Vehicle control method, related apparatus and vehicle

Abstract

A vehicle control method, a related apparatus, and a vehicle. The control method comprises: step 102, acquiring the drive mode of a vehicle and the state of a clutch; step 104, in response to determining that the drive mode is a direct drive mode and the state of the clutch is a non-disengagement state, acquiring power system information and vehicle speed information; and step 106, in response to determining that the power system information meets a preset first clutch disengagement condition, controlling the clutch to disengage, the first clutch disengagement condition being used for representing a condition that the power system information needs to meet when a wheel speed reduction rate exceeds a preset rate threshold; or, in response to determining that the vehicle speed information meets a preset second clutch disengagement condition, controlling the clutch to disengage, the second clutch disengagement condition being used for representing a condition that the vehicle speed information needs to meet when wheel locking up occurs to the vehicle. The method improves the accuracy and comprehensiveness of identifying emergency disengagement conditions of clutches, and can reduce the probability of the clutches failing to disengage.

Description

Vehicle control methods, related equipment and vehicles

[0001] This application claims priority to Chinese Patent Application No. 2024117501152, filed on December 2, 2024, entitled “Vehicle Control Method, Related Equipment and Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle power technology, and in particular to a vehicle control method, related equipment and vehicle. Background Technology

[0003] In hybrid vehicles operating under direct engine drive mode, the clutch is engaged, and the engine directly provides driving force. In the event of sudden braking or skidding, the clutch must be disengaged immediately to prevent engine stalling or severe vehicle jerking. However, current technology cannot accurately identify emergency clutch disengagement, leading to issues of incorrect or missed clutch engagement, which can pose safety hazards.

[0004] Technical content

[0005] In view of this, the purpose of this application is to propose a vehicle control method, related equipment and vehicle to solve the problem of inaccurate identification of clutch emergency disengagement conditions.

[0006] To achieve the above objectives, the first aspect of this application provides a vehicle control method, comprising:

[0007] Obtain the vehicle's drive mode and clutch status;

[0008] In response to determining that the drive mode is direct drive mode and the clutch is in the non-open state, powertrain information and vehicle speed information are acquired.

[0009] In response to determining that the power system information meets a preset first clutch engagement condition, the clutch is controlled to open, wherein the first clutch engagement condition characterizes the condition that the power system information must meet when the wheel speed reduction rate exceeds a preset rate threshold; or...

[0010] In response to determining that the vehicle speed information meets the preset second clutch opening condition, the clutch is controlled to open, wherein the second clutch opening condition is used to characterize the conditions that the vehicle speed information needs to meet when the vehicle wheels lock up.

[0011] Optionally, the powertrain information includes the launch control activation status, transmission input shaft speed, and engine speed; determining whether the powertrain information meets the preset first clutch engagement conditions includes:

[0012] In response to the launch start function being inactive, determine whether the transmission input shaft speed and engine speed meet the low-speed conditions. If they do, determine that the power system information meets the preset first clutch opening conditions.

[0013] Optionally, determine whether the transmission input shaft speed and engine speed meet the low-speed conditions, including:

[0014] The first reference threshold is determined based on the power system information;

[0015] In response to the transmission input shaft speed being lower than a first reference threshold and the engine speed being lower than a second reference threshold, it is determined that the transmission input shaft speed and engine speed meet the low-speed condition.

[0016] Optionally, the powertrain information also includes gear shifting status, current gear, and rate of change of transmission input shaft speed; a first reference threshold is determined based on the powertrain information, including:

[0017] In response to the gear shifting state being a non-shifting state, a first reference threshold is determined based on the rate of change of the transmission input shaft speed and the current gear, according to a first preset correspondence; wherein, when the current gear is fixed, the rate of change of the transmission input shaft speed and the first reference threshold are positively correlated.

[0018] Optionally, when the rate of change of the transmission input shaft speed is constant, the first reference threshold corresponding to different current gears is different.

[0019] Optionally, the first preset correspondence is a pre-set calibration table.

[0020] Optionally, the powertrain information also includes gear shifting status, current gear, and longitudinal acceleration; a first reference threshold is determined based on the powertrain information, including:

[0021] In response to the gear shifting state being a shifting state, a first reference threshold is determined based on the longitudinal acceleration and the current gear, according to a second preset correspondence; wherein, when the current gear is fixed, the longitudinal acceleration and the first reference threshold are positively correlated.

[0022] Optionally, when the longitudinal acceleration is constant, the first reference threshold corresponding to different current gears is different.

[0023] Optionally, the second preset correspondence is a pre-set calibration table.

[0024] Optionally, the vehicle speed information includes the overall vehicle speed and wheel speed; determining whether the vehicle speed information meets the preset second clutch engagement conditions includes:

[0025] In response to the vehicle speed being greater than the vehicle speed threshold and the wheel speeds of each wheel satisfying the wheel speed difference condition, the vehicle speed information is determined to meet the preset second clutch opening condition.

[0026] Optionally, the wheel speeds of each wheel satisfy the wheel speed difference condition, including:

[0027] In response to the fact that the wheel speed of the left rear wheel or the right rear wheel is greater than the first wheel speed threshold and the wheel speed of the left front wheel or the right front wheel is less than the second wheel speed threshold, it is determined that the wheel speed of each wheel satisfies the wheel speed difference condition; wherein, the first wheel speed threshold is greater than the second wheel speed threshold.

[0028] Optionally, the wheel speeds of each wheel satisfy the wheel speed difference condition, including:

[0029] In response to the fact that the average wheel speed of the two rear wheels is greater than the third wheel speed threshold and the average wheel speed of the two front wheels is less than the fourth wheel speed threshold, it is determined that the wheel speed of each wheel satisfies the wheel speed difference condition; wherein, the third wheel speed threshold is greater than the fourth wheel speed threshold.

[0030] Optionally, the overall vehicle speed is determined based on the wheel speed of each wheel.

[0031] A second aspect of this application also provides a vehicle control device, comprising: a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0032] The acquisition module is configured to acquire the vehicle's drive mode and clutch status;

[0033] The first determining module is configured to acquire powertrain information and vehicle speed information in response to determining that the drive mode is direct drive mode and the clutch is in a non-open state.

[0034] The second determining module is configured to control the clutch to open in response to determining that the power system information meets a preset first clutch opening condition, wherein the first clutch opening condition is used to characterize the condition that the power system information needs to meet when the wheel speed reduction rate exceeds a preset rate threshold; or...

[0035] In response to determining that the vehicle speed information meets a preset second clutch engagement condition, the clutch is controlled to engage, wherein the second clutch engagement condition is used to characterize the conditions that the vehicle speed information needs to meet when the vehicle experiences wheel lock-up.

[0036] A third aspect of this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method of the first aspect when executing the computer program.

[0037] The fourth aspect of this application also provides a vehicle that includes electronic equipment as described in the third aspect.

[0038] As described above, the vehicle control method, related equipment, and vehicle provided in this application include: acquiring the vehicle's drive mode and clutch state; and, in response to determining that the drive mode is direct drive mode and the clutch state is not open, acquiring powertrain information and vehicle speed information. In direct drive mode, if sudden braking or slippage occurs, the engine may stall or the vehicle may experience severe jerking. Therefore, before determining whether to disengage the clutch, it is first necessary to determine whether the vehicle is in direct drive mode. If the vehicle is not in direct drive mode, no further judgment is required. Similarly, if the clutch is already open, no further judgment is required. If the vehicle is in direct drive mode and the clutch is not open, the vehicle needs to continuously judge the emergency clutch disengagement condition. Furthermore, by acquiring powertrain information and vehicle speed information, it is determined whether the emergency clutch disengagement condition is met. In response to determining that the powertrain information meets a preset first clutch engagement condition, the clutch is controlled to open. The first clutch engagement condition characterizes the condition that the powertrain information must meet when the wheel speed decreases at a preset rate threshold. Alternatively, in response to determining that the vehicle speed information meets a preset second clutch engagement condition, the clutch is controlled to open. The second clutch engagement condition characterizes the condition that the vehicle speed information must meet when wheel lockup occurs. This application provides two clutch engagement conditions; meeting either one immediately engages the clutch. By setting two clutch engagement conditions, the accuracy and comprehensiveness of clutch emergency engagement condition identification are improved. Compared to existing technologies that identify clutch emergency engagement conditions solely based on engine speed and transmission input shaft speed, the method provided in this application reduces the probability of missed clutch engagement, thereby improving vehicle driving safety. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 is a schematic diagram of the vehicle architecture according to an embodiment of this application;

[0041] Figure 2 is a schematic flowchart of the vehicle control method according to an embodiment of this application;

[0042] Figure 3 is a schematic diagram of the vehicle control device according to an embodiment of this application;

[0043] Figure 4 is a schematic diagram of the hardware structure of the electronic device according to an embodiment of this application. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0045] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0046] Figure 1 shows a schematic diagram of the vehicle architecture according to an embodiment of this application. As shown in Figure 1, the hybrid power system of the hybrid vehicle of this application includes a front axle power system and a rear axle power system. The front axle power system includes an engine 01, a clutch 02, a front axle motor 03, and a transmission 04. When the clutch 02 is closed, the engine 01 and the front motor 03 are connected; when the clutch 02 is open, the engine 01 and the front motor 03 are disconnected. The input shaft of the transmission 04 is connected to the front axle to output driving force to the front wheels. The rear axle power system includes a rear axle motor 05 and a differential 06. The hybrid power system mainly has two operating modes: series and direct drive. In series mode, when the clutch 02 is closed, the engine 01 can drive the front axle motor 03 to generate electricity, providing power to the rear axle motor 05, which then drives the vehicle. When the vehicle's power is insufficient, the power battery intervenes to jointly provide power to the rear axle motor 05. When the vehicle's power is sufficient, the engine 01 drives the front axle motor 03 to generate electricity, which can both provide power to the rear axle motor 05 and charge the power battery. In direct drive mode, clutch 02 is engaged, and engine 01 can directly drive the vehicle through transmission 04.

[0047] However, under certain special operating conditions, vehicle-related controllers, such as the Hybrid Control Unit (HCU) or Vehicle Control Unit (VCU), may request emergency clutch disengagement; otherwise, problems such as engine stalling or severe vehicle jerking may occur. For example, when a vehicle experiences sudden braking, skidding, or transitions from icy or snowy roads to normal road conditions, the wheel speed changes abruptly, resulting in a rapid decrease in wheel speed. Since the engine directly drives the wheels, this sudden change in wheel speed causes a corresponding change in engine speed, potentially leading to engine stalling or severe vehicle jerking, posing a serious driving safety hazard. Therefore, accurate judgment of emergency clutch disengagement conditions is crucial, not only to prevent accidental clutch disengagement but also to avoid incomplete clutch disengagement, ensuring vehicle safety.

[0048] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0049] This application proposes a vehicle control method applied to a vehicle master controller, such as an HCU or VCU, referring to Figure 2, which includes the following steps:

[0050] Step 102: Obtain the vehicle's drive mode and clutch status.

[0051] Specifically, vehicle drive modes include direct drive and series drive. Clutch states include three types: fully engaged, disengaged, and partially engaged. Fully engaged is the closed state, disengaged is the open state, and partially engaged is also called the slippery state. The partially engaged state is the clutch's state between being engaged and disengaged, frequently used in complex road conditions, starting, turning, and short-distance following. In direct drive mode, the clutch is engaged. The drive mode and clutch state can be obtained from the vehicle's powertrain controller.

[0052] Step 104: In response to determining that the drive mode is direct drive mode and the clutch is in the non-open state, acquire powertrain information and vehicle speed information.

[0053] Specifically, if the drive mode is determined to be direct drive and the clutch is in a non-open state (i.e., both closed and slippery), a sudden change in wheel speed is necessary. Since the engine directly drives the wheels, the clutch must be disengaged to disconnect the engine from the transmission, preventing engine stalling or jerking. Therefore, it is crucial to monitor in real-time whether the vehicle experiences a sudden drop in wheel speed under these conditions, i.e., to determine if an emergency clutch disengagement is imminent. In practice, this is achieved by acquiring powertrain and vehicle speed information. Powertrain information includes engine, transmission, and drive motor information, while vehicle speed information includes the wheel speeds of each wheel and the overall vehicle speed. Analyzing the real-time engine speed and wheel speed based on these powertrain and vehicle speed information from different perspectives provides rich data for determining whether an emergency clutch disengagement is required. This richer and more multi-dimensional data approach helps prevent the underestimation of emergency clutch disengagement situations.

[0054] Step 106: In response to determining that the power system information meets the preset first clutch opening condition, control the clutch to open, wherein the first clutch opening condition is used to characterize the condition that the power system information needs to meet when the wheel speed decrease rate exceeds a preset rate threshold; or, in response to determining that the vehicle speed information meets the preset second clutch opening condition, control the clutch to open, wherein the second clutch opening condition is used to characterize the condition that the vehicle speed information needs to meet when the vehicle experiences wheel lock-up.

[0055] Specifically, the first clutch engagement condition characterizes the conditions that the powertrain information must meet when the vehicle experiences a sudden drop in wheel speed, such as during emergency braking, and the rate of drop exceeds a preset rate threshold. The preset rate threshold can be set according to actual conditions, and this embodiment does not impose specific limitations. If the powertrain information meets the first clutch engagement condition, it indicates that the vehicle meets the emergency clutch engagement condition, and the clutch needs to be controlled to engage. The second clutch engagement condition characterizes the conditions that the vehicle speed information must meet when the vehicle experiences wheel lock-up, such as front wheel lock-up. If the vehicle speed information meets the second clutch engagement condition, it also indicates that the vehicle meets the emergency clutch engagement condition, and the clutch needs to be controlled to engage. By setting different clutch engagement conditions, emergency situations in different vehicle conditions can be effectively identified, improving the accuracy of emergency clutch engagement identification. This step sets different clutch engagement conditions for different clutch engagement conditions, judging whether the clutch needs emergency engagement from different dimensions of data, enriching the judgment method for emergency clutch engagement conditions, improving the accuracy of judgment, and avoiding missed judgments.

[0056] Based on steps 102 to 106 above, this embodiment provides a vehicle control method, including: acquiring the vehicle's drive mode and clutch state; and in response to determining that the drive mode is direct drive mode and the clutch state is non-disengaged, acquiring powertrain information and vehicle speed information. In direct drive mode, if sudden braking or slippage occurs, the engine may stall or the vehicle may experience severe jerking. Therefore, before determining whether to disengage the clutch, it is first necessary to determine whether the vehicle is in direct drive mode. If the vehicle is not in direct drive mode, no further judgment is needed. Similarly, if the clutch is already disengaged, no further judgment is needed. If the vehicle is in direct drive mode and the clutch is non-disengaged, the vehicle needs to continuously determine the emergency clutch disengagement condition. Further, by acquiring powertrain information and vehicle speed information, it is determined whether the emergency clutch disengagement condition is met. In response to determining that the powertrain information meets a preset first clutch engagement condition, the clutch is controlled to open. The first clutch engagement condition characterizes the conditions that the powertrain information must meet when the vehicle experiences emergency braking. Alternatively, in response to determining that the vehicle speed information meets a preset second clutch engagement condition, the clutch is controlled to open. The second clutch engagement condition characterizes the conditions that the vehicle speed information must meet when the vehicle experiences slippage or wheel lockup. This application provides two clutch engagement conditions; meeting either one immediately engages the clutch. By setting two clutch engagement conditions, the accuracy and comprehensiveness of clutch emergency engagement condition identification are improved. Compared to existing technologies that identify clutch emergency engagement conditions solely based on engine speed and transmission input shaft speed, the method provided in this application reduces the probability of missed clutch engagement, thereby improving vehicle driving safety.

[0057] The following describes the situation where the first clutch opening condition is met through specific embodiments.

[0058] In some embodiments, the powertrain information includes the launch control activation status, transmission input shaft speed, and engine speed; determining that the powertrain information meets preset first clutch engagement conditions includes:

[0059] In response to the launch start function being inactive, determine whether the transmission input shaft speed and engine speed meet the low-speed conditions. If they do, determine that the power system information meets the preset first clutch opening conditions.

[0060] Specifically, when the launch control function is activated, it indicates that the vehicle is in a starting state, the clutch is in a slippery state, and the engine participates in the vehicle starting process. The engine will not stall, and there is no need to determine whether to urgently disengage the clutch. Therefore, this embodiment excludes the case where the launch control function is activated. When it is determined that the vehicle's launch control function is not activated, it indicates that the vehicle is in a normal driving state. The transmission input shaft speed and engine speed are judged. If both meet the low-speed condition, it means that the engine speed has dropped significantly, which in turn causes the wheel speed to drop. There is a possibility that the engine will stall, and it is necessary to disengage the clutch to disconnect the connection between the engine and the transmission to prevent the engine from stalling. At this time, it is determined that the vehicle meets the preset first clutch disengagement condition. For example, when the vehicle brakes suddenly, the wheel speed drops suddenly. At this time, both the transmission input shaft speed and the engine speed will drop significantly, and the power system information meets the first clutch disengagement condition. For example, when a vehicle is driving on an icy or snowy road, the wheels may slip, increasing wheel speed. To get out of trouble, the driver may press the accelerator pedal deeply, switching the vehicle to direct drive mode, which greatly improves power. The vehicle then successfully gets out of trouble and enters a normal road surface. Due to the sudden increase in road friction, the wheel speed drops rapidly. At this time, both the transmission input shaft speed and the engine speed will decrease significantly, and the power system information will meet the conditions for the first clutch to open.

[0061] Furthermore, when determining whether the powertrain information meets the conditions for the first clutch to engage, it is necessary to simultaneously confirm that both the transmission input shaft speed and the engine speed meet the low-speed condition. This helps avoid misjudgments that may occur when relying solely on judging either the transmission input shaft speed or the engine speed. Only when both the transmission input shaft speed and the engine speed meet the low-speed condition can it be confirmed that the engine speed has indeed dropped significantly, and there is a possibility that the engine may stall.

[0062] The method in this embodiment can accurately monitor whether there are sudden changes in transmission speed and engine speed, and thus accurately determine whether there are sudden braking or sudden changes in road friction (such as when the vehicle changes from an icy or snowy road to a normal road) that cause sudden changes in wheel speed. If such situations occur, the clutch can be disengaged in time to avoid engine stalling or serious vehicle jerking, thus ensuring vehicle driving safety.

[0063] When determining whether the transmission input shaft speed and engine speed meet the low-speed conditions, the vehicle's driving state must also be considered. Different vehicle driving states will affect the determination of whether the transmission input shaft speed meets the low-speed conditions. Specific examples will illustrate this below.

[0064] In some embodiments, determining whether the transmission input shaft speed and engine speed meet the low-speed condition includes:

[0065] The first reference threshold is determined based on the power system information;

[0066] In response to the transmission input shaft speed being lower than a first reference threshold and the engine speed being lower than a second reference threshold, it is determined that the transmission input shaft speed and engine speed meet the low-speed condition.

[0067] Specifically, a first reference threshold is used to determine whether the transmission input shaft speed meets the low-speed condition. This first reference threshold is determined based on powertrain information and is not fixed. Different powertrain information indicates different vehicle driving states, leading to different first reference thresholds. In other words, the first reference threshold may be larger in one vehicle driving state and smaller in another. A larger first reference threshold indicates that the low-speed condition is met when the transmission input shaft speed is relatively high, meaning that the low-speed condition is met when the transmission input shaft speed decreases less. For example, during emergency braking, if the vehicle speed decreases too quickly, the rate of change of the transmission input shaft speed is large. In this case, the vehicle needs to disengage the clutch earlier to avoid the engine stalling due to insufficient clutch engagement. In this situation, simply setting the first reference threshold to a larger value is sufficient; once the transmission input shaft speed falls below the larger first reference threshold, the vehicle will immediately disengage the clutch. Conversely, during emergency braking, if the vehicle speed decreases relatively slowly, the rate of change of the transmission input shaft speed is small. In this case, the vehicle can disengage the clutch later without encountering the problem of insufficient clutch engagement. In this situation, simply setting the first reference threshold to a smaller value is sufficient. The vehicle will immediately disengage the clutch only when the transmission input shaft speed falls below this smaller threshold. Therefore, dynamically setting the first reference threshold can help avoid the aforementioned problem. Furthermore, since the transmission is directly connected to the wheels, changes in wheel speed are quickly reflected in the transmission. By monitoring changes in the transmission input shaft speed, changes in wheel speed can be detected promptly and accurately. Dynamically setting the first reference threshold, which is related to the transmission input shaft speed, allows for flexible judgment of wheel speed changes.

[0068] A second reference threshold is used to determine whether the engine speed meets the low-speed condition. When the engine speed is lower than the second reference threshold, the low-speed condition is determined to be met. In this embodiment, the low-speed condition is only determined to be met when both the transmission input shaft speed and the engine speed are lower than the first reference threshold, ensuring accurate determination of whether the low-speed condition is met. If only the transmission input shaft speed is lower than the first reference threshold, or the engine speed is lower than the second reference threshold, the low-speed condition is determined not to be met, avoiding misjudgment that could lead to accidental clutch disengagement and affect normal vehicle operation. Simultaneously, setting the first reference threshold to a dynamic value allows for flexible judgment of whether emergency clutch disengagement is necessary, avoiding premature or delayed clutch disengagement when the first reference threshold is set to a fixed value, thus making the judgment conditions more reasonable and accurate.

[0069] The following describes different methods for determining the first reference threshold through specific embodiments.

[0070] In some embodiments, the powertrain information further includes gear shifting status, current gear, and rate of change of transmission input shaft speed; determining a first reference threshold based on the powertrain information includes:

[0071] In response to the gear shifting state being a non-shifting state, a first reference threshold is determined based on the rate of change of the transmission input shaft speed and the current gear, according to a first preset correspondence; wherein, when the current gear is fixed, the rate of change of the transmission input shaft speed and the first reference threshold are positively correlated.

[0072] Specifically, the powertrain information includes gear shifting status, current gear, and the rate of change of transmission input shaft speed. Gear shifting status includes shifting and non-shifting states. The current gear refers to the current gear in the transmission. The rate of change of transmission input shaft speed characterizes the change in the transmission input shaft speed; a large rate of change indicates large speed fluctuations, while a small rate of change indicates small speed fluctuations.

[0073] During gear shifting in a hybrid vehicle, the transmission participates in the speed regulation of the engine and drive motor. Therefore, the transmission input shaft speed changes, which can affect the accuracy of determining the first reference threshold and may lead to accidental clutch disengagement. Therefore, the transmission input shaft speed change rate is not used to determine the first reference threshold during gear shifting. However, it can be used to determine the first reference threshold during non-gear shifting. A first preset correspondence establishes the relationship between the transmission input shaft speed change rate, the current gear, and the first reference threshold. This first preset correspondence is pre-calibrated and can be a calibration table. For example, if the current gear is first gear, and the transmission input shaft speed change rate is determined to be value A in the first preset correspondence, then the first reference threshold value can be determined to be value B1. Since different gear ratios result in different correspondences between the transmission input shaft speed change rate and the first reference threshold, these relationships may vary. For example, if the current gear is the second gear, which is different from the first gear, then in the first preset correspondence, if the value of the input shaft speed change rate is determined to be A, the value of the first reference threshold can be determined to be B2. That is, if the gears are different, the first reference threshold corresponding to the same input shaft speed change rate A is not the same. In this embodiment, when determining the first reference threshold, factors that can affect the transmission input shaft speed (such as the current gear) are fully considered, making the determination of the first reference threshold more accurate and reasonable. Furthermore, the standard used to determine whether the transmission input shaft speed meets the low-speed condition is different in different gears, so that the setting of the first reference threshold can meet the situation of the vehicle driving in different gears. This avoids the problem of accidentally disengaging or failing to disengage the clutch when the same first reference threshold is used for all gears.

[0074] In non-shifting mode, the current gear of the vehicle is first determined, and then a first reference threshold is determined by looking up a first preset correspondence. When the current gear is fixed, the rate of change of the transmission input shaft speed is positively correlated with the first reference threshold. Once the rate of change of the transmission input shaft speed is determined, the first reference threshold can be uniquely determined. The larger the rate of change of the transmission input shaft speed, the larger the first reference threshold. That is, if the rate of decrease of the transmission input shaft speed is too fast, the larger the first reference threshold (e.g., a first reference threshold of 1000 rpm), the earlier the clutch opens, promptly disconnecting the connection between the wheels and the engine, avoiding sudden changes in wheel speed that could cause the engine to stall, and thus preventing subsequent problems with delayed clutch opening. If the rate of decrease of the transmission input shaft speed is not very fast, the first reference threshold is relatively small (e.g., a first reference threshold of 800 rpm), and the clutch opens later. In this case, the problem of delayed clutch opening will not occur. Through the method of this embodiment, the first reference threshold can be reasonably and accurately determined when the gear shifting state is non-shifting. Simultaneously, the first reference threshold can be quickly determined through the first preset correspondence, further improving the vehicle's response speed. The first reference threshold is determined only when the gearbox input shaft speed is not in a shifting state, to avoid the possibility of misjudgment in a shifting state.

[0075] In some embodiments, the powertrain information further includes gear shifting status, current gear, and longitudinal acceleration; determining a first reference threshold based on the powertrain information includes:

[0076] In response to the gear shifting state being a shifting state, a first reference threshold is determined based on the longitudinal acceleration and the current gear, according to a second preset correspondence; wherein, when the current gear is fixed, the longitudinal acceleration and the first reference threshold are positively correlated.

[0077] Specifically, when the gear shifting state is in shifting mode, the transmission input shaft speed is affected by speed adjustment. Therefore, a first reference threshold is determined based on the vehicle's longitudinal acceleration. Powertrain information includes gear shifting state, current gear, and longitudinal acceleration. Gear shifting state includes shifting and non-shifting states. The current gear refers to the transmission's current gear. Longitudinal acceleration is obtained through a longitudinal acceleration sensor; significant changes in longitudinal acceleration occur during acceleration from a standstill or braking deceleration.

[0078] The second preset correspondence is pre-calibrated and can be a calibration table. In the second preset correspondence, longitudinal acceleration, current gear, and first reference threshold are in a one-to-one correspondence. For example, if the current gear is first gear, and the value of longitudinal acceleration is determined to be C in the second preset correspondence, then the value of the first reference threshold can be determined to be B1. Since the gear ratios of different gears are different, the correspondence between longitudinal acceleration and the first reference threshold is also somewhat different. For example, if the current gear is second gear, which is different from the first gear, and the value of longitudinal acceleration is determined to be C in the second preset correspondence, then the value of the first reference threshold can be determined to be B2. That is, if the gears are different, the first reference threshold corresponding to the same longitudinal acceleration C is not the same. In this embodiment, the first reference threshold is dynamically set, making the determination of the first reference threshold more accurate and reasonable. Furthermore, the standard used to determine whether the transmission input shaft speed meets the low-speed condition is different in different gears, so that the setting of the first reference threshold can meet the driving conditions of the vehicle in different gears. To avoid the problem of accidentally disengaging or failing to disengage the clutch when using the same first reference threshold for all gears.

[0079] During gear shifting, the current gear of the vehicle is first determined, and then a first reference threshold is determined by looking up a preset correspondence. When the current gear is fixed, longitudinal acceleration and the first reference threshold are positively correlated. Once the longitudinal acceleration is determined, the first reference threshold can be uniquely determined. The greater the longitudinal acceleration, the larger the first reference threshold. That is, if the longitudinal acceleration is greater, it means the vehicle speed decreases faster, i.e., the braking deceleration is more intense, and the first reference threshold is larger. For example, the first reference threshold can be 1000 rpm. Once the transmission input shaft speed falls below the first reference threshold, the clutch is immediately disengaged, disengaging the clutch early to promptly disconnect the connection between the wheels and the engine, avoiding sudden changes in wheel speed that could cause the engine to stall, and thus preventing subsequent problems with delayed clutch disengagement. If the longitudinal acceleration is relatively small, it means the braking deceleration is not very intense, and the first reference threshold is relatively small, so the clutch can be disengaged later, and the problem of delayed clutch disengagement will not occur. For example, the first reference threshold can be 800 rpm. The method of this embodiment can reasonably and accurately determine the first reference threshold when the gear shifting state is the shifting state. At the same time, the first reference threshold can be quickly determined through the second preset correspondence, which further improves the vehicle's response speed.

[0080] The following describes the situation where the conditions for opening the second clutch are met through specific embodiments.

[0081] In some embodiments, the vehicle speed information includes the overall vehicle speed and wheel speed; determining that the vehicle speed information meets the preset second clutch engagement conditions includes:

[0082] In response to the vehicle speed being greater than the vehicle speed threshold and the wheel speeds of each wheel satisfying the wheel speed difference condition, the vehicle speed information is determined to meet the preset second clutch opening condition.

[0083] Specifically, the second clutch disengagement condition characterizes a situation where the vehicle locks up. In this case, a certain wheel speed difference exists between the front and rear wheels, and if this difference exceeds a certain value, the wheels will lock up. The wheel speed difference condition characterizes the critical wheel speed difference value between the wheels when the vehicle locks up. If the wheel speed difference is greater than or equal to the critical wheel speed difference value, the vehicle is confirmed to be locked up. If the wheel speed difference is less than the critical wheel speed difference value, the vehicle is confirmed not to be locked up. Therefore, by using the overall vehicle speed and the wheel speeds of each wheel, it can be determined whether the vehicle is locked up, and thus whether it is necessary to disengage the clutch urgently. The vehicle speed information includes the overall vehicle speed and the wheel speeds of each wheel, where the overall vehicle speed is determined based on the wheel speeds of each wheel. If the overall vehicle speed is greater than the speed threshold, it indicates that the vehicle is currently in a normal driving state. For example, the speed threshold is 10 km / h. The wheel speeds of each wheel satisfying the wheel speed difference condition indicate that the wheel speeds are different and have a certain difference. If the wheel speed difference reaches the wheel speed difference condition, it is determined that the vehicle meets the second clutch disengagement condition. At this time, the clutch needs to be disengaged urgently to disconnect the connection between the engine and the transmission and prevent the engine from stalling. In the vehicle architecture shown in Figure 1, since the drive wheels are the front wheels in direct drive mode, and the front wheels are directly connected to the engine, a rapid decrease in the front wheel speed can have a certain impact on the engine. If the front wheels lock up, the front wheel speed will drop rapidly. To prevent the engine from stalling, the clutch needs to be disengaged urgently. The method in this embodiment can accurately monitor whether there are sudden changes in the wheel speed of each wheel and the overall vehicle speed, thereby accurately determining whether an emergency such as front wheel lockup has occurred. If so, the clutch can be disengaged in time to prevent the engine from stalling or the vehicle from experiencing severe jerking, ensuring vehicle driving safety.

[0084] The following describes the situation where the wheel speed difference condition is met through specific embodiments.

[0085] In some embodiments, the wheel speeds of each wheel satisfy the wheel speed difference condition, including:

[0086] In response to the fact that the wheel speed of the left rear wheel or the right rear wheel is greater than the first wheel speed threshold and the wheel speed of the left front wheel or the right front wheel is less than the second wheel speed threshold, it is determined that the wheel speed of each wheel satisfies the wheel speed difference condition; wherein, the first wheel speed threshold is greater than the second wheel speed threshold.

[0087] Specifically, if the wheel speed of one of the rear wheels exceeds a first wheel speed threshold, and the wheel speed of one of the front wheels is less than a second wheel speed threshold—that is, if a certain wheel speed difference exists between the front and rear wheels—then the vehicle's wheel speeds meet the wheel speed difference condition, and the clutch must be disengaged immediately. This includes situations where the left rear wheel speed is greater than the first wheel speed threshold and the right front wheel speed is less than the second wheel speed threshold; or, the left rear wheel speed is greater than the first wheel speed threshold and the left front wheel speed is less than the second wheel speed threshold; or, the right rear wheel speed is greater than the first wheel speed threshold and the right front wheel speed is less than the second wheel speed threshold; or, the right rear wheel speed is greater than the first wheel speed threshold and the left front wheel speed is less than the second wheel speed threshold. For example, the first wheel speed threshold can be 10 km / h, and the second wheel speed threshold can be 5 km / h. The method described in this embodiment can detect whether there is a significant wheel speed difference between the front and rear wheels by monitoring the wheel speed of each wheel in real time. If such a difference exists, it can be determined that the wheel speed difference condition is met, and the clutch can be disengaged in time to ensure that the vehicle can make timely judgments and responses when encountering abnormal situations, thereby ensuring the safety of vehicle operation.

[0088] The above embodiments define a wheel speed difference condition as long as a significant difference exists between one of the front wheels and one of the rear wheels, thus requiring the clutch to be disengaged. In another embodiment of this application, the front-rear wheel speed difference can be calculated using the average wheel speeds of the front and rear wheels to determine whether the wheel speeds of each wheel meet the wheel speed difference condition. Specific embodiments are described below.

[0089] In some embodiments, the wheel speeds of each wheel satisfy the wheel speed difference condition, including:

[0090] In response to the fact that the average wheel speed of the two rear wheels is greater than the third wheel speed threshold and the average wheel speed of the two front wheels is less than the fourth wheel speed threshold, it is determined that the wheel speed of each wheel satisfies the wheel speed difference condition; wherein, the third wheel speed threshold is greater than the fourth wheel speed threshold.

[0091] Specifically, the method acquires the wheel speed of each wheel, calculates the average wheel speed of the two rear wheels, and calculates the average wheel speed of the two front wheels. If the average wheel speed of the rear wheels is greater than a third wheel speed threshold, and the average wheel speed of the two front wheels is less than a fourth wheel speed threshold, then the wheel speeds of each wheel are determined to meet the wheel speed difference condition. In other words, a significant difference between the average wheel speed of the rear wheels and the average wheel speed of the front wheels indicates a certain wheel speed difference between the front and rear wheels. The third wheel speed threshold can be 10 km / h, and the fourth wheel speed threshold can be 5 km / h. Typically, the wheel speed difference between the left and right front wheels is not significant, nor is the difference between the left and right rear wheels. Therefore, by calculating the average wheel speeds of the front and rear wheels, the wheel speed difference between the front and rear wheels can also be assessed. This method allows for real-time monitoring of the wheel speeds of each wheel, enabling timely detection of significant wheel speed differences between the front and rear wheels. If a wheel speed difference condition is met, the clutch is disengaged promptly to ensure the vehicle can make timely judgments and responses in abnormal situations, thus ensuring vehicle safety.

[0092] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the described method.

[0093] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0094] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0095] Referring to Figure 3, the vehicle control device includes a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0096] The acquisition module 202 is configured to acquire the vehicle's drive mode and clutch status;

[0097] The first determining module 204 is configured to acquire powertrain information and vehicle speed information in response to determining that the drive mode is direct drive mode and the clutch is in a non-open state.

[0098] The second determining module 206 is configured to control the clutch to open in response to determining that the power system information meets a preset first clutch opening condition, wherein the first clutch opening condition is used to characterize the condition that the power system information needs to meet when the wheel speed reduction rate exceeds a preset rate threshold; or, to control the clutch to open in response to determining that the vehicle speed information meets a preset second clutch opening condition, wherein the second clutch opening condition is used to characterize the condition that the vehicle speed information needs to meet when the vehicle experiences wheel lock-up.

[0099] In some embodiments, the powertrain information includes the launch start function activation state, the transmission input shaft speed, and the engine speed; the second determining module 206 is configured to, in response to the launch start function activation state being inactive, determine whether the transmission input shaft speed and the engine speed meet the low speed condition, and if so, determine that the powertrain information meets the preset first clutch opening condition.

[0100] In some embodiments, the second determining module 206 is configured to determine a first reference threshold based on powertrain information; and in response to the transmission input shaft speed being lower than the first reference threshold and the engine speed being lower than a second reference threshold, determine that the transmission input shaft speed and the engine speed meet the low-speed condition.

[0101] In some embodiments, the power system information further includes gear shifting state, current gear, and transmission input shaft speed change rate; the second determining module 206 is configured to, in response to a non-shifting state, determine a first reference threshold based on the transmission input shaft speed change rate and the current gear, according to a first preset correspondence; wherein, when the current gear is fixed, the transmission input shaft speed change rate and the first reference threshold are positively correlated.

[0102] In some embodiments, when the rate of change of the transmission input shaft speed is constant, the first reference threshold corresponding to different current gears is different.

[0103] In some embodiments, the first preset correspondence is a pre-set calibration table.

[0104] In some embodiments, the power system information further includes gear shifting state, current gear, and longitudinal acceleration; the second determining module 206 is configured to, in response to the gear shifting state being a shifting state, determine a first reference threshold based on the longitudinal acceleration and the current gear according to a second preset correspondence; wherein, when the current gear is fixed, the longitudinal acceleration and the first reference threshold are positively correlated.

[0105] In some embodiments, when the longitudinal acceleration is constant, the first reference threshold corresponding to different current gears is different.

[0106] In some embodiments, the second preset correspondence is a pre-set calibration table.

[0107] In some embodiments, the vehicle speed information includes the overall vehicle speed and wheel speed; the second determining module 206 is configured to determine that the vehicle speed information meets a preset second clutch opening condition in response to the overall vehicle speed being greater than a vehicle speed threshold and the wheel speeds of each wheel meeting the wheel speed difference condition.

[0108] In some embodiments, the second determining module 206 is configured to determine that the wheel speeds of each wheel satisfy the wheel speed difference condition in response to the wheel speed of the left rear wheel or the right rear wheel being greater than a first wheel speed threshold and the wheel speed of the left front wheel or the right front wheel being less than a second wheel speed threshold; wherein the first wheel speed threshold is greater than the second wheel speed threshold.

[0109] In some embodiments, the second determining module 206 is configured to determine that the wheel speed of each wheel satisfies the wheel speed difference condition in response to the fact that the average wheel speed of the two rear wheels is greater than a third wheel speed threshold and the average wheel speed of the two front wheels is less than a fourth wheel speed threshold; wherein the third wheel speed threshold is greater than the fourth wheel speed threshold.

[0110] In some embodiments, the overall vehicle speed is determined based on the wheel speed of each wheel.

[0111] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0112] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0113] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method of any of the above embodiments.

[0114] Figure 4 shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0115] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0116] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0117] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0118] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0119] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0120] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0121] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0122] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to execute the vehicle control method of any of the above embodiments.

[0123] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0124] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0125] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, they cause the computer to perform the method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0126] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0127] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0128] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0129] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method characterized by, include: Obtain the vehicle's drive mode and clutch status; In response to determining that the drive mode is direct drive mode and the clutch is in a non-open state, powertrain information and vehicle speed information are acquired. In response to determining that the powertrain information meets a preset first clutch engagement condition, the clutch is controlled to engage, wherein the first clutch engagement condition characterizes the condition that the powertrain information needs to meet when the wheel speed reduction rate exceeds a preset rate threshold; or... In response to determining that the vehicle speed information meets a preset second clutch engagement condition, the clutch is controlled to engage, wherein the second clutch engagement condition is used to characterize the conditions that the vehicle speed information needs to meet when the vehicle experiences wheel lock-up.

2. The method of claim 1, wherein, The powertrain information includes the launch control activation status, transmission input shaft speed, and engine speed; determining that the powertrain information meets the preset first clutch engagement condition includes: In response to the launch start function being inactive, it is determined whether the transmission input shaft speed and the engine speed meet the low speed condition. If they do, it is determined that the power system information meets the preset first clutch opening condition.

3. The method of claim 2, wherein, Determining whether the transmission input shaft speed and the engine speed meet the low-speed condition includes: A first reference threshold is determined based on the power system information; In response to the transmission input shaft speed being lower than the first reference threshold and the engine speed being lower than the second reference threshold, it is determined that the transmission input shaft speed and the engine speed meet the low-speed condition.

4. The method of claim 3, wherein, The powertrain information also includes gear shifting status, current gear, and the rate of change of transmission input shaft speed; determining the first reference threshold based on the powertrain information includes: In response to the gear shifting state being a non-shifting state, the first reference threshold is determined based on the rate of change of the transmission input shaft speed and the current gear, according to a first preset correspondence; wherein, when the current gear is fixed, the rate of change of the transmission input shaft speed and the first reference threshold are positively correlated.

5. The method of claim 4, wherein, When the rate of change of the input shaft speed of the transmission is constant, the first reference threshold corresponding to different current gears is different.

6. The method of claim 4, wherein, The first preset correspondence is a pre-set calibration table.

7. The method of claim 3, wherein, The powertrain information also includes gear shifting status, current gear, and longitudinal acceleration; determining the first reference threshold based on the powertrain information includes: In response to the gear shifting state being a shift state, the first reference threshold is determined based on the longitudinal acceleration and the current gear according to a second preset correspondence; wherein, when the current gear is fixed, the longitudinal acceleration and the first reference threshold are positively correlated.

8. The method of claim 7, wherein, When the longitudinal acceleration is constant, the first reference thresholds corresponding to different current gears are different.

9. The method of claim 7, wherein, The second preset correspondence is a pre-set calibration table.

10. The method of claim 1, wherein, The vehicle speed information includes the overall vehicle speed and wheel speed; determining that the vehicle speed information meets the preset second clutch engagement conditions includes: In response to the vehicle speed being greater than a speed threshold and the wheel speeds of each wheel satisfying the wheel speed difference condition, it is determined that the vehicle speed information satisfies the preset second clutch opening condition.

11. The method of claim 10, wherein, The wheel speeds of the respective wheels satisfy a wheel speed difference condition, comprising: determining that the wheel speeds of the respective wheels satisfy the wheel speed difference condition in response to the wheel speed of the left rear wheel or the right rear wheel being greater than a first wheel speed threshold and the wheel speed of the left front wheel or the right front wheel being less than a second wheel speed threshold; wherein the first wheel speed threshold is greater than the second wheel speed threshold.

12. The method of claim 10, wherein, The wheel speeds of the respective wheels satisfy a wheel speed difference condition, comprising: determining that the wheel speeds of the respective wheels satisfy the wheel speed difference condition in response to the average of the wheel speeds of the two rear wheels being greater than a third wheel speed threshold and the average of the wheel speeds of the two front wheels being less than a fourth wheel speed threshold; wherein the third wheel speed threshold is greater than the fourth wheel speed threshold.

13. The method of claim 10, wherein, The vehicle speed of the whole vehicle is determined according to the wheel speeds of the respective wheels.

14. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor implements the method of any one of claims 1 to 13 when executing the program.

15. A vehicle characterized by comprising: The vehicle comprises the electronic device of claim 14. The vehicle comprises the electronic device of claim 14.

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