methods can also be used, and the embodiments of this application do not impose any limitations on this.

[0121] In one possible implementation, the aforementioned first information may further include the motion state of the first vehicle. This motion state may include the vehicle being in a turning, U-turn, tilting, or skidding state. For example, the specific motion state can be identified based on the prior road conditions and / or predicted road conditions of the first road segment, including the lane curvature and / or lane curve type, as well as the vehicle speed information, steering wheel angle information, overall vehicle yaw angle, roll angle, pitch angle, and the corresponding angular velocity, change angle, and angular acceleration of each of the yaw angle, roll angle, and pitch angle. For example, this information can be input into a preset algorithm model, and after processing by the model, the corresponding motion state can be output. This model may be, for example, a pre-trained neural network model or machine learning model. Alternatively, for example, the corresponding motion state can be analyzed based on this information according to preset rules; this application embodiment does not limit the specific analysis process. For example, the turning state can be further divided into large turns, small turns, and sharp turns. For example, the U-turn state can be divided into on-the-spot U-turns or lane-changing U-turns. It is understood that these specific states are determined based on specific input information and related model processing or analysis rules, and the embodiments of this application do not impose any limitations on them.

[0122] For example, the aforementioned steering wheel angle information, vehicle yaw angle, roll angle, pitch angle, and the corresponding angular velocity, change angle, and angular acceleration of each yaw angle, roll angle, and pitch angle are calculated based on sensor data from the vehicle chassis domain. The specific calculation method is not limited in this application embodiment.

[0123] In one possible implementation, the aforementioned first information may further include the driving behavior of the first vehicle. Exemplarily, this driving behavior may include acceleration / deceleration, braking, cornering, or steering. Acceleration / deceleration may include, for example, rapid acceleration and rapid deceleration. Exemplarily, cornering refers to the process of a vehicle navigating a curve. During this process, the vehicle needs to travel along the curve, which may involve deceleration or steering to ensure the vehicle smoothly passes through the curve. Steering refers to the vehicle changing its direction of travel by operating the steering wheel. Steering can occur on straight roads or curves, primarily achieved through the driver's operation. Exemplarily, this driving behavior may be determined based on one or more of the following: the vehicle's gear information, steering wheel angle information, accelerator pedal information, brake pedal information, or driving mode information. Exemplarily, this information can be input into a preset algorithm model, and after processing by the model, the corresponding driving behavior can be output. This model may be, for example, a pre-trained neural network model or machine learning model. Alternatively, exemplarily, the corresponding driving behavior can be analyzed based on this information according to preset rules; this embodiment does not limit the specific analysis process.

[0124] It is understood that the above description of the implementation process for obtaining the first information is merely an example and does not constitute a limitation on the embodiments of this application.

[0125] S202, The controller of the first vehicle obtains the target active force to be output by the suspension of the first vehicle according to the first information; the target active force includes the downforce acting on one or more wheels of the vehicle and pointing towards the ground.

[0126] For example, the aforementioned target driving force can be used to increase the vehicle's adhesion to the road surface.

[0127] For example, after obtaining the first information, the controller of the first vehicle can determine the target active force to be output by the suspension based on the first information. This will be described exemplarily below.

[0128] In one possible implementation, the first information includes the type of slip surface that one or more wheels of the first vehicle will traverse. That is, the target active force to be output by the suspension on one or more wheels can be determined based on the type of slip surface that the one or more wheels will traverse. For example, the target active force to be output by the suspension on the left front wheel can be determined based on the type of slip surface that the vehicle's left front wheel will traverse. The same applies to other wheels, and will not be elaborated further. The following example demonstrates determining the target active force to be output by the suspension on any one wheel of the first vehicle.

[0129] In one possible implementation, the adhesion between the wheel and the slippery surface will first be determined based on the type of slippery surface the wheel will traverse. Then, the target active force to be output by the suspension on that wheel is determined based on this adhesion and the vehicle's configuration parameters. For example, these configuration parameters may include vehicle weight, as well as relationship parameters such as the relationship between current and damping force, stiffness and current, motor speed and lifting force, and motor speed and lifting pressure.

[0130] For example, the adhesion force can be determined by looking up a table, using a pre-fitted mathematical relation, or a preset algorithm model. For instance, a mapping table between the types of slip surfaces and their corresponding adhesion forces is pre-configured in the first vehicle. The type of slip surface the first wheel will traverse is known. Therefore, the adhesion force corresponding to that slip surface type can be found in the mapping table. Alternatively, the type of slip surface the first wheel will traverse can be parameterized, and then the parameterized slip surface type data can be input into a pre-fitted mathematical relation to calculate the corresponding adhesion force. Alternatively, the type of slip surface the first wheel will traverse can be input into a pre-trained model, and the corresponding adhesion force can be output after model processing. This model can be, for example, a machine learning model or a neural network model, etc., and this embodiment does not limit this. After obtaining the adhesion force, the target active force to be output by the suspension on the wheel can be determined by combining it with the vehicle's configuration parameters. Similarly, the target active force can be determined by looking up a table, using a pre-fitted mathematical relation, or a preset algorithm model. These implementations are described above and will not be repeated here.

[0131] In one possible implementation, the first information includes the type of slip surface that one or more wheels of the first vehicle will traverse and the predicted degree of slippage of the first vehicle. That is, the target active force to be output by the suspension on the one or more wheels can be determined based on the type of slip surface that the one or more wheels will traverse and the predicted degree of slippage of the first vehicle. The following example illustrates determining the target active force to be output by the suspension on any one wheel of the first vehicle.

[0132] In one possible implementation, the adhesion between the wheel and the slippery surface will first be determined based on the type of slippery surface the wheel will traverse and the predicted degree of slippage of the first vehicle. Then, based on this adhesion and the vehicle's configuration parameters, the target active force to be output by the suspension on that wheel is determined. For example, these configuration parameters may include vehicle weight, as well as relationship parameters such as the relationship between current and damping force, stiffness and current, motor speed and lifting force, and motor speed and lifting pressure.

[0133] For example, the adhesion force can be determined by looking up a table, using a pre-fitted mathematical formula, or a preset algorithm model. For instance, a mapping table between the type of slip surface, the predicted slip degree of the first vehicle, and the corresponding adhesion force is pre-configured in the first vehicle. The type of slip surface the first wheel will traverse and the predicted slip degree of the first vehicle are known. The corresponding adhesion force can then be found in this mapping table. Alternatively, the type of slip surface the first wheel will traverse and the predicted slip degree of the first vehicle can be parameterized. The slip degree parameterization is the slip coefficient described above. Then, the parameterized slip surface type data and slip coefficient are input into a pre-fitted mathematical formula to calculate the corresponding adhesion force. Alternatively, the type of slip surface the first wheel will traverse and the slip coefficient corresponding to the slip degree can be input into a pre-trained model, and the corresponding adhesion force can be output after model processing. This model can be, for example, a machine learning model or a neural network model, etc., and this application embodiment does not limit this. After obtaining the adhesion force, the target active force to be output by the suspension on the wheels can be determined by combining it with the vehicle's configuration parameters. For example, similarly, the target active force can be determined by looking up a table, using a pre-fitted mathematical formula, or a preset algorithm model. These implementations are described above and will not be repeated here.

[0134] In one possible implementation, the first information includes the type of slip surface that one or more wheels of the first vehicle will traverse, the predicted degree of slippage of the first vehicle, and the motion state of the first vehicle. That is, the target active force to be output by the suspension on the one or more wheels can be determined based on the type of slip surface that the one or more wheels will traverse, the predicted degree of slippage of the first vehicle, and the motion state of the first vehicle. The following example illustrates determining the target active force to be output by the suspension on any one wheel of the first vehicle.

[0135] In one possible implementation, the adhesion force between the wheel and the slippery surface will first be determined based on the type of slippery surface the wheel will traverse, the predicted degree of slippage of the first vehicle, and the motion state of the first vehicle. Then, based on this adhesion force and the vehicle's configuration parameters, the target active force to be output by the suspension on that wheel is determined. For example, these configuration parameters may include vehicle weight, as well as relationship parameters such as the relationship between current and damping force, stiffness and current, motor speed and lifting force, and motor speed and lifting pressure.

[0136] For example, the adhesion force can be determined by looking up a table, using a pre-fitted mathematical formula, or a pre-defined algorithm model. For instance, a mapping table is pre-configured in the first vehicle, showing the type of slip surface, the predicted degree of slip of the first vehicle, the motion state of the first vehicle, and the corresponding adhesion force. Given the known type of slip surface the first wheel will traverse, the predicted degree of slip of the first vehicle, and the motion state of the first vehicle, the corresponding adhesion force can be found in this mapping table. Alternatively, the type of slip surface the first wheel will traverse, the predicted degree of slip of the first vehicle, and the motion state of the first vehicle can be parameterized. The slip degree parameterization is the slip coefficient described above. Then, the parameterized slip surface type data, the motion state data of the first vehicle, and the slip coefficient are input into a pre-fitted mathematical formula to calculate the corresponding adhesion force. Alternatively, the type of slip surface the first wheel will traverse, the slip coefficient corresponding to the degree of slip, and the motion state of the first vehicle can be input into a pre-trained model, and the model can output the corresponding adhesion force after processing. The model can be, for example, a machine learning model or a neural network model, and this application embodiment is not limited to this. After obtaining the adhesion force, the target active force to be output by the suspension on the wheel can be determined by combining the vehicle configuration parameters mentioned above. For example, similarly, the target active force can be determined by looking up a table, a pre-fitted mathematical relation, or a preset algorithm model. These implementations are described above and will not be repeated.

[0137] In one possible implementation, the first information includes the type of slip surface that one or more wheels of the first vehicle will traverse, the predicted degree of slippage of the first vehicle, the motion state of the first vehicle, and the driving behavior of the first vehicle. That is, based on the type of slip surface that the one or more wheels will traverse, the predicted degree of slippage of the first vehicle, the motion state of the first vehicle, and the driving behavior of the first vehicle, the target active force to be output by the suspension on the one or more wheels can be determined accordingly. The following example illustrates determining the target active force to be output by the suspension on any one wheel of the first vehicle.

[0138] In one possible implementation, the adhesion between the wheel and the slippery surface will first be determined based on the type of slippery surface the wheel will traverse, the predicted degree of slippage of the first vehicle, the vehicle's motion state, and its driving behavior. Then, based on this adhesion and the vehicle's configuration parameters, the target active force to be output by the suspension on that wheel is determined. For example, these configuration parameters may include vehicle weight, as well as relationship parameters such as the relationship between current and damping force, stiffness and current, motor speed and lifting force, and motor speed and lifting pressure.

[0139] For example, the adhesion force can be determined by looking up a table, using a pre-fitted mathematical formula, or a preset algorithm model. For instance, a mapping table is pre-configured in the first vehicle, relating the type of slip surface, the predicted slip degree of the first vehicle, the vehicle's motion state, the vehicle's driving behavior, and the corresponding adhesion force. Given the known type of slip surface the first wheel will traverse, the predicted slip degree of the first vehicle, the vehicle's motion state, and the vehicle's driving behavior, the corresponding adhesion force can be found in this mapping table. Alternatively, the type of slip surface the first wheel will traverse, the predicted slip degree of the first vehicle, the vehicle's motion state, and the vehicle's driving behavior can be parameterized. The slip degree parameterization is the slip coefficient described above. Then, the parameterized slip surface type data, motion state data, driving behavior, and slip coefficient are input into a pre-fitted mathematical formula to calculate the corresponding adhesion force. Alternatively, for example, the type of slip surface the first wheel will traverse, the slip coefficient corresponding to the degree of slip, the motion state of the first vehicle, and the driving behavior of the first vehicle can be input into a pre-trained model. After processing by the model, the corresponding adhesion force can be output. This model can be, for example, a machine learning model or a neural network model, etc., and this application embodiment does not limit it. After obtaining the adhesion force, the target active force to be output by the suspension on the wheel can be determined by combining the above-mentioned vehicle configuration parameters. For example, similarly, the target active force can be determined by looking up a table, a pre-fitted mathematical relationship, or a preset algorithm model. These implementations are described above and will not be repeated.

[0140] In one possible implementation, if the type of slip surface that one or more wheels of the first vehicle will traverse is an extremely low-adhesion scenario, such as epoxy flooring with a water film, ice, or paved surfaces with a water film after rain, the target active force to be output on the wheel suspension can be set to its maximum value. This maximum value can be the maximum active force that the suspension can provide. The specific value can be determined according to the specific suspension characteristics, and this application embodiment does not impose any limitations on it. This implementation method can simplify scene control and save computing resources. It is particularly suitable for situations where the controller's computing power is insufficient or the CPU load is high.

[0141] It is understood that the above-described method for obtaining the target active force to be output by the suspension on the wheel is merely an example and does not constitute a limitation of the embodiments of this application.

[0142] S203, The controller of the first vehicle controls the suspension to output the target active force.

[0143] For example, after obtaining the target active force to be output by the suspension on one or more wheels of the first vehicle, the suspension on the corresponding wheel can be controlled to output the corresponding target active force.

[0144] For example, as described above, the time distance information between each wheel and the corresponding slip surface it will traverse is not necessarily the same. To more accurately output the target active force of the suspension on each wheel, a trigger signal can be set to trigger the output of the corresponding target active force. The generation time of this trigger signal is determined based on the real-time calculated time distance information between the wheel and the slip surface it will traverse. For ease of understanding, let's take any one wheel in the first vehicle (referred to as the first wheel) as an example. Assume the time distance information between the first wheel and the slip surface indicates that the travel time between the first wheel and the slip surface is 'a' seconds. Then, a countdown timer can be set based on this travel time. The duration of this countdown can be, for example, 'b' seconds, where 'b' is less than or equal to 'a'. 'a' and 'b' are greater than or equal to zero. When the countdown ends, the controller of the first vehicle can set the preset trigger adjustment flag to '1', thereby generating a trigger signal. Then, based on this trigger signal, the suspension on the corresponding first wheel is controlled to output the corresponding active force.

[0145] For example, if the time-distance information between different wheels on the first wheel and the slippery road surface they are about to traverse is different, then the triggering times of the suspension active force output on each wheel will be different. For instance, suppose the second wheel and the third wheel are any two wheels in the first vehicle. The suspension active force acting on the second wheel is referred to as the second active force. The suspension active force acting on the third wheel is referred to as the third active force. Then, the triggering times of the triggering signals output by the second active force and the third active force are different.

[0146] For example, in one possible implementation, the controller of the first vehicle can also convert the target active force to be output by the suspension on the wheels into parameters of an equivalent action form. For example, it can be converted into the torque, speed, or on / off state of the motor, or the voltage or current of the damping valve, or the pressure, electromagnetic force, or stress of the shock absorber, etc. This application embodiment does not limit the specific conversion method. Then, based on the converted parameters, the corresponding devices (e.g., motor, damping valve, or shock absorber, etc.) are controlled to operate, thereby outputting the corresponding target active force.

[0147] For example, as described above, the target active force output by this suspension is a vertical force acting on the wheels and directed towards the ground, which can be used to increase the vehicle's adhesion to the road surface. An example is given below for clarity.

[0148] For example, the above-described suspension is a fully active electro-hydraulic suspension. For instance, the oil inflow (i.e., hydraulic oil flows into the upper chamber) and oil outflow (i.e., hydraulic oil flows out of the lower chamber) of one or more wheel-corresponding shock absorbers can be controlled by adjusting the motor's speed or torque, and / or adjusting the current or voltage of the damping valve. This creates a pressure difference between the upper and lower chambers, with the pressure in the upper chamber being greater than that in the lower chamber, thereby pushing the piston corresponding to the shock absorber downwards. The target active force output through the piston rod is then the downward pressure. This pressure acts on the wheel, increasing the friction between the wheel and the ground, thereby increasing the vehicle's adhesion to the road surface.

[0149] For example, the above-described suspension is a fully active pure electric motor suspension system. For instance, the vehicle body can be quickly lowered by outputting the target active force through motor-driven connecting devices such as pulleys, reduction mechanisms, and mechanical torsion bars. As the vehicle body lowers, the vehicle's center of gravity shifts downward, thereby increasing the downward pressure on the vehicle body and thus improving the friction between the tires and the ground.

[0150] In one possible implementation, the first vehicle can also detect the main force output by the suspension on the wheels in real time. For example, the output main force can be detected directly by sensors, or indirectly calculated by detecting pressure or current. Then, it can be determined whether the output main force meets the target active force required. If not, the parameters of the corresponding devices can be adjusted to achieve the desired target active force output from the suspension on the wheels.

[0151] For example, based on the above implementation scheme, on the one hand, by outputting the target active force of downward pressure through the vehicle suspension, the problem of lateral slippage or skidding of the vehicle in low-traction scenarios (such as the slippery road surface described above) can be solved. Especially in high-speed cornering scenarios and road surface scenarios with virtually zero traction, it can suppress the vehicle's tendency to sideslip and save the driver's life. On the other hand, by outputting the target active force of downward pressure through the vehicle suspension, a certain amount of ground adhesion is provided, which can also solve the problem of longitudinal slippage or skidding of the vehicle, thereby suppressing the tendency of the vehicle to lose stability. Other methods in the industry are basically unable to solve the slippage or skidding problem in scenarios with virtually zero force.

[0152] In summary, this solution can identify potential slip surfaces encountered by the vehicle during driving in advance to determine the appropriate active suspension force to be output. This active force is used to increase the vehicle's traction and suppress slippage. Furthermore, this solution can refine the slippage scenario by combining one or more of the predicted slippage degree, vehicle motion state, and driving behavior. The suspension active force determined based on this refined scenario is more targeted and can more accurately suppress vehicle slippage, thus improving the slippage suppression effect.

[0153] On the other hand, the above-mentioned solution can also achieve accurate identification of slip surfaces based on prior or anticipated road conditions, reducing adverse effects caused by misjudgments. Furthermore, it can identify the type of slip surface ahead of the vehicle in advance, allowing for proactive preparation, eliminating suspension actuator response lag, and improving driving comfort and overall vehicle safety.

[0154] Furthermore, the above scheme can also refine the control of the target active force output by the suspension based on the slip coefficient, thereby indirectly controlling the vehicle's adhesion and increasing the vehicle's resistance to instability.

[0155] In one possible implementation, to facilitate understanding of a possible implementation of the vehicle skid control method described above, we will further introduce it below with reference to Figure 4.

[0156] As shown in Figure 4, the prior road conditions of the first road segment and the road conditions anticipated by the first vehicle can be input into the road condition calculation module. This module can determine the type of slip surface the wheels of the first vehicle will traverse based on the input information. Some or all of the vehicle speed, wheel speed, and wheel acceleration can be input into the slip recognition module. This module can predict whether the first vehicle will slip and calculate the specific degree of slip based on the input information. The prior road conditions and / or anticipated road conditions of the first road segment, as well as the chassis sensor data of the first vehicle, can be input into the vehicle motion state calculation module. This module can determine the motion state of the first vehicle based on the input information. Some or all of the vehicle's gear information, steering wheel angle information, accelerator pedal information, brake pedal information, and driving mode information can be input into the vehicle driving behavior calculation module. This module can determine the driving behavior of the first vehicle based on the input information. Then, some or all of the following information from the modules—the type of slip surface the first vehicle's wheels will traverse, the predicted degree of slip, the first vehicle's motion state, and the first vehicle's driving behavior—can be input into the active force control module. Based on the input information, the active force control module can determine the target active force to be output by the suspension on one or more wheels of the first vehicle. Then, based on the determined target active force, the active force control module can control the actuators on the corresponding wheels' suspensions to output the corresponding target active force. The specific implementation process of these steps can be found in the foregoing description and will not be repeated here.

[0157] The foregoing mainly describes the methods provided in the embodiments of this application. It is understood that the vehicle controller described above includes hardware structures and / or software modules corresponding to the execution of each function in order to achieve the corresponding functions. Based on the units and steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0158] This application embodiment can divide the device into functional modules according to the above method example. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0159] In the case of dividing each functional module according to its corresponding function, embodiments of this application also provide a vehicle controller for implementing any of the above methods. For example, a controller is provided that includes a unit (or means) for implementing each step in any of the above methods.

[0160] For example, please refer to Figure 5, which is a schematic diagram of the structure of a controller 500 provided in an embodiment of this application. The controller 500 shown in Figure 5 can be a controller for implementing the method of the first vehicle in any of the embodiments of Figure 2 and its possible implementations. The controller 500 may include an acquisition unit 501, a processing unit 502, and a control unit 503. Wherein:

[0161] The acquisition unit 501 is used to acquire first information; the first information includes the type of slip surface that the vehicle will pass through on the first road segment in front of the vehicle, and the coefficient of friction between different types of slip surface and the vehicle's wheels is different.

[0162] The processing unit 502 is used to obtain the target active force to be output by the vehicle suspension based on the first information; the target active force includes the downforce acting on one or more wheels of the vehicle and pointing towards the ground;

[0163] Control unit 503 is used to control the output target active force of the suspension.

[0164] In one possible implementation, when the suspension is a fully active electro-hydraulic suspension, the control unit 503 is specifically used to: control the hydraulic shock absorbers in the fully active electro-hydraulic suspension to output a target active force. Alternatively, when the suspension is a fully active pure electric suspension, the control unit 503 is specifically used to: control the fully active pure electric suspension, including a connecting device, to output a target active force, the connecting device connecting the vehicle's wheels and body.

[0165] In one possible implementation, the first information may also include one or more of the following: the predicted degree of vehicle slippage, the vehicle's motion state, and the vehicle's driving behavior; the vehicle's motion state indicates that the vehicle is turning, making a U-turn, tilting, or skidding; the driving behavior includes: acceleration / deceleration, braking, cornering, or steering.

[0166] In one possible implementation, the target active force includes a first active force acting on the first wheel of the vehicle; the first wheel is any wheel in the vehicle; the control unit 503 is specifically used to: control the suspension to output the first active force in response to a first trigger signal; the first active force is used to increase the adhesion of the first wheel to the road surface.

[0167] In one possible implementation, the generation time of the first trigger signal is determined based on the time distance information between the first wheel and the slippery road surface that the first wheel will pass through, which is calculated in real time.

[0168] In one possible implementation, the target active force includes a second active force acting on the second wheel of the vehicle, and a third active force acting on the third wheel of the vehicle; the second wheel and the third wheel are any two wheels in the vehicle; the control unit 503 is specifically used to: control the suspension to output the second active force in response to a second trigger signal, and control the suspension to output the third active force in response to a third trigger signal; the second active force is used to increase the adhesion of the second wheel to the road surface, the third active force is used to increase the adhesion of the third wheel to the road surface, and the triggering times of the second trigger signal and the third trigger signal are different.

[0169] In one possible implementation, the degree of slip is determined by one or more of a first slip coefficient, a second slip coefficient, and a third slip coefficient. The first slip coefficient is the ratio of the absolute value of the difference between the wheel speed and the vehicle speed to a first threshold. The second slip coefficient is the ratio of the absolute value of the difference between a first length and a second length to a second threshold, where the first length is the distance traveled by the vehicle per unit time, and the second length is the length obtained by multiplying the radius of the wheel by the arc it rotates per unit time. The third slip coefficient is the ratio of the vehicle's wheel acceleration to the vehicle's acceleration.

[0170] The specific operation and beneficial effects of each unit in the controller 500 shown in Figure 5 can be found in the descriptions in Figure 2 and its possible embodiments above, and will not be repeated here.

[0171] It should be understood that the division of the units in the controller described above is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the controller can be implemented by a processor calling software; for example, the controller includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the controller. The processor can be, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory can be internal to the controller or external to it. Alternatively, the units in the controller can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units. All units of the controller can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0172] In this application embodiment, a processor is a circuit with data processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a Neural Network Processing Unit (NPU), Tensor Processing Unit (TPU), or Deep Learning Processing Unit (DPU).

[0173] As can be seen, each unit in the controller above can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types.

[0174] Furthermore, the units in the above controller can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the controller. The at least one processor can be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0175] For example, referring to Figure 6, which is a schematic diagram of the structure of a possible physical entity of the controller provided in this application. The controller 600 shown in Figure 6 may be the controller of the first vehicle in the method described in the above embodiments. The controller 600 includes: a processor 601, a memory 602, and a communication interface 603. The processor 601, the communication interface 603, and the memory 602 may be interconnected or interconnected via a bus 604.

[0176] For example, memory 602 is used to store computer programs and data of controller 600. Memory 602 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0177] The software or program code required for all or part of the functions of the controller in the above method embodiments is stored in memory 602.

[0178] In one possible implementation, if the software or program code required for some functions is stored in memory 602, then processor 601, in addition to calling the program code in memory 602 to implement some functions, can also cooperate with other components to complete other functions described in the method embodiments. For example, it can cooperate with communication interface 603 to implement the function of receiving or sending data.

[0179] There can be multiple communication interfaces 603, which are used to support the controller 600 in communication, such as receiving or sending data or signals.

[0180] For example, processor 601 may be a CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types, as described above. Processor 601 may be used to read the program stored in memory 602 and execute the operations performed by the controller of the first vehicle in FIG2 and its possible embodiments.

[0181] The specific operation and beneficial effects of each unit in the controller 600 shown in Figure 6 can be found in the descriptions in Figure 2 and its possible method embodiments above, and will not be repeated here.

[0182] This application also provides a vehicle that includes the vehicle controller described in any of the above embodiments.

[0183] This application also provides a chip, which includes a processor and a memory. The memory stores computer programs or computer instructions, and the processor executes the computer programs or computer instructions stored in the memory, causing the chip to perform the operations performed by the controller of the first vehicle in FIG2 and its possible embodiments.

[0184] This application also provides a computer-readable storage medium storing a computer program or computer instructions, which are executed by a processor to implement the method implemented by the controller of the first vehicle in FIG2 and its possible embodiments. Exemplarily, the computer-readable storage medium may include, but is not limited to, various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0185] This application also provides a computer program product. When the computer program product is read and executed by a computer, the method implemented by the controller of the first vehicle in FIG2 and its possible embodiments will be executed. Exemplarily, the computer program product includes, but is not limited to, a computer program, code, or electronic (digital) signals used to transmit computer program instruction codes that can implement the method when the computer runs.

[0186] It should be understood that in the various embodiments of this application, the sequence number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0187] It should also be understood that the term “comprising” (also referred to as “includes”, “including”, “comprises” and / or “comprising”) as used in this specification specifies the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0188] It should also be understood that the phrases "an embodiment," "an embodiment," and "a possible implementation" used throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment or implementation is included in at least one embodiment of this application. Therefore, the phrases "in an embodiment," "an embodiment," or "a possible implementation" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0189] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle skid control method, characterized in that, The method is applied to a vehicle controller; the method includes: Obtain first information; the first information includes the type of slip surface that the vehicle will pass over on the first road segment in front of the vehicle, and the coefficient of friction between different types of slip surface and the vehicle's wheels is different; The target active force to be output by the vehicle suspension is obtained based on the first information; the target active force includes a downward force acting on one or more wheels of the vehicle and pointing towards the ground; Control the suspension to output the target active force.

2. The method according to claim 1, characterized in that, When the suspension is a fully active electro-hydraulic suspension, controlling the suspension to output the target active force includes: The hydraulic shock absorbers in the fully active electro-hydraulic suspension are controlled to output the target active force.

3. The method according to claim 1, characterized in that, When the suspension is a fully active pure electric motor suspension, controlling the suspension to output the target active force includes: The fully active pure electric motor suspension is controlled to output the target active force through a connecting device, which connects the vehicle's wheels and body.

4. The method according to any one of claims 1-3, characterized in that, The target active force includes a first active force acting on the first wheel of the vehicle; the first wheel is any wheel in the vehicle; The control of the suspension to output the target active force includes: In response to a first trigger signal, the suspension is controlled to output the first active force; The first active force is used to increase the adhesion of the first wheel on the road surface.

5. The method according to claim 4, characterized in that, The generation time of the first trigger signal is determined based on the time distance information between the first wheel and the slippery road surface that the first wheel will pass through, which is calculated in real time.

6. The method according to any one of claims 1-3, characterized in that, The target active force includes a second active force acting on the second wheel of the vehicle, and a third active force acting on the third wheel of the vehicle; the second wheel and the third wheel are any two wheels in the vehicle; The control of the suspension to output the target active force includes: The suspension is controlled to output the second active force in response to a second trigger signal, and the suspension is controlled to output the third active force in response to a third trigger signal; The second active force is used to increase the adhesion of the second wheel to the road surface, and the third active force is used to increase the adhesion of the third wheel to the road surface. The triggering times of the second trigger signal and the third trigger signal are different.

7. The method according to any one of claims 1-6, characterized in that, The first information also includes one or more of the following: the predicted degree of slippage of the vehicle, the motion state of the vehicle, and the driving behavior of the vehicle; The vehicle's motion status indicates that the vehicle is in a turning, U-turn, tilting, or skidding state; The driving behaviors mentioned include: acceleration and deceleration, braking and stopping, cornering and turning.

8. The method according to claim 7, characterized in that, The degree of slippage is determined by one or more of a first slippage coefficient, a second slippage coefficient, and a third slippage coefficient; The first slip coefficient is the ratio of the absolute value of the difference between wheel speed and vehicle speed to a first threshold. The second slip coefficient is the ratio of the absolute value of the difference between the first length and the second length to the second threshold. The first length is the distance traveled by the vehicle in a unit time, and the second length is the length obtained by multiplying the arc of the vehicle's wheel in the unit time by the radius of the wheel. The third slip coefficient is the ratio of the wheel acceleration of the vehicle to the vehicle's acceleration.

9. The method according to any one of claims 1-8, characterized in that, The type of slip surface that the vehicle will pass through includes the type of slip surface that one or more wheels of the vehicle will pass through; the type of slip surface that the wheels will pass through is determined based on the road conditions of the road segment ahead that the vehicle is aiming at and / or the prior road conditions of the first road segment; the prior road conditions are the road conditions obtained by fusing and processing the road conditions collected by multiple vehicles passing through the first road segment in the past.

10. The method according to any one of claims 1-9, characterized in that, The types of slip surface include: ice surface, snow surface, mixed ice and snow surface, waterlogged surface, epoxy flooring, bridge joint metal connection plate, split surface or butt surface.

11. A vehicle controller, characterized in that, The controller includes: The acquisition unit is used to acquire first information; the first information includes the type of slip surface that the vehicle will pass over on the first road segment in front of the vehicle, and the coefficient of friction between different types of slip surface and the wheels of the vehicle is different; The processing unit is configured to obtain the target active force to be output by the vehicle suspension based on the first information; the target active force includes a downward force acting on one or more wheels of the vehicle and pointing towards the ground; The control unit is used to control the suspension to output the target active force.

12. The controller according to claim 11, characterized in that, When the suspension is a fully active electro-hydraulic suspension, the control unit is specifically used to: control the hydraulic shock absorbers in the fully active electro-hydraulic suspension to output the target active force.

13. The controller according to claim 11, characterized in that, When the suspension is a fully active pure electric motor suspension, the control unit is specifically used to: control the fully active pure electric motor suspension to output the target active force, including the connecting device, wherein the connecting device connects the vehicle's wheels and body.

14. The controller according to claim 12 or 13, characterized in that, The target active force includes a first active force acting on the first wheel of the vehicle; the first wheel is any wheel in the vehicle; The control unit is specifically configured to: control the suspension to output the first active force in response to a first trigger signal; the first active force is used to increase the adhesion of the first wheel on the road surface.

15. The controller according to any one of claims 11-14, characterized in that, The first information also includes one or more of the following: the predicted degree of slippage of the vehicle, the motion state of the vehicle, and the driving behavior of the vehicle; The vehicle's motion status indicates that the vehicle is in a turning, U-turn, tilting, or skidding state; The driving behaviors mentioned include: acceleration and deceleration, braking and stopping, cornering and turning.

16. A vehicle controller, characterized in that, The controller includes a processor and a memory, wherein the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, causing the controller to perform the method as described in any one of claims 1-10.

17. A vehicle, characterized in that, The vehicle includes a controller for performing the method as described in any one of claims 1-10; or, the controller is the controller as described in any one of claims 11-15.

18. A computer program product, characterized in that, When the computer program product is executed by a processor, the method described in any one of claims 1-10 will be implemented.

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