CN117261871A

CN117261871A - Vehicle control method, device, vehicle, storage medium, and program product

Info

Publication number: CN117261871A
Application number: CN202310967612.7A
Authority: CN
Inventors: 曹敏伟
Original assignee: Shanghai Jusheng Technology Co Ltd
Current assignee: Shanghai Jusheng Technology Co Ltd
Priority date: 2023-08-02
Filing date: 2023-08-02
Publication date: 2023-12-22

Abstract

Embodiments of the present disclosure relate to a vehicle control method, apparatus, vehicle, storage medium, and program product. The method comprises the following steps: under the condition that the exit of a deceleration traction control system of a vehicle is detected and a target road section exists on a running path, determining a first torque value according to predicted road surface information of the target road section, and controlling the vehicle to perform torque reduction processing according to the first torque value; the target road section is a road section in which accumulated water and/or accumulated snow are predicted to exist; determining a second torque value according to actual road surface information of the target road section when the vehicle runs to a preset distance in front of the target road section; and determining a target torque value of the vehicle according to the actual pavement information, the first torque value and the second torque value, and controlling the vehicle to perform torque reduction processing according to the target torque value. The method can avoid the risk of easy slip and reversion and even side slip instability caused by the vehicle running on a low-attachment wet road surface.

Description

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

Technical Field

The embodiment of the disclosure relates to the technical field of new energy automobiles, in particular to a vehicle control method, a device, a vehicle, a storage medium and a program product.

Background

At present, single-pedal mode is increasingly used in new energy automobiles, wherein the single-pedal mode refers to that a driver can control acceleration and deceleration of the automobile through one accelerator pedal, the driver can press the pedal to accelerate, and the driver can lift the pedal to decelerate.

In general, when a single pedal mode is used to drive on a low-traction wet road surface, when the single pedal controlled vehicle decelerates to a lower speed, such as about 2km/h, the deceleration traction control system will exit, the whole vehicle is continuously decelerated in the single pedal mode, and if the whole vehicle is continuously decelerated under the deceleration torque provided by the deceleration traction control system, the risk of slipping and reversing of the vehicle and even side slip instability is easily caused.

Disclosure of Invention

Embodiments of the present disclosure provide a vehicle control method, apparatus, vehicle, storage medium, and program product that can avoid the risk of a vehicle running on a low-traction wet road surface that is prone to slip reversal or even to side slip instability.

In a first aspect, an embodiment of the present disclosure provides a vehicle control method, the method including:

under the condition that the exit of a deceleration traction control system of a vehicle is detected and a target road section exists on a running path, determining a first torque value according to predicted road surface information of the target road section, and controlling the vehicle to perform torque reduction processing according to the first torque value; the target road section is a road section in which accumulated water and/or accumulated snow are predicted to exist;

Determining a second torque value according to actual road surface information of the target road section when the vehicle runs to a preset distance in front of the target road section;

and determining a target torque value of the vehicle according to the actual pavement information, the first torque value and the second torque value, and controlling the vehicle to perform torque reduction processing according to the target torque value.

In a second aspect, embodiments of the present disclosure provide a vehicle control apparatus, the apparatus including:

the first determining module is used for determining a first torque value according to the predicted road surface information of a target road section under the condition that the deceleration traction control system of the vehicle is detected to exit and the target road section exists on a running path, and controlling the vehicle to perform torque reduction processing according to the first torque value; the target road section is a road section in which accumulated water and/or accumulated snow are predicted to exist;

the second determining module is used for determining a second torque value according to the actual road surface information of the target road section when the vehicle runs to a preset distance in front of the target road section;

and the control module is used for determining a target torque value of the vehicle according to the actual pavement information, the first torque value and the second torque value and controlling the vehicle to perform torque reduction processing according to the target torque value.

In a third aspect, an embodiment of the present disclosure provides a vehicle, including a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the method of the first aspect when executing the computer program.

In a fourth aspect, embodiments of the present disclosure provide a computer-readable storage medium, on which a computer program is stored, which when executed by a processor, implements the method of the first aspect.

In a fifth aspect, embodiments of the present disclosure provide a computer program product comprising a computer program which, when executed by a processor, implements the method of the first aspect described above.

According to the vehicle control method, device, vehicle, storage medium and program product provided by the embodiment of the disclosure, when the deceleration traction control system of the vehicle exits and a target road section with accumulated water and/or accumulated snow is predicted on a driving path, a first torque value can be determined according to the predicted road surface information of the target road section, the vehicle is controlled to perform torque reduction processing according to the first torque value, the vehicle is controlled to decelerate, when the vehicle is decelerated to a preset distance in front of the target road section, a second torque value can be determined according to the actual road surface information of the target road section, so that the vehicle can be controlled to decelerate by using a single pedal function under the condition that the deceleration traction control system of the vehicle exits, the vehicle can be decelerated when the vehicle is driven to the preset distance in front of the target road section, further, the vehicle can be determined to have a torque reduction processing according to the actual road surface information of the target road section, the first torque value and the second torque value at the preset distance in front of the vehicle distance from the target road section, the vehicle can be controlled to sideslip the target torque value, the vehicle can be further reduced, and the vehicle speed of the vehicle can be prevented from slipping at a high risk of running down even if the vehicle is at a high risk of running or even running at a low running risk of the vehicle is avoided.

Drawings

FIG. 1 is a diagram of an application environment for a vehicle control method in one embodiment;

FIG. 2 is a flow chart of a method of controlling a vehicle in one embodiment;

FIG. 3 is a flow chart of a method of controlling a vehicle in another embodiment;

FIG. 4 is a flow chart of a method of controlling a vehicle in another embodiment;

FIG. 5 is a flow chart of a method of controlling a vehicle in another embodiment;

FIG. 6 is a flow chart of a method of controlling a vehicle in another embodiment;

FIG. 7 is a flow chart of a method of controlling a vehicle in another embodiment;

FIG. 8 is a block diagram showing the construction of a vehicle control apparatus in one embodiment;

fig. 9 is a block diagram showing the structure of a vehicle control apparatus in another embodiment;

FIG. 10 is a block diagram showing the construction of a vehicle control apparatus in another embodiment;

fig. 11 is an internal structural view of a vehicle in one embodiment.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present disclosure more apparent, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the disclosed embodiments and are not intended to limit the disclosed embodiments.

First, before the technical solution of the embodiments of the present disclosure is specifically described, a description is given of a technical background or a technical evolution context on which the embodiments of the present disclosure are based. Under the general condition, in the field of new energy automobiles, the current technical background is: single pedal mode, which means that a driver can control acceleration and deceleration of a vehicle through one accelerator pedal, and the driver can accelerate by pressing the pedal and decelerate by lifting the pedal, is increasingly used in new energy automobiles. The single pedal mode can reduce the movement frequency of the right foot, mechanical braking is rarely needed except for emergency, fatigue is reduced, meanwhile, the braking energy recovery system can effectively increase the endurance mileage of the electric automobile, the waste of energy is reduced, the motor is dragged to a certain extent to replace the traditional brake disc, abrasion is reduced, and the cost of the automobile is further reduced. The above is all the advantages of the single pedal mode, but the present single pedal mode also has some disadvantages, such as the speed reduction of the vehicle controlled by the single pedal when the vehicle runs on the low-attached wet road surface by using the single pedal mode, the speed reduction traction control system can exit when the vehicle speed is low, such as about 2km/h, the whole vehicle is controlled to continue to slow down, and if the whole vehicle continues to stop from 2km/h, the risk of slipping and reversing easily and even sideslip instability can be caused when the vehicle runs on the low-attached wet road surface. How to pre-judge the road adhesion coefficient on the running path of the vehicle in advance, determine the torque value of the vehicle in advance according to the road adhesion coefficient, control the vehicle to slow down in advance, reduce the occurrence probability of risk events, and become the difficult problem to be solved urgently at present. In addition, the applicant has made a great deal of creative effort from the standpoint of determining the risk of slip reversal or even side slip instability when the vehicle is traveling on a low-traction wet road surface and the technical solutions described in the following embodiments.

The following describes a technical scheme related to an embodiment of the present disclosure in conjunction with a scenario in which the embodiment of the present disclosure is applied.

The vehicle control method provided by the embodiment of the disclosure can be applied to an application environment as shown in fig. 1. Wherein the vehicle 102 communicates with the server 104 via a network, the vehicle 102 may obtain map navigation information, image information, etc. from the server 104. The vehicle 102 may be, but not limited to, various motor vehicles such as various cars, vans, buses, trucks, etc., and the server 104 may be implemented as a stand-alone server or a server cluster composed of a plurality of servers.

In one embodiment, as shown in fig. 2, there is provided a vehicle control method, which is described as an example of application to the vehicle in fig. 1, including the steps of:

s201, under the condition that the deceleration traction control system of the vehicle exits and a target road section exists on a running path, determining a first torque value according to predicted road surface information of the target road section, and controlling the vehicle to perform torque reduction processing according to the first torque value; the target road section is a road section for predicting the existence of accumulated water and/or snow.

The deceleration traction control system of the vehicle can feed back the maximum deceleration torque in real time according to the wheel speed information of four wheels of the vehicle, control the vehicle to decelerate, prevent the idle running of the driving wheels when the vehicle runs on a wet road surface such as a snowfield and the like, and enable the vehicle to decelerate stably. In this embodiment, it should be noted that, for a vehicle with a single pedal mode for controlling the vehicle speed, when the vehicle speed is low, for example, the vehicle speed is about 2km/h, the deceleration traction control system of the vehicle will exit from running, and the vehicle controller of the vehicle will control the vehicle to decelerate, but when the vehicle controller controls the vehicle with the single pedal mode to decelerate, the ground attachment coefficient cannot be determined, and when the deceleration torque output by the vehicle controller is too large, the risk of reverse rotation of the vehicle due to the tire slip of the vehicle easily occurs.

Optionally, in this embodiment, the processor of the vehicle may determine a driving path of the vehicle according to the map navigation information acquired from the server, and predict whether there is a road section with water accumulation and/or snow accumulation on the driving path according to the weather information acquired from the server, for example, if the acquired weather information indicates that there is precipitation and/or snow accumulation in a future period or a history period, the processor of the vehicle may predict a target road section with water accumulation and/or snow accumulation on the driving path; if the acquired weather information indicates that there is no precipitation and/or snowfall for a future time period or a historical time period, the processor of the vehicle may predict a target road segment on the travel path where there is no water accumulation and/or snow accumulation.

Alternatively, in this embodiment, the processor of the vehicle may predict the road surface information of the target road segment according to the acquired map navigation information, and determine the predicted road surface information of the target road segment, and the predicted road surface information of the target road segment may be, for example, any one of a wet flat ice surface, a dry cross road surface, and a wet cement road surface. Further, after the processor of the vehicle predicts the predicted road surface information of the target road section, the adhesion coefficient corresponding to the predicted road surface can be determined according to the corresponding relation between the road surface information and the adhesion coefficient corresponding to the predicted road surface, and then a first torque value is determined according to the adhesion coefficient of the predicted road surface, and the vehicle is controlled to carry out torque reduction processing according to the first torque value, so that the vehicle runs by adopting the torque value after the torque reduction processing, and the deceleration running is continued under the condition that the deceleration traction control system of the vehicle exits. Alternatively, in this embodiment, after the vehicle is controlled to perform the torque reduction process according to the first torque value, if the tire of the vehicle is found to not turn around, the torque reduction process may be continuously performed by using the first torque value to control the vehicle, and if the tire of the vehicle is found to turn around, a new first torque value needs to be determined based on the predicted road surface information.

Alternatively, the running path of the vehicle in this embodiment may be a running path of a low-grade road surface in the whole course, or the running path in this embodiment may be a running path of a transition from a high-grade road surface to a low-grade road surface, which is not limited herein.

S202, determining a second torque value according to actual road surface information of the target road section when the vehicle runs to a preset distance in front of the target road section.

It will be appreciated that the vehicle-mounted camera of the vehicle can acquire the image information of the target road section at a distance closer to the front of the target road section, so in this embodiment, as an alternative implementation manner, the preset distance before the target road section refers to a distance closer to the target road section, for example, the preset distance before the target road section may be 500m from the target road section, or may also be 400m from the target road section, and the embodiment is not limited herein.

In this embodiment, after the processor of the vehicle determines the first torque value, the processor of the vehicle will control the vehicle to perform the torque reduction processing to control the vehicle to travel with the first torque value, and when the vehicle travels to the preset distance in front of the target road section, the vehicle-mounted camera of the vehicle may collect the actual image of the target road section, so that the processor of the vehicle may obtain the actual road information of the target road section according to the collected actual image, alternatively, the collected actual image may be input into the neural network model to obtain the actual road information of the target road section, or the actual image may also be manually analyzed to obtain the actual road information of the target road section. And the processor of the vehicle can further determine the attachment coefficient corresponding to the actual road surface information of the vehicle according to the corresponding relation between the road surface information and the attachment coefficient, and determine the second torque value according to the attachment coefficient corresponding to the actual road surface information of the vehicle. Alternatively, the determined second torque value may be greater than the first torque value or may be less than or equal to the first torque value, which is not limited in this embodiment.

S203, determining a target torque value of the vehicle according to the actual pavement information, the first torque value and the second torque value, and controlling the vehicle to perform torque reduction processing according to the target torque value.

In this embodiment, the actual road surface information of the target road section may represent an actual road surface condition corresponding to the current time of the target road section, where one possible case is that no accumulated water and/or accumulated snow exists on the road surface of the target road section at the current time, and another possible case is that the accumulated water and/or accumulated snow continues to exist on the road surface of the target road section at the current time, so that the processor of the vehicle may determine whether a predicted accumulated water and/or accumulated snow road section exists in the target road section according to the actual road surface information, and further determine a target torque value for controlling the vehicle to perform the torque reduction process according to the determination result, the first torque value and the second torque value. Alternatively, the processor of the vehicle may determine either one of the first torque value and the second torque value as the target torque value according to the determination result, or may also determine an average value of the first torque value and the second torque value as the target torque value according to the determination result. Alternatively, in the present embodiment, the target torque value determined in the case where the predicted accumulated water and/or snow road section is still present in the target road section may be different from the target torque value determined in the case where the predicted accumulated water and/or snow road section is not present in the target road section, or may be the same, for example, the determined target torque value may be the same, and the minimum value of the first torque value and the second torque value may be determined as the target torque value regardless of whether the accumulated water and/or snow road section is still present in the actual road surface information, because the first torque value is determined in the case where the accumulated water and/or snow road section is present in the predicted target road section, and the condition for determining the first torque value is more severe, so that the minimum value of the first torque value and the second torque value is determined as the target torque value, and the vehicle may be controlled to slow down, thereby avoiding the risk of the vehicle turning over and even the slip instability caused by the too fast vehicle speed down.

According to the vehicle control method, when the situation that the deceleration traction control system of the vehicle exits and the target road section with accumulated water and/or accumulated snow on the running path is detected, a first torque value can be determined according to the predicted road surface information of the target road section, the vehicle is controlled to perform torque reduction processing according to the first torque value, the vehicle is controlled to decelerate and run, when the vehicle decelerates and runs to a preset distance in front of the target road section, a second torque value can be determined according to the actual road surface information of the target road section, so that under the situation that the deceleration traction control system of the vehicle exits, the vehicle can still be controlled to decelerate by using a single pedal function, the vehicle is decelerated when the vehicle runs to the preset distance in front of the target road section, further, the target torque value which is consistent with the actual road surface information of the target road section can be determined according to the actual road surface information of the first torque value and the second torque value, the vehicle is controlled to perform torque reduction processing through the target torque value, the vehicle can be further reduced when the vehicle runs to the target road section, if the accumulated water and/or accumulated snow is/are/is accumulated on the target road section, the risk of slipping of the vehicle can be avoided from being reduced, and the risk of slipping of the vehicle is even high when the vehicle is caused to slip is reduced is avoided.

The detailed procedure of determining the target torque value of the vehicle based on the actual road surface information of the target road section, the determined first torque value and the determined second torque value will be described in this embodiment. In one embodiment, as shown in fig. 3, S203 above includes:

s301, determining whether accumulated water and/or accumulated snow exist in the target road section according to the actual road surface information.

It is understood that the actual road surface information of the target road segment is determined at a preset distance before the vehicle travels to the target road segment, and thus the actual road surface information of the target road segment can truly reflect the actual situation of the target road segment. For example, there may be a case that if the weather is rainy or snowy, it is predicted that there is water accumulation and/or snow on the target road section, but during the period of time when the vehicle travels to a preset distance before the target road section, the weather has changed from rainy or snowy weather to sunny days, the water accumulation and/or snow on the target road section may have disappeared due to the change of temperature, and then the actual road surface information of the target road section is a road section without water accumulation and/or snow; as another example, there may be a case where a sunny day is always present in the history period and the current period, but water and/or snow is artificially present in the target road before the vehicle passes through the target road, at which time the actual road surface information of the target road will become a road where water and/or snow is present; as another example, there may be a case where the current weather is a sunny day, but there is a rainy and snowy weather occurring during the travel of the vehicle to the target road section, when the rainfall and/or snowfall of the rainy and snowy weather is large, there may be water accumulation and/or snow accumulation in the target road section at this time, and at this time, the actual road surface information of the target road section will also become a road section where water accumulation and/or snow accumulation exists.

Alternatively, in this embodiment, if it is determined that there is still water and/or snow in the target road section, the following step S302 may be performed, and if it is determined that there is no water and/or snow in the target road section, the following step S303 may be performed.

S302, determining the minimum value of the first torque value and the second torque value as a target torque value.

In this embodiment, if it is determined that there is water and/or snow in the target road section according to the actual road surface information of the target road section, the vehicle needs to slowly pass through the target road section, and at this time, the processor of the vehicle may determine the minimum value of the first torque value and the second torque value as the target torque value of the vehicle, and control the vehicle to slow down and slowly pass through the target road section by using the target torque value. Alternatively, the processor of the vehicle may determine the first torque value as the target torque value if the first torque value is the minimum of the two, and the processor of the vehicle may determine the second torque value as the target torque value if the second torque value is the minimum of the two.

S303, determining a weighted average of the first torque value and the second torque value as a target torque value.

In this embodiment, if the processor of the vehicle determines that there is no accumulated water and/or snow in the target road section, the processor of the vehicle may determine a weighted average of the first torque value and the second torque value as the target torque value. As an alternative embodiment, the weights of the first torque value and the second torque value may be determined by the processor of the vehicle according to the actual road surface information of the target road section, and alternatively, the weights of the determined first torque value and the determined second torque value may be the same or different.

In this embodiment, the processor of the vehicle can accurately determine whether there is accumulated water and/or snow in the target road section according to the actual road surface information of the target road section, so that the target torque value can be accurately determined according to the first torque value and the second torque value according to the determination result, thereby ensuring the accuracy of the determined target torque value.

A detailed procedure of how to determine the actual road surface information of the target road section will be described in this embodiment. In one embodiment, as shown in fig. 4, the method further includes:

s401, acquiring an image of a target road section through an on-board camera when the vehicle runs to a preset distance in front of the target road section.

In this embodiment, when the vehicle travels at a preset distance before the target road section, the processor of the vehicle may control the vehicle-mounted camera to acquire an ambient image, so that the vehicle-mounted camera acquires an image of the target road section. Optionally, the number of the vehicle-mounted cameras in this embodiment may be one or more, when the number of the vehicle-mounted cameras is one, the image of the target road section may be acquired by the one vehicle-mounted camera, and when the number of the vehicle-mounted cameras is more, the image of the target road section may be a fusion image of the images acquired by the respective vehicle-mounted cameras.

S402, inputting the image of the target road section into a preset identification model to obtain the predicted road surface information of the target road section.

Optionally, in this embodiment, before inputting the image of the target road section into the preset recognition model, the processor of the vehicle may perform preprocessing such as filtering and enhancing on the image of the target road section, filtering clutter information in the image of the target road section, enhancing image information of the image of the target road section, and then inputting the preprocessed image into the preset recognition model, and obtaining predicted road surface information of the target road section through the preset recognition model.

S403, determining the actual road surface information of the target road section according to the predicted road surface information and the calibrated road surface information of the target road section.

It can be understood that, the problem that the recognition model may not accurately recognize the road surface information of the target road segment may be caused by the problem of the accuracy of the recognition model, for example, when the target road segment is a wet cement road surface and a wet asphalt road surface which are similar, the recognition model may have a problem of misrecognition, so in this embodiment, in order to ensure the accuracy of the determined actual road surface information of the target road segment, the actual road surface information of the target road segment may be further accurately determined according to the predicted road surface information of the target road segment obtained by the recognition model and the calibrated road surface information of the target road segment stored in the server. Optionally, if the predicted road surface information matches the calibrated road surface information, that is, if the predicted road surface information identified by the identification model is consistent with the pre-calibrated road surface information, the processor of the vehicle may determine the predicted road surface information identified by the identification model as the actual road surface information of the target road section; if the predicted road surface information does not match the calibrated road surface information, that is, if the predicted road surface information identified by the identification model is inconsistent with the pre-calibrated road surface information, it may be that the identification model performs erroneous identification, and in order to ensure the accuracy of the determined actual road surface information of the target road segment, the calibrated road surface information of the target road segment may be determined as the actual road surface information of the target road segment. In this embodiment, as an optional implementation manner, the processor of the vehicle may determine that the predicted road surface information is matched with the calibrated road surface information by calculating a similarity between the predicted road surface information and the calibrated road surface information when the similarity is greater than a preset similarity threshold, and determine that the predicted road surface information is not matched with the calibrated road surface information when the similarity is less than or equal to the preset similarity threshold.

In this embodiment, when the vehicle travels at a preset distance in front of the target road section, the vehicle-mounted camera acquires an image of the target road section, and the image of the target road section can be input into a preset recognition model to obtain predicted road information of the target road section, so that the actual road information of the target road section can be determined according to the obtained predicted road information and the calibration road information of the target road section.

In the above-described embodiment, first, it is determined whether the target link exists in the travel path, and a detailed procedure of determining whether the target link exists in the travel path will be described. In one embodiment, as shown in fig. 5, the method further includes:

s501, acquiring image information acquired by a camera on a driving path according to map navigation information.

In this embodiment, the processor of the vehicle may determine the position of the camera at the road end on the driving path according to the map navigation information, so as to obtain, from the server, the image information collected by the camera at the position, that is, obtain the image information collected by the camera on the driving path of the vehicle. For example, if the processor of the vehicle determines that there are 10 road-end cameras on the driving path according to the map navigation information, the processor of the vehicle may acquire image information acquired by the 10 road-end cameras according to the position information of the 10 road-end cameras.

S502, determining whether a road segment of interest exists on the driving path according to the image information.

In this embodiment, the processor of the vehicle may determine whether a road segment of interest exists on the travel path by identifying whether an object of interest exists in each image information acquired. For example, the processor of the vehicle may determine whether a road segment of interest exists on the travel path by identifying whether a white area exists in each acquired image information or a black area of a circle, and for example, when a white area is included in each acquired image information, the white area may be a snow area, and thus, the processor of the vehicle may determine that a road segment of interest exists on the travel area after determining that a white area exists on the travel path; when each acquired image information includes a circular black area, the circular black area may be a water accumulation area, and thus, after determining that the circular black area exists on the driving path, the processor of the vehicle may determine that a road segment of interest exists on the driving area.

S503, if the interested road section exists on the running path, determining whether the target road section exists on the running path according to weather information.

In this embodiment, if the vehicle processor determines that the interested road section exists on the driving path, the vehicle processor may further determine whether there is accumulated water and/or accumulated snow in the interested road section in combination with weather information, so as to determine whether there is a target road section on the driving path of the vehicle. Alternatively, if the weather information indicates that the object on the road segment of interest is actually water and/or snow for a preset period of time, the vehicle processor may determine that the target road segment including water and/or snow is actually present on the travel path, where it is to be noted that the preset period of time may be a historical period of time, for example, twenty four hours in the past, or the preset period of time may be a future period of time, for example, two hours, three hours, or the like in the future at the current time.

In this embodiment, the vehicle can accurately acquire the camera information on the driving path according to the map navigation information, so that the image information acquired by the camera on the driving path can be accurately acquired, and further, whether the interested road section exists on the driving path can be accurately determined according to the image information acquired by the camera on the driving path, and further, whether the target road section exists on the driving path is accurately determined according to the weather information under the condition that the interested road section exists on the driving path is determined, so that the accuracy of determining whether the target road section exists on the driving path is ensured.

In the above-described scenario of determining the first torque value according to the predicted road surface information of the target road segment, the processor of the vehicle may determine the first torque value according to the road surface adhesion coefficient and the vehicle parameter corresponding to the predicted road surface information. In one embodiment, as shown in fig. 6, S201 includes:

s601, determining a road adhesion coefficient corresponding to the predicted road surface information.

Alternatively, in the present embodiment, the processor of the vehicle may determine the road surface adhesion coefficient corresponding to the predicted road surface information according to the correspondence relationship of table 1 described below. For example, if the predicted road surface information is a wet epoxy road surface, the determined road surface adhesion coefficient may be 0.15; for another example, if the predicted road surface information is wet stone road surface information, the determined road surface adhesion coefficient may be 0.3.

TABLE 1

Road surface	Drying	Moisture content
			Flat ice surface	0.1	0.05
Epoxy resin	0.3	0.15
			Snow compacted road surface	0.3	0.3
Sand-laid highway	0.4	0.45
			Stone pavement	0.5	0.3
Cement pavement	0.7	0.4
			Asphalt pavement	0.8	0.5

S602, determining a first torque reduction value according to the road adhesion coefficient and vehicle parameters of the vehicle; the vehicle parameters include: vehicle mass, tire radius, speed reducer speed ratio, speed reducer efficiency, wheelbase, front axle load percentage, and centroid height.

In this embodiment, the processor of the vehicle may be according to the formulaDetermining the adhesion of the target road section, wherein F _x Represents the adhesion of the target road segment, m represents the mass of the vehicle, w _b Represents the wheelbase of the vehicle, μ represents the road adhesion coefficient, w _f Represents the front axle load percentage, h _g Representing the height of the mass center, further, after determining the adhesion of the target road section, the formula +.>Determining a first torque reduction value, wherein F _x Represents the adhesion of the target road segment, r represents the tire radius, g _b Indicating the speed ratio of the speed reducer, eff indicates the speed reducer efficiency.

TABLE 2

TABLE 3 Table 3

Road adhesion coefficient	Road surface adhesion N	Torque value Nm
			0.05	462.6	15.6
0.1	917.6	30.9
			0.15	1365.2	46.0
0.2	1805.5	60.9
			0.25	2238.8	75.5
0.3	2665.1	89.8
			0.35	3084.8	104.0
0.4	3497.8	117.9
			0.45	3904.4	131.6
0.5	4304.8	145.1

Illustratively, taking the vehicle parameters as the parameter values shown in table 2 as an example, the relationship between the road surface adhesion force and the torque value corresponding to the different road surface adhesion coefficients may be shown in table 3.

It should be noted that, the principle and the calculation process of determining the second torque value by the processor of the vehicle according to the actual road surface information of the target road section are the same as those of the first torque value, and the second torque value may be determined by referring to the determination method of the first torque value, which is not described herein in detail.

In this embodiment, by determining the road surface adhesion coefficient corresponding to the predicted road surface information, the first torque value can be quickly determined according to the road surface adhesion coefficient corresponding to the predicted road surface information and the vehicle parameter of the vehicle, thereby improving the efficiency of determining the first torque value.

An embodiment of the present disclosure is described below in conjunction with a specific travel scenario, and referring specifically to fig. 7, the method includes the steps of:

s1, acquiring image information acquired by a camera on a driving path according to map navigation information.

S2, determining whether a road section of interest exists on the driving path according to the image information.

S3, if the interested road section exists on the driving path and the weather information represents that the weather is rain and snow weather in the preset time period, determining that the target road section exists on the driving path; the target road section is a road section for predicting the existence of accumulated water and/or accumulated snow.

And S4, under the condition that the exit of the deceleration traction control system of the vehicle is detected and a target road section exists on a running path, determining a first torque value according to the predicted road surface information of the target road section, and controlling the vehicle to perform torque reduction processing according to the first torque value.

S5, when the vehicle runs to a preset distance in front of the target road section, acquiring an image of the target road section through the vehicle-mounted camera.

And S6, inputting the image of the target road section into a preset identification model to obtain the predicted road surface information of the target road section.

And S7, if the predicted road surface information is matched with the calibrated road surface information, determining the predicted road surface information as the actual road surface information of the target road section, and if the predicted road surface information is not matched with the calibrated road surface information, determining the calibrated road surface information as the actual road surface information of the target road section.

S8, determining a second torque value according to the actual road surface information of the target road section.

S9, determining whether accumulated water and/or accumulated snow exist in the target road section according to the actual road surface information.

S10, if yes, determining the minimum value of the first torque value and the second torque value as a target torque value; if not, determining a weighted average of the first torque value and the second torque value as a target torque value.

It should be noted that, for the description in the above S1-S10, reference may be made to the description related to the above embodiment, and the effects thereof are similar, which is not repeated here.

It should be understood that, although the steps in the flowcharts of fig. 2-7 are shown in order as indicated by the arrows, these steps are not necessarily performed in order as indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in FIGS. 2-7 may include multiple steps or stages that are not necessarily performed at the same time, but may be performed at different times, nor does the order in which the steps or stages are performed necessarily performed in sequence, but may be performed alternately or alternately with at least a portion of the steps or stages in other steps or other steps.

In one embodiment, as shown in fig. 8, there is provided a vehicle control apparatus including: a first determination module 10, a second determination module 11, and a control module 12, wherein:

the first determining module 10 is configured to determine a first torque value according to predicted road surface information of a target road section when it is detected that the deceleration traction control system of the vehicle exits and the target road section exists on a driving path, and control the vehicle to perform a torque reduction process according to the first torque value; the target road section is a road section for predicting the existence of accumulated water and/or snow.

The second determining module 11 is configured to determine a second torque value according to actual road surface information of the target road segment when the vehicle travels to a preset distance in front of the target road segment.

The control module 12 is configured to determine a target torque value of the vehicle according to the actual road surface information, the first torque value and the second torque value, and control the vehicle to perform a torque reduction process according to the target torque value.

The vehicle control device provided in this embodiment may execute the above method embodiment, and its implementation principle and technical effects are similar, and will not be described herein.

On the basis of the above embodiment, as shown in fig. 9, optionally, the above apparatus further includes: a third determination module 13, a fourth determination module 14 and a fifth determination module 15, wherein:

The third determining module 13 is configured to determine whether accumulated water and/or accumulated snow still exists in the target road section according to the actual road surface information.

The fourth determining module 14 is configured to determine the minimum value of the first torque value and the second torque value as the target torque value if it is determined that there is accumulated water and/or snow in the target road segment.

And a fifth determining module 15, configured to determine, as the target torque value, a weighted average of the first torque value and the second torque value if it is determined that there is no accumulated water and/or accumulated snow in the target road segment.

On the basis of the above embodiment, as shown in fig. 10, optionally, the above apparatus further includes: an acquisition module 16, a first acquisition module 17 and a sixth determination module 18, wherein:

the acquisition module 16 is used for acquiring images of the target road section through the vehicle-mounted camera when the vehicle runs to a preset distance in front of the target road section.

The first obtaining module 17 is configured to input an image of the target road segment into a preset recognition model, and obtain predicted road surface information of the target road segment.

The sixth determining module 18 is configured to determine actual road surface information of the target road segment according to the predicted road surface information and the calibrated road surface information of the target road segment.

With continued reference to fig. 10, the sixth determining module 18 includes: a first determination unit 181 and a second determination unit 182, wherein:

the first determining unit 181 is configured to determine the predicted road surface information as actual road surface information if the predicted road surface information matches with the calibrated road surface information.

The second determining unit 182 is configured to determine the calibration information as the actual road surface information if the predicted road surface information does not match the calibration road surface information.

With continued reference to fig. 10, the apparatus may further include: a second acquisition module 19, a seventh determination module 20 and an eighth determination module 21, wherein:

the second obtaining module 19 is configured to obtain image information collected by the camera on the driving path according to the map navigation information.

A seventh determining module 20 is configured to determine whether a road segment of interest exists on the driving path according to the image information.

The eighth determining module 21 is configured to determine whether the target road segment exists on the driving path according to the weather information if it is determined that the road segment of interest exists on the driving path.

On the basis of the above embodiment, please continue to refer to fig. 10, optionally, the eighth determining module 21 includes: a third determination unit 211 in which:

the third determining unit 211 is configured to determine that the target road segment exists on the driving path if the weather information indicates that the weather information is rainy or snowy within the preset time period.

On the basis of the above embodiment, please continue to refer to fig. 10, optionally, the first determining module 10 includes: a fourth determination unit 101 and a fifth determination unit 102, wherein:

a fourth determination unit 101 for determining a road surface adhesion coefficient corresponding to the predicted road surface information.

A fifth determining unit 102, configured to determine a first torque reduction value according to the road adhesion coefficient and a vehicle parameter of the vehicle; the vehicle parameters include: vehicle mass, tire radius, speed reducer speed ratio, speed reducer efficiency, wheelbase, front axle load percentage, and centroid height.

The specific limitation regarding the vehicle control device may be referred to the limitation regarding the vehicle control method hereinabove, and will not be described herein. Each of the modules in the vehicle control apparatus described above may be implemented in whole or in part by software, hardware, and a combination thereof. The above modules may be embedded in hardware or may be independent of a processor in the vehicle, or may be stored in software in a memory in the vehicle, so that the processor may invoke and execute operations corresponding to the above modules.

Fig. 11 is a block diagram illustrating a control assembly 1400 of a vehicle according to an exemplary embodiment. Referring to fig. 11, the control component 1400 includes a processing component 1420 that further includes one or more processors and memory resources represented by a memory 1422 for storing instructions or computer programs, such as application programs, executable by the processing component 1420. The application programs stored in memory 1422 can include one or more modules, each corresponding to a set of instructions. Further, the processing component 1420 is configured to execute instructions to perform the control methods described above.

The control component 1400 may also include a power component 1424 configured to perform power management of the control component 1400, a wired or wireless network interface 1426 configured to connect the control component 1400 to a network, and an input output (I/O) interface 1428. The server 1400 may operate an operating system based on storage 1422, such as Window14 14erverTM,Mac O14 XTM,UnixTM,LinuxTM,FreeB14DTM or the like.

In an exemplary embodiment, a storage medium is also provided, such as a memory 1422 including instructions executable by a processor of the control assembly 1400 to perform the above-described methods. The storage medium may be a non-transitory computer readable storage medium, which may be, for example, ROM, random Access Memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device, etc.

In an exemplary embodiment, a computer program product is also provided, which, when being executed by a processor, may implement the above-mentioned method. The computer program product includes one or more computer instructions. When loaded and executed on a computer, these computer instructions may implement some or all of the methods described above, in whole or in part, in accordance with the processes or functions described in embodiments of the present disclosure.

Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in embodiments provided by the present disclosure may include at least one of non-volatile and volatile memory. The nonvolatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical Memory, or the like. Volatile memory can include random access memory (Random Access Memory, RAM) or external cache memory. By way of illustration, and not limitation, RAM can be in the form of a variety of forms, such as static random access memory (Static Random Access Memory, SRAM) or dynamic random access memory (Dynamic Random Access Memory, DRAM), and the like.

The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples merely represent a few implementations of the disclosed examples, which are described in more detail and are not to be construed as limiting the scope of the invention. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made to the disclosed embodiments without departing from the spirit of the disclosed embodiments. Accordingly, the protection scope of the disclosed embodiment patent should be subject to the appended claims.

Claims

1. A vehicle control method, characterized in that the method comprises:

2. The method of claim 1, wherein the determining the target torque value of the vehicle based on the actual road surface information, the first torque value, and the second torque value comprises:

determining whether accumulated water and/or accumulated snow still exists in the target road section according to the actual road surface information;

if yes, determining the minimum value of the first torque value and the second torque value as the target torque value;

and if not, determining a weighted average of the first torque value and the second torque value as the target torque value.

3. The method according to claim 2, wherein the method further comprises:

when the vehicle runs to a preset distance in front of the target road section, acquiring an image of the target road section through a vehicle-mounted camera;

inputting the image of the target road section into a preset identification model to obtain predicted road surface information of the target road section;

and determining the actual road surface information of the target road section according to the predicted road surface information and the calibrated road surface information of the target road section.

4. A method according to claim 3, wherein said determining actual road surface information of said target road segment from said predicted road surface information and said nominal road surface information of said target road segment comprises:

If the predicted road surface information is matched with the calibrated road surface information, determining the predicted road surface information as the actual road surface information;

and if the predicted road surface information is not matched with the calibrated road surface information, determining the calibrated information as the actual road surface information.

5. The method according to any one of claims 1-4, further comprising:

acquiring image information acquired by a camera on the driving path according to map navigation information;

determining whether a road section of interest exists on the driving path according to the image information;

and if the interested road section exists on the driving path, determining whether the target road section exists on the driving path according to weather information.

6. The method of claim 5, wherein the determining whether the target link exists on the travel path according to weather information comprises:

and if the weather information represents that the weather information is rainy and snowy weather in a preset time period, determining that the target road section exists on the driving path.

7. The method of claim 1, wherein the determining a first torque value from the predicted road surface information of the target road segment comprises:

Determining a road surface attachment coefficient corresponding to the predicted road surface information;

determining the first torque reduction value according to the road adhesion coefficient and the vehicle parameters of the vehicle; the vehicle parameters include: vehicle mass, tire radius, speed reducer speed ratio, speed reducer efficiency, wheelbase, front axle load percentage, and centroid height.

8. A vehicle control apparatus, characterized in that the apparatus comprises:

9. A vehicle comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the steps of the method of any one of claims 1 to 7 when the computer program is executed.

10. A storage medium having stored thereon a computer program, which when executed by a processor, implements the steps of the method of any of claims 1 to 7.

11. A computer program product comprising a computer program, characterized in that the computer program, when being executed by a processor, implements the steps of the method according to any of claims 1-7.