CN119459341A

CN119459341A - Vehicle control method, device, vehicle, storage medium and program product

Info

Publication number: CN119459341A
Application number: CN202411978122.8A
Authority: CN
Inventors: 冯茂林
Original assignee: Xiaomi Automobile Technology Co Ltd
Current assignee: Xiaomi Automobile Technology Co Ltd
Priority date: 2024-12-30
Filing date: 2024-12-30
Publication date: 2025-02-18

Abstract

The present disclosure relates to a vehicle control method, device, vehicle, storage medium and program product. The driving parameters of the vehicle can be obtained; the target slip rate of each wheel of the vehicle is determined according to the driving parameters, and the target slip rate represents the lower limit of the slip rate for starting the anti-skid control of the wheel; the wheel is driven for anti-skid control according to the driving parameters and the target slip rate. In this way, the target slip rate used to determine whether the anti-skid control needs to be started can be set for a single wheel, so that the driving anti-skid control of the vehicle is advanced from axle control to wheel control, and the anti-skid control of the vehicle can achieve a better control effect.

Description

Vehicle control method, device, vehicle, storage medium, and program product

Technical Field

The present disclosure relates to the field of vehicle control technologies, and in particular, to a vehicle control method, device, vehicle, storage medium, and program product.

Background

At present, the safety problem of the vehicle is always an important problem related to personal safety, in particular to the driving anti-skid control function of the vehicle. The driving force of the whole vehicle is not only dependent on the output torque of a power source such as an engine or a motor, but also limited by road adhesion coefficient in the running process of the vehicle, when the vehicle starts and accelerates on a low adhesion road (such as ice and snow, wading road and the like), the maximum driving force provided by the road surface is small due to the small road adhesion coefficient, and when the output torque of the power source (namely, the driving torque) is larger than the maximum road adhesion force provided by the ground, the wheels can slip, so that the vehicle is easy to lose stability and even lose control.

A drive slip prevention control system (TractionControlSystem, TCS) is used in the related art to prevent the driving wheels of the vehicle from slipping to secure the stability of the vehicle, but the control effect of the slip prevention control is still to be improved.

Disclosure of Invention

To overcome the problems in the related art, the present disclosure provides a vehicle control method, apparatus, vehicle, storage medium, and program product.

According to a first aspect of an embodiment of the present disclosure, there is provided a vehicle control method including:

acquiring running parameters of a vehicle;

Determining a target slip rate of each wheel of the vehicle according to the driving parameters, wherein the target slip rate represents a slip rate lower limit value for starting anti-slip control on the wheels;

For each wheel, drive slip control is performed on the wheel according to the running parameter and the target slip ratio.

Optionally, the determining the target slip rate of each wheel of the vehicle according to the driving parameter includes:

Determining the longitudinal adhesive force of each wheel of the vehicle according to the driving parameters;

and for each wheel, determining the corresponding target slip rate of the wheel according to the longitudinal adhesive force.

Optionally, the determining the longitudinal adhesion force of each wheel of the vehicle according to the driving parameters includes:

determining the road adhesion coefficient of the vehicle and the vertical load of each wheel according to the driving parameters;

For each of the wheels, determining a longitudinal adhesion of the wheel based on the road adhesion coefficient and a vertical load of the wheel.

Optionally, the driving parameters include longitudinal acceleration, lateral acceleration, vehicle speed of the vehicle and wheel speed of a wheel corresponding to at least one axle;

the determining the road adhesion coefficient of the vehicle according to the driving parameter comprises:

Determining a road surface utilization adhesion coefficient of the vehicle according to the longitudinal acceleration and the lateral acceleration;

for each axle, determining the axle speed of the axle according to the wheel speed of the corresponding wheel of the axle;

the road surface adhesion coefficient is determined based on the axle speed of each axle, the vehicle speed, and the road surface utilization adhesion coefficient.

Optionally, the determining the road surface adhesion coefficient according to the axle speed of each axle, the vehicle speed, and the road surface utilization adhesion coefficient includes:

Obtaining a pre-calibrated maximum road surface adhesion coefficient;

If the target axle exists in the at least one axle, taking the minimum value of the road surface utilization adhesion coefficient and the maximum road surface adhesion coefficient as the road surface adhesion coefficient, wherein the difference value between the axle speed of the target axle and the vehicle speed is greater than or equal to a preset difference value threshold value, or

And if the target axle does not exist in the at least one axle, taking the maximum road surface adhesion coefficient as the road surface adhesion coefficient.

Optionally, determining the vertical load of each wheel according to the driving parameters includes:

the vertical load of each wheel is determined from the longitudinal acceleration and the lateral acceleration.

Optionally, the determining, for each of the wheels, the longitudinal adhesion force of the wheel according to the road adhesion coefficient and the vertical load of the wheel includes:

determining, for each of the wheels, a maximum adhesion force of the vehicle from the road surface adhesion coefficient and a gravity of the vehicle;

Determining a longitudinal adhesion ratio of the vehicle based on the lateral acceleration and the maximum adhesion;

And determining the longitudinal adhesive force of the wheel according to the road surface adhesive coefficient, the vertical load of the wheel and the longitudinal adhesive force ratio.

Optionally, the method further comprises:

Acquiring a current driving mode of the vehicle, wherein different driving modes represent different driving requirements of a user on the vehicle;

determining a longitudinal adhesive force correction proportion corresponding to the wheels according to the current driving mode;

the determining the longitudinal adhesion of the wheel according to the road adhesion coefficient, the vertical load of the wheel and the longitudinal adhesion ratio comprises:

correcting the longitudinal adhesive force ratio according to the longitudinal adhesive force correction proportion to obtain a corrected longitudinal adhesive force ratio of the wheel;

And determining the longitudinal adhesive force of the wheel according to the road surface adhesive coefficient, the vertical load of the wheel and the corrected longitudinal adhesive force ratio.

Optionally, for each wheel, determining the target slip ratio corresponding to the wheel according to the longitudinal adhesion force includes:

for each wheel, acquiring a preset tire model corresponding to the wheel, wherein the preset tire model represents a mapping relation between a target slip rate of the wheel and the longitudinal adhesive force;

and determining the target slip rate corresponding to the wheel through the preset tire model according to the longitudinal adhesive force.

Optionally, the driving anti-slip control of the wheel according to the running parameter and the target slip ratio includes:

Determining the current slip rate corresponding to the wheels according to the running parameters;

and under the condition that the current slip rate is greater than or equal to the target slip rate, driving anti-slip control is carried out on the wheels by reducing the driving torque of the wheels.

According to a second aspect of the embodiments of the present disclosure, there is provided a vehicle control apparatus including:

An acquisition module configured to acquire a running parameter of a vehicle;

A determining module configured to determine a target slip rate for each wheel of the vehicle according to the running parameter, the target slip rate characterizing a slip rate lower limit value for initiating anti-slip control for the wheel;

A control module configured to drive anti-slip control of the wheels according to the running parameter and the target slip ratio for each wheel.

According to a third aspect of embodiments of the present disclosure, there is provided a vehicle comprising:

A processor;

a memory for storing processor-executable instructions;

Wherein the processor is configured to perform the steps of the vehicle control method of the first aspect of the present disclosure.

According to a fourth aspect of embodiments of the present disclosure, there is provided a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the vehicle control method provided by the first aspect of the present disclosure.

According to a fifth aspect of embodiments of the present disclosure, there is provided a computer program product comprising a computer program which, when executed by a processor, implements the steps of the vehicle control method of the first aspect of the present disclosure.

The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects of acquiring the running parameters of a vehicle, determining the target slip rate of each wheel of the vehicle according to the running parameters, wherein the target slip rate represents the slip rate lower limit value for starting anti-slip control on the wheel, and carrying out anti-slip control on the wheel according to the running parameters and the target slip rate. In this way, the target slip ratio for determining whether the slip control needs to be started can be set for a single wheel, so that the drive slip control of the vehicle is advanced from axle control to wheel control, and further, the drive slip control of the vehicle can achieve a better control effect.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

Fig. 1 is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

Fig. 2 is a flowchart of a vehicle control method according to the embodiment shown in fig. 1.

Fig. 3 is a flowchart of a vehicle control method according to the embodiment shown in fig. 2.

Fig. 4 is a flowchart of a vehicle control method according to the embodiment shown in fig. 3.

Fig. 5 is a flowchart of a vehicle control method according to the embodiment shown in fig. 3.

Fig. 6 is a flowchart of a vehicle control method according to the embodiment shown in fig. 2.

Fig. 7 is a block diagram of a vehicle control apparatus according to an exemplary embodiment.

Fig. 8 is a block diagram of a vehicle, according to an exemplary embodiment.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.

It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.

First, an application scenario of the present disclosure will be described. The present disclosure is mainly applied to a scenario in which a driving anti-slip control system TCS is used to drive a vehicle when the driving force of the wheels exceeds the road surface adhesion force, resulting in wheel slip.

In the driving anti-slip control system provided in the related art, a driving shaft is generally taken as a reference object, a target slip rate of a shaft end is set, and when the slip rate of the driving shaft is determined to exceed the target slip rate, the TCS is triggered to reduce the slip rate of the driving shaft by reducing the driving torque so that the slip rate of the driving shaft is less than or equal to the target slip rate, so that the driving wheel is restored to a normal running state.

However, with the development of the automobile industry, new energy automobiles are becoming more and more popular, the driving mode of the automobiles is expanded from single motor to double motor to three motors and four motors, and the driving anti-skid control system still adopts a driving shaft as a reference object, only the target slip rate of the driving shaft end can be set, and the target slip rate can not be set for a single wheel, so that the anti-skid control effect of the existing driving anti-skid control system is poor.

To solve the above-mentioned problems, the present disclosure provides a vehicle control method, apparatus, vehicle, storage medium, and program product. The following detailed description of specific embodiments of the present disclosure refers to the accompanying drawings.

FIG. 1 is a flow chart illustrating a vehicle control method that may be applied to a vehicle according to an exemplary embodiment. As shown in fig. 1, the vehicle control method includes the following steps.

In step S11, a running parameter of the vehicle is acquired.

The driving parameter may be a driving parameter of the vehicle collected by the vehicle based on at least one of a sensor, a road side device and other internet-of-vehicle devices, and the driving parameter may include, for example, a vehicle speed (may also be referred to as a "longitudinal vehicle speed" in the present disclosure), a longitudinal acceleration collected by the sensor, a lateral acceleration, a wheel speed of a driving wheel, and the like.

In step S12, a target slip ratio of each wheel of the vehicle, which characterizes a slip ratio lower limit value for starting anti-slip control for the wheel, is determined according to the running parameter.

In one implementation, the wheels may be drive wheels such that their corresponding target slip rates may be calculated for each drive wheel of the vehicle. The vehicle may comprise a four-wheel drive vehicle, a front-drive vehicle or a rear-drive vehicle, and if the vehicle is a four-wheel drive vehicle, the four wheels of the vehicle are all drive wheels. If the vehicle is a front drive vehicle, the two front wheels of the vehicle are the drive wheels, and if the vehicle is a rear drive vehicle, the two rear wheels of the vehicle are the drive wheels.

In another implementation, the wheel may also be any wheel of the vehicle, such that its corresponding target slip rate may be calculated for each wheel of the vehicle.

Slip ratio ‌ refers to the proportion of the wheel that slip composition occupies during movement. The slip ratio is 0 when the wheel is rolling purely, 100% when the wheel is locking sliding purely, and between 0 and 100% when the wheel is rolling and sliding. That is, the greater the slip rate, the more severe the wheel slip. The target slip rate is a slip rate lower limit value of the slip control for starting the slip control for the wheel, so that, for each wheel, under the condition that the current slip rate of the wheel is detected to be greater than or equal to the target slip rate, the slip control for starting the drive of the wheel is required to be started, so that the slip rate of the wheel is reduced, and the driving safety is improved.

In step S13, drive slip control is performed for each wheel according to the running parameter and the target slip ratio.

In this step, the current slip ratio corresponding to the wheel may be determined according to the running parameter, and in the case where the current slip ratio is greater than or equal to the target slip ratio, the drive slip control is performed on the wheel by reducing the drive torque of the wheel.

For example, the driving parameters include a speed of the vehicle and a wheel speed of each wheel, and for each wheel, when calculating a current slip rate of the wheel, a speed difference between the currently acquired wheel speed of the wheel and the vehicle speed may be calculated, and a ratio of the speed difference to the vehicle speed may be used as the current slip rate corresponding to the wheel. After the current slip rate is calculated, if the current slip rate is smaller than or equal to the target slip rate corresponding to the wheel, the driving torque of the wheel can be reduced through the driving anti-slip control system TCS, so that independent driving anti-slip control can be carried out on the wheel, and the anti-slip control effect of the TCS is improved. The above examples are merely illustrative, and the present disclosure is not limited thereto.

It should be noted that, because the vehicle speed calculated based on the wheel speed is generally inaccurate when the vehicle is in the slip state, the vehicle speed of the vehicle in the present disclosure may determine the longitudinal vehicle speed of the vehicle based on the change of the GPS position information received by the sensing module of the vehicle, so that the accuracy of determining the current slip rate of the wheels may be improved.

By adopting the method, the target slip rate (the target slip rate represents the slip rate lower limit value for starting the anti-slip control on the wheels) of each wheel of the vehicle is determined based on the running parameters of the vehicle, so that the target slip rate can be respectively set for each wheel, and further the driving anti-slip control for each wheel is respectively realized. Therefore, the driving anti-skid control of the vehicle is advanced to wheel control by the shaft control, so that the driving anti-skid control of the vehicle can achieve a better control effect.

Fig. 2 is a flowchart of a vehicle control method according to the embodiment shown in fig. 1, and as shown in fig. 2, step S12 includes the following sub-steps:

In step S121, the longitudinal adhesion force of each wheel of the vehicle is determined according to the running parameter.

In step S122, for each wheel, a target slip ratio corresponding to the wheel is determined according to the longitudinal adhesion force.

For each wheel, the longitudinal adhesion force is the surface adhesion force of the ground to the wheel in the longitudinal direction. The ground adhesion force has a certain effect on the driving safety, for example, the greater the ground adhesion force is, the less likely the vehicle is to slip.

Fig. 3 is a flowchart of a vehicle control method according to the embodiment shown in fig. 2, and as shown in fig. 3, step S121 includes the following sub-steps:

In step S1211, the road surface adhesion coefficient of the vehicle and the vertical load of each wheel are determined according to the running parameter.

The road adhesion coefficient refers to a static friction coefficient between wheels and a road surface, the magnitude of the road adhesion coefficient can be determined by road surface conditions and tire factors, and the larger the road adhesion coefficient is, the larger the available adhesion force is, and the vehicle is not easy to slip. The vertical load of the wheel means the load of the wheel in the direction perpendicular to the road surface. The driving parameters for determining the road adhesion coefficient may include a longitudinal acceleration, a lateral acceleration, a vehicle speed of the vehicle, and a wheel speed of a wheel corresponding to at least one axle, wherein the longitudinal acceleration and the lateral acceleration may be read by an inertial sensor of the vehicle, and the axle may be a driving axle, and the driving axle refers to an axle on the vehicle connecting the left and right driving wheels.

Fig. 4 is a flowchart of a vehicle control method according to the embodiment shown in fig. 3, as shown in fig. 4, the road surface adhesion coefficient of the vehicle can be determined according to the running parameters by the following sub-steps:

in step S12111, the road surface utilization attachment coefficient of the vehicle is determined based on the longitudinal acceleration and the lateral acceleration.

The road surface utilization adhesion coefficient is used for representing the utilization condition of the adhesion force of the vehicle to the road surface, and the larger the road surface utilization adhesion coefficient is, the larger the available road surface adhesion force is, and the vehicle is not easy to slip.

The road surface utilization adhesion coefficient may be calculated by the following formula, for example:

Wherein, The road surface utilization adhesion coefficient, ax, ay, and G represent the longitudinal acceleration, the lateral acceleration, and the gravitational acceleration, respectively.

In step S12112, for each axle, the axle speed of the axle is determined from the wheel speed of the wheel to which the axle corresponds.

Wherein the axle may be a drive shaft of a vehicle.

Illustratively, this step may calculate, for each axle, the axle speed of that axle by the following formula:

Wherein, Indicating the axle speed of the axle,Representing the wheel speed of the left wheel to which the axle is attached,Representing the wheel speed of the right wheel to which the axle is attached.

In another possible way, the wheel speed of any wheel to which the axle is connected may also be taken as the axle speed of the axle.

In step S12113, the road surface adhesion coefficient is determined based on the axle speed of each axle, the vehicle speed, and the road surface utilization adhesion coefficient.

In the step, a pre-calibrated maximum road surface attachment coefficient can be obtained, if a target axle exists in the at least one axle, the minimum value of the road surface utilization attachment coefficient and the maximum road surface attachment coefficient is used as the road surface attachment coefficient, wherein the difference value of the axle speed of the target axle and the vehicle speed is larger than or equal to a preset difference value threshold, or if the target axle does not exist in the at least one axle, the maximum road surface attachment coefficient is used as the road surface attachment coefficient.

It should be noted that, taking the driving axle of the vehicle as an example, if the difference between the axle speed of the driving axle and the vehicle speed is greater than or equal to the preset difference threshold, it is indicated that the vehicle has a slip phenomenon, that is, if the at least one driving axle has a target driving axle, it is indicated that the vehicle has a slip phenomenon currently, at this time, the minimum value of the road surface utilization adhesion coefficient and the maximum road surface adhesion coefficient is the maximum adhesion coefficient that can be utilized under the current working condition of the vehicle, so that, when it is determined that the target driving axle exists in the at least one driving axle of the vehicle, the road surface adhesion coefficient of the vehicle is the minimum value of the road surface utilization adhesion coefficient and the maximum road surface adhesion coefficient. In the event that it is determined that the target drive axle is not present in the at least one drive axle, indicating that the vehicle is not currently slipping, the maximum road attachment coefficient may be taken as the road attachment coefficient.

The maximum road adhesion coefficient may be, for example, 1.2. In the process of calibrating the maximum road adhesion coefficient in advance, one possible calibration mode is to control a calibration vehicle to run on a road (such as an asphalt road) with the maximum road adhesion coefficient, control the calibration vehicle to carry out emergency braking, and detect the maximum deceleration which can be achieved by the calibration vehicle when braking is carried out, so that the maximum road adhesion coefficient can be calibrated based on the maximum deceleration and the factory configuration parameters of the tire. The calibration process herein is merely illustrative, and the present disclosure is not limited thereto.

In addition, step S1211 may determine the vertical load of each wheel from the longitudinal acceleration and the lateral acceleration in determining the vertical load of each wheel from the running parameters.

In one possible implementation, the vehicle mass, the distance from each axle of the vehicle to the vehicle center of mass, the wheel track, and the center of mass height may be obtained, such that the vertical load of each wheel may be determined based on the vehicle mass, the distance from each axle of the vehicle to the vehicle center of mass, the wheel track, the center of mass height, and the longitudinal and lateral accelerations.

By way of example, assuming the vehicle is a four-wheel drive vehicle, the vertical loads of the four wheels of the vehicle can be calculated by the following formula:

Wherein, Representing the vertical load of the left front wheel,Representing the vertical load of the right front wheel,Representing the vertical load of the left rear wheel,Represents the vertical load of the right rear wheel, m represents the mass of the whole vehicle, g is the gravity acceleration, a is the distance from the front axle to the mass center of the vehicle, b is the distance from the rear axle to the mass center of the vehicle, T is the wheel track,For the longitudinal acceleration it is possible that,And h is the centroid height. The above examples are merely illustrative, and the present disclosure is not limited thereto.

In step S1212, for each wheel, the longitudinal adhesion of the wheel is determined from the road adhesion coefficient and the vertical load of the wheel.

Fig. 5 is a flowchart of a vehicle control method according to the embodiment shown in fig. 3, and as shown in fig. 5, step S1212 includes the sub-steps of:

In step S12121, for each wheel, the maximum adhesion force of the vehicle is determined based on the road surface adhesion coefficient and the gravity of the vehicle.

Illustratively, this maximum adhesion can be calculated by the following formula:

wherein F1 represents the maximum adhesion force, mue represents the road adhesion coefficient, m represents the mass of the whole vehicle, Indicating the acceleration of gravity and,Representing the weight of the vehicle.

In step S12122, a longitudinal adhesion ratio of the vehicle is determined based on the lateral acceleration and the maximum adhesion.

The longitudinal adhesive force ratio is the ratio of the longitudinal adhesive force of the vehicle in the maximum adhesive force.

Illustratively, the machine direction adhesion ratio may be calculated by the following formula:

Wherein, I.e. the longitudinal adhesion ratio,The quality of the whole vehicle is represented,Indicating the lateral acceleration of the vehicle, the lateral acceleration,Indicating this maximum adhesion.

In step S12123, the longitudinal adhesion of the wheel is determined based on the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio.

In one possible implementation, the product of the road adhesion coefficient, the vertical load of the wheel, and the longitudinal adhesion ratio may be used as the longitudinal adhesion of the wheel.

In another possible implementation manner, in order to meet different driving requirements of the user on the vehicle, the current driving requirement of the user may be determined, so that the longitudinal adhesion ratio of the wheel may be corrected based on the driving requirement, and then the longitudinal adhesion of the wheel adapted to the current driving requirement of the user may be determined based on the corrected longitudinal adhesion ratio and combined with the road surface adhesion coefficient and the vertical load of the wheel.

In one embodiment, a current driving mode of the vehicle can be obtained, different driving modes represent different driving requirements of a user on the vehicle, a longitudinal adhesive force correction proportion corresponding to the wheel is determined according to the current driving mode, in this way, in the process of executing step 12123, the longitudinal adhesive force ratio can be corrected according to the longitudinal adhesive force correction proportion, the corrected longitudinal adhesive force ratio of the wheel is obtained, and the longitudinal adhesive force of the wheel is determined according to the road surface adhesive coefficient, the vertical load of the wheel and the corrected longitudinal adhesive force ratio.

The current driving mode may include any one of driving modes such as a novice mode, a comfort mode, an economy mode, a sport mode, a sport+mode, and a racetrack mode.

For each wheel, a target axle corresponding to the wheel may be determined, where the target axle may include a front axle or a rear axle, and the longitudinal adhesion correction ratio corresponding to the target axle is different in different driving modes, so that the longitudinal adhesion correction ratio corresponding to the target axle may be determined based on the current driving mode, and the longitudinal adhesion correction ratio may be used as the longitudinal adhesion correction ratio corresponding to the wheel. Wherein the longitudinal adhesion correction ratio may be greater than 1 or equal to 1.

For example, if the current driving mode is one of a sport mode, a sport+mode and a track mode, the user generally wants the vehicle to have a sport function similar to a tail flick, and the effect of tail flick of the vehicle can be exhibited under the working condition that the rear wheel of the vehicle is required to slip, so that in the sport mode, the longitudinal adhesion correction ratio of two wheels of the rear axle of the vehicle can be set to be greater than 1, so that the theoretical value of the longitudinal adhesion corresponding to the rear wheel can be increased, and further, the driving torque allocated to the rear wheel can be increased, and further, because the actual value of the longitudinal adhesion corresponding to the rear wheel is not increased, the driving torque allocated to the rear wheel is increased, and the probability of slip of the rear wheel of the vehicle is increased under the condition that the actual value of the longitudinal adhesion corresponding to the rear wheel is not increased, thereby meeting the sport driving requirement of the user.

Conversely, if the current driving mode is one of the novice mode, the comfort mode and the economy mode, the user generally expects that the front wheels of the vehicle are easier to slip, and therefore, the longitudinal adhesion correction ratio of the two wheels of the front axle of the vehicle can be set to be greater than 1, so that the theoretical value of the longitudinal adhesion corresponding to the front wheels can be increased, and further, the driving torque allocated to the front wheels can be increased, and further, because the actual value of the longitudinal adhesion corresponding to the front wheels is not increased, the probability of the front wheels of the vehicle slipping is increased under the condition that the driving torque allocated to the front wheels is increased and the actual value of the longitudinal adhesion corresponding to the front wheels is not increased, thereby satisfying the comfortable driving requirement of the user.

After the corresponding longitudinal adhesive force correction proportion of the wheel is determined, the product of the longitudinal adhesive force correction proportion and the longitudinal adhesive force ratio can be used as the corrected longitudinal adhesive force ratio of the wheel, and therefore, the product of the road surface adhesive coefficient, the vertical load of the wheel and the corrected longitudinal adhesive force ratio can be used as the longitudinal adhesive force of the wheel.

The longitudinal adhesive force corresponding to each wheel of the vehicle is determined, and then the target slip rate corresponding to each wheel can be determined based on the longitudinal adhesive force.

Fig. 6 is a flowchart of a vehicle control method according to the embodiment shown in fig. 2, and as shown in fig. 6, step S122 includes the following sub-steps:

In step S1221, for each wheel, a preset tire model corresponding to the wheel is acquired, the preset tire model characterizing a mapping relationship between a target slip ratio and a longitudinal adhesion of the wheel.

In step S1222, a target slip ratio corresponding to the wheel is determined by the preset tire model according to the longitudinal adhesion.

For example, the preset tire model may be expressed as the following formula:

wherein F represents the longitudinal adhesion of the wheel, B, C, D, E, S is a constant provided by the tire manufacturer, and x represents the target slip ratio required. In this way, given the longitudinal adhesion of the wheel, the target slip ratio corresponding to the wheel can be determined by the set tire model.

Based on the method, the target slip rate of each wheel on the vehicle can be calculated in real time, so that the follow-up driving anti-slip control can be controlled by the wheel control by the axle control step, and a better control effect is achieved.

Fig. 7 is a block diagram of a vehicle control apparatus according to an exemplary embodiment. Referring to fig. 7, the apparatus includes:

An acquisition module 701 configured to acquire a running parameter of the vehicle;

A determination module 702 configured to determine a target slip rate for each wheel of the vehicle according to the travel parameter, the target slip rate being indicative of a slip rate lower limit for initiating anti-slip control for the wheel;

a control module 703 configured to perform drive slip control on the wheels according to the running parameter and the target slip ratio for each wheel.

Optionally, the determining module 702 is configured to determine a longitudinal adhesion force of each wheel of the vehicle according to the driving parameter, and determine a target slip rate corresponding to each wheel according to the longitudinal adhesion force for each wheel.

Optionally, the determining module 702 is configured to determine a road surface adhesion coefficient of the vehicle and a vertical load of each of the wheels according to the driving parameters, and determine a longitudinal adhesion force of the wheel according to the road surface adhesion coefficient and the vertical load of the wheel for each of the wheels.

The determining module 702 is configured to determine a road surface utilization adhesion coefficient of the vehicle according to the longitudinal acceleration and the lateral acceleration, determine, for each axle, an axle speed of the axle according to a wheel speed of a wheel corresponding to the axle, and determine the road surface adhesion coefficient according to the axle speed of each axle, the vehicle speed, and the road surface utilization adhesion coefficient.

Optionally, the determining module 702 is configured to obtain a pre-calibrated maximum road surface adhesion coefficient, and if a target axle exists in the at least one axle, take the minimum value of the road surface utilization adhesion coefficient and the maximum road surface adhesion coefficient as the road surface adhesion coefficient, wherein the difference between the axle speed of the target axle and the vehicle speed is greater than or equal to a preset difference threshold, or take the maximum road surface adhesion coefficient as the road surface adhesion coefficient if the target axle does not exist in the at least one axle.

Optionally, the determining module 702 is configured to determine the vertical load of each wheel from the longitudinal acceleration and the lateral acceleration.

Optionally, the determining module 702 is configured to determine, for each of the wheels, a maximum adhesion force of the vehicle according to the road surface adhesion coefficient and a weight force of the vehicle, determine a longitudinal adhesion force duty cycle of the vehicle according to the lateral acceleration and the maximum adhesion force, and determine a longitudinal adhesion force of the wheel according to the road surface adhesion coefficient, a vertical load of the wheel, and the longitudinal adhesion force duty cycle.

Optionally, the determining module 702 is further configured to obtain a current driving mode of the vehicle, where different driving modes represent different driving requirements of a user on the vehicle, determine a longitudinal adhesion correction ratio corresponding to the wheel according to the current driving mode, correct the longitudinal adhesion ratio according to the longitudinal adhesion correction ratio to obtain a corrected longitudinal adhesion ratio of the wheel, and determine the longitudinal adhesion of the wheel according to the road adhesion coefficient, the vertical load of the wheel, and the corrected longitudinal adhesion ratio.

Optionally, the determining module 702 is configured to obtain, for each wheel, a preset tire model corresponding to the wheel, where the preset tire model characterizes a mapping relationship between a target slip rate of the wheel and the longitudinal adhesion, and determine the target slip rate corresponding to the wheel according to the longitudinal adhesion through the preset tire model.

Optionally, the control module 703 is configured to determine a current slip rate corresponding to the wheel according to the running parameter, and perform driving anti-slip control on the wheel by reducing the driving torque of the wheel when the current slip rate is greater than or equal to the target slip rate.

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

The present disclosure also provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the vehicle control method provided by the present disclosure.

Fig. 8 is a block diagram of a vehicle, according to an exemplary embodiment. For example, vehicle 800 may be a hybrid vehicle, but may also be a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other type of vehicle. Vehicle 800 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

Referring to fig. 8, a vehicle 800 may include various subsystems, such as an infotainment system 810, a perception system 820, a decision control system 830, a drive system 840, and a computing platform 850. Vehicle 800 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, interconnections between each subsystem and between each component of the vehicle 800 may be achieved by wired or wireless means.

In some embodiments, infotainment system 810 may include a communication system, an entertainment system, a navigation system, and so forth.

The sensing system 820 may include several sensors for sensing information of the environment surrounding the vehicle 800. For example, sensing system 820 may include a global positioning system (which may be a GPS system, or may be a beidou system or other positioning system), an inertial measurement unit (inertial measurement unit, IMU), a lidar, millimeter wave radar, an ultrasonic radar, and a camera device.

Decision control system 830 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

The drive system 840 may include components that provide powered motion to the vehicle 800. In one embodiment, the drive system 840 may include an engine, an energy source, a transmission, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

Some or all of the functions of vehicle 800 are controlled by computing platform 850. Computing platform 850 may include at least one processor 851 and memory 852, and processor 851 may execute instructions 853 stored in memory 852.

The processor 851 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, an image processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable GATE ARRAY, FPGA), a System On Chip (SOC), an Application SPECIFIC INTEGRATED Circuit (ASIC), or a combination thereof.

The memory 852 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.

In addition to instructions 853, memory 852 may store data such as road maps, route information, vehicle location, direction, speed, etc. The data stored by memory 852 may be used by computing platform 850.

In an embodiment of the present disclosure, the processor 851 may execute instructions 853 to complete all or part of the steps of the vehicle control method described above.

In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned vehicle control method when being executed by the programmable apparatus.

Those of skill in the art will further appreciate that the various illustrative logical blocks (illustrative logical block) and steps (steps) described in connection with the embodiments of the application may be implemented by electronic hardware, computer software, or combinations of both. Whether such functionality is implemented as hardware or software depends upon the particular application and design requirements of the overall system. Those skilled in the art may implement the described functionality in varying ways for each particular application, but such implementation is not to be understood as beyond the scope of the embodiments of the present application.

Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the use of the word exemplary is intended to present concepts in a concrete fashion. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless specified otherwise, or clear from context, "X application a or B" is intended to mean any one of the natural inclusive permutations. That is, if X application A, X application B, or both X applications A and B, "X application A or B" is satisfied under any of the foregoing instances. In addition, the articles "a" and "an" as used in this application and the appended claims are generally understood to mean "one or more" unless specified otherwise or clear from context to be directed to a singular form.

Also, although the disclosure has been shown and described with respect to one or more implementations, equivalent alterations and modifications will occur to others skilled in the art upon the reading and understanding of this specification and the annexed drawings. The present disclosure includes all such modifications and alterations and is limited only by the scope of the claims. In particular regard to the various functions performed by the above described components (e.g., elements, resources, etc.), the terms used to describe such components are intended to correspond, unless otherwise indicated, to any component which performs the specified function of the described component (which is functionally equivalent), even though not structurally equivalent to the disclosed structure. In addition, while a particular feature of the disclosure may have been disclosed with respect to only one of several implementations, such feature may be combined with one or more other features of the other implementations as may be desired and advantageous for any given or particular application. Furthermore, to the extent that the terms "includes," including, "" has, "" having, "or variants thereof are used in either the detailed description or the claims, such terms are intended to be inclusive in a manner similar to the term" comprising.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any adaptations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

In the foregoing detailed description, reference is made to the accompanying drawings in which is shown by way of illustration specific aspects in which the disclosure may be practiced. In this regard, terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, which refer to directions or represent positional relationships, may be used with reference to the orientations of the depicted figures. Because components of the devices described can be positioned in a number of different orientations, the directional terminology is used for purposes of illustration and is in no way limiting. It is to be understood that other aspects may be utilized and structural or logical changes may be made without departing from the concepts of the present disclosure. The following detailed description is, therefore, not to be taken in a limiting sense.

It should be understood that features of some embodiments of the various disclosure described herein may be combined with one another, unless specifically indicated otherwise. As used herein, the term "and/or" includes any one of the items listed in relation and any combination of any two or more; similarly, ".a.at least one of the" includes any of the relevant listed items and any combination of any two or more.

It should be understood that, unless explicitly stated and limited otherwise, the terms "coupled," "attached," "mounted," "connected," "secured," and the like as used in the embodiments of this disclosure are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integral, mechanically connected, electrically connected, or in communication with each other, directly connected, or indirectly connected via an intervening medium, in communication between two elements, or in an interaction relationship between two elements, unless otherwise explicitly stated. The specific meaning of the terms herein above will be understood by those of ordinary skill in the art as the case may be.

Furthermore, the word "on" as used in reference to a component, element, or layer of material being formed on or located on a surface may be used herein to mean that the component, element, or layer of material is positioned (e.g., placed, formed, deposited, etc.) on the surface "indirectly" such that one or more additional components, elements, or layers are disposed between the surface and the component, element, or layer of material. However, the word "on" as used in reference to a component, element, or material layer being formed on or located on a surface may also optionally have the specific meaning that the component, element, or material layer is positioned (e.g., placed, formed, deposited, etc.) on, e.g., in direct contact with, the surface.

Although terms such as "first," "second," and "third" may be used herein to describe various elements, components, regions, layers or sections, these elements, components, regions, layers or sections are not limited by these terms. Rather, these terms are only used to distinguish one component, part, region, layer or section from another component, part, region, layer or section. Thus, a first component, part, region, layer or section discussed in examples described herein could also be termed a second component, part, region, layer or section without departing from the teachings of the examples. In addition, the terms "first," "second," are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description herein, the meaning of "plurality" means at least two, e.g., two, three, etc., unless specifically defined otherwise.

It will be understood that spatially relative terms, such as "above," "upper," "lower," and "lower," among others, are used herein to describe one element's relationship to another element as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "upper" relative to another element would then be oriented "below" or "lower" relative to the other element. Thus, the term "above" encompasses both an orientation above and below, depending on the spatial orientation of the device. The device may have other orientations (e.g., rotated 90 degrees or at other orientations), and spatially relative descriptors used herein interpreted accordingly.

Claims

1. A vehicle control method characterized by comprising:

acquiring running parameters of a vehicle;

2. The method of claim 1, wherein said determining a target slip rate for each wheel of the vehicle based on the travel parameters comprises:

3. The method of claim 2, wherein said determining the longitudinal adhesion of each wheel of the vehicle from the driving parameters comprises:

4. A method according to claim 3, wherein the driving parameters include longitudinal acceleration, lateral acceleration, vehicle speed of the vehicle and wheel speed of the corresponding wheel of at least one axle;

5. The method of claim 4, wherein said determining said road surface adhesion coefficient based on the axle speed of each of said axles, said vehicle speed, and said road surface utilization adhesion coefficient comprises:

Obtaining a pre-calibrated maximum road surface adhesion coefficient;

6. The method of claim 4, wherein determining the vertical load of each wheel based on the travel parameters comprises:

7. The method of claim 4, wherein determining, for each wheel, the longitudinal adhesion of the wheel based on the road adhesion coefficient and the vertical load of the wheel comprises:

8. The method of claim 7, wherein the method further comprises:

9. The method of claim 2, wherein said determining, for each of said wheels, a corresponding target slip ratio for said wheel as a function of said longitudinal traction comprises:

10. The method according to any one of claims 1 to 9, wherein the driving anti-slip control of the wheels according to the running parameter and the target slip ratio includes:

11. A vehicle control apparatus characterized by comprising:

An acquisition module configured to acquire a running parameter of a vehicle;

12. A vehicle, characterized by comprising:

A processor;

a memory for storing processor-executable instructions;

Wherein the processor is configured to perform the steps of the method of any of claims 1-10.

13. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, carries out the steps of the method according to any one of claims 1-10.

14. A computer program product comprising a computer program which, when executed by a processor, implements the steps of the method of any of claims 1-10.