Control method of vehicle, vehicle control terminal, and storage medium

Abstract

This invention provides a vehicle control method, a vehicle control terminal, and a storage medium. The method includes: determining whether there is an obstacle within a preset range of the vehicle; if there is an obstacle, acquiring the distance between the obstacle and the vehicle in real time, and determining a first torque safety factor based on the distance between the obstacle and the vehicle; acquiring the distance between the obstacle and the longitudinal centerline of the vehicle in real time, and determining a second torque safety factor based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle; determining the target torque of the vehicle based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque; wherein the target torque of the vehicle is less than the vehicle's required torque. This invention, when an obstacle is detected around the vehicle, dynamically reduces the vehicle's torque based on the distance between the obstacle and the vehicle and the distance between the obstacle and the vehicle's longitudinal centerline, effectively reducing the occurrence of vehicle accidents.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method, a vehicle control terminal, and a storage medium. Background Technology

[0002] The driver usually has an accelerator pedal and a brake pedal under the steering wheel of a motor vehicle. The driver accelerates or brakes the vehicle by pressing the accelerator pedal or the brake pedal.

[0003] In the existing technology, due to the lack of effective safety detection methods for vehicles, it is impossible to determine whether the rear or front of the vehicle is safe when it accelerates, which can easily lead to traffic accidents. Summary of the Invention

[0004] This invention provides a vehicle control method, a vehicle control terminal, and a storage medium to solve the problem in the prior art where the vehicle cannot know whether the surrounding area is safe when accelerating, which can easily lead to traffic accidents.

[0005] In a first aspect, embodiments of the present invention provide a vehicle control method, comprising:

[0006] Determine if there are any obstacles within the vehicle's preset range;

[0007] If there is an obstacle, the distance between the obstacle and the vehicle is obtained in real time, and the first torque safety factor is determined based on the distance between the obstacle and the vehicle.

[0008] The distance between the obstacle and the longitudinal centerline of the vehicle is acquired in real time, and the second torque safety factor is determined based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle.

[0009] The target torque of the vehicle is determined based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque.

[0010] Among these, the target torque of the vehicle shall not exceed the required torque of the vehicle.

[0011] Optionally, a first torque safety factor may be determined based on the distance between the obstacle and the vehicle, including:

[0012] Determine whether the distance between the obstacle and the vehicle is less than the first safe distance;

[0013] If the distance is less than the first safety distance, then the rate of change of the distance between the obstacle and the vehicle is determined based on the distance between the obstacle and the vehicle, and the first torque safety factor is determined based on the rate of change of the distance between the obstacle and the vehicle.

[0014] If it is not less than the first safety distance, then the first torque safety factor is set to the first preset factor.

[0015] Optionally, the second torque safety factor is determined based on the distance between the obstacle and the vehicle and the distance between the obstacle and the vehicle's longitudinal centerline, including:

[0016] If the distance between the obstacle and the vehicle is less than the first safe distance, then the rate of change of the distance between the obstacle and the vehicle is determined based on the distance between them.

[0017] If the rate of change of the distance between the obstacle and the vehicle is greater than 0, then determine whether the distance between the longitudinal centerline of the obstacle and the vehicle is less than the second safety distance.

[0018] If it is less than the second safety distance, then the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is determined based on the distance between the obstacle and the longitudinal centerline of the vehicle.

[0019] If the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is greater than 0, then the second torque safety factor is determined based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle.

[0020] Otherwise, set the second torque safety factor to the second preset factor.

[0021] Optionally, the target torque of the vehicle is determined based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque, including:

[0022] The target torque of the vehicle is calculated based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque, combined with the first formula.

[0023] The first formula is:

[0024] T = T0 * K1 * K2

[0025] Where T0 is the required torque of the vehicle, K1 is the first torque safety factor, and K2 is the second torque safety factor;

[0026] The first torque safety factor and the second torque safety factor are both no greater than 1.

[0027] Optionally, both the first and second preset coefficients are 1.

[0028] Optionally, a first torque safety factor may be determined based on the rate of change of the distance between the obstacle and the vehicle, including:

[0029] Based on the rate of change of the distance between the obstacle and the vehicle and the first safe distance, the first torque safety factor is obtained by referring to the table;

[0030] The second torque safety factor is determined based on the rate of change of the distance between the obstacle and the vehicle's longitudinal centerline, including:

[0031] The second torque safety factor is obtained by referring to a table based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle.

[0032] The first torque safety factor and the second torque safety factor obtained from the table are both less than 1.

[0033] Optionally, before determining whether the distance between the obstacle and the vehicle is less than the first safe distance, determining the first torque safety factor based on the distance between the obstacle and the vehicle further includes:

[0034] Obtain the vehicle's speed and determine the first safe distance based on the vehicle's speed.

[0035] Optionally, the distance between obstacles and vehicles can be obtained in real time, including:

[0036] Get the vehicle's current gear;

[0037] When the gear is reverse, the distance between the vehicle and obstacles behind it is obtained in real time.

[0038] When the gear is in drive, the distance between the vehicle and obstacles in front of it is obtained in real time.

[0039] Real-time acquisition of the distance between obstacles and the vehicle's longitudinal centerline, including:

[0040] Get the vehicle's current gear;

[0041] When the gear is reverse, the distance between the obstacle behind the vehicle and the longitudinal centerline of the vehicle is obtained in real time.

[0042] When the gear is in forward gear, the distance between the obstacle in front of the vehicle and the longitudinal centerline of the vehicle is obtained in real time.

[0043] In a second aspect, embodiments of the present invention provide a vehicle control terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the vehicle control method provided in the first aspect or any possible implementation of the first aspect.

[0044] Thirdly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle control method provided in the first aspect or any possible implementation thereof.

[0045] This invention provides a vehicle control method, a vehicle control terminal, and a storage medium. The method includes: determining whether there are obstacles within a preset range of the vehicle; if there are obstacles, acquiring the distance between the obstacle and the vehicle in real time, and determining a first torque safety factor based on the distance between the obstacle and the vehicle; acquiring the distance between the obstacle and the longitudinal centerline of the vehicle in real time, and determining a second torque safety factor based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle; determining the target torque of the vehicle based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque; wherein the target torque of the vehicle is less than the vehicle's required torque. In this invention, when obstacles are detected around the vehicle, the vehicle's torque is dynamically reduced based on the distance between the obstacle and the vehicle and the distance between the obstacle and the vehicle's longitudinal centerline when there is a risk of an accident. This effectively avoids accidents caused by excessive vehicle acceleration, reduces the occurrence of vehicle accidents, and improves the vehicle's safety factor. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This is a flowchart illustrating the implementation of a vehicle control method provided in this embodiment;

[0048] Figure 2 This is a schematic diagram of a vehicle control device provided in an embodiment of the present invention;

[0049] Figure 3 This is a schematic diagram of the vehicle control terminal provided in an embodiment of the present invention. Detailed Implementation

[0050] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0051] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0052] See Figure 1The diagram illustrates a flowchart of the vehicle control method provided in this embodiment of the invention. The executing entity of the vehicle control method can be a vehicle control terminal; for example, the executing entity can be the VCU (vehicle control unit) of a pure electric vehicle, or other vehicle controllers, without specific limitations. The above method can be described in detail below:

[0053] S101: Determine if there are any obstacles within the vehicle's preset range;

[0054] For example, the vehicle's built-in ADAS (Advanced Driving Assistance System) can detect obstacles in front of the vehicle; it can also determine whether there are obstacles behind the vehicle using the vehicle's built-in reversing camera. Specifically, image recognition technology can be used to determine this through the reversing camera, but details will not be elaborated here.

[0055] S102: If there is an obstacle, the distance between the obstacle and the vehicle is obtained in real time, and the first torque safety factor is determined based on the distance between the obstacle and the vehicle.

[0056] S103: Real-time acquisition of the distance between the obstacle and the longitudinal centerline of the vehicle, and determination of the second torque safety factor based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle;

[0057] Since the location of obstacles is uncertain, they may be in front of, behind, or to the side of the vehicle. Therefore, in this embodiment of the invention, a first torque safety factor is determined by the distance between the obstacle and the vehicle, and a second torque safety factor is determined by the distance between the obstacle and the longitudinal centerline of the vehicle. The torque of the vehicle is adjusted by combining the two factors to ensure that the potential risks around the vehicle can be accurately identified so as to adjust the torque of the vehicle.

[0058] Specifically, ADAS can identify obstacles in front of the vehicle and determine the distance between the obstacle and the vehicle, as well as the distance between the obstacle and the vehicle's longitudinal centerline. It can also identify obstacles behind the vehicle through the reversing camera and determine the distance between the obstacle and the vehicle through the vehicle's built-in radar, as well as the distance between the obstacle and the vehicle's longitudinal centerline through the reversing camera.

[0059] It should be noted that the front and rear of a vehicle can be distinguished by the vehicle's lateral center line.

[0060] S104: Determine the target torque of the vehicle based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque; wherein the target torque of the vehicle is not greater than the vehicle's required torque.

[0061] In this embodiment of the invention, obstacles around the vehicle are detected, and potential accident risks are judged based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle. The torque of the vehicle is adjusted, and when there is an accident risk, the torque of the vehicle is actively reduced, the speed of the vehicle is reduced, and the accident is avoided, thus effectively improving the safety of the vehicle.

[0062] For example, if someone accidentally steps on the accelerator while there is someone in front of the vehicle, the vehicle will automatically reduce torque to avoid continuing to accelerate when there is a risk around the vehicle, which could cause injury or death.

[0063] In one possible implementation, S102 may include:

[0064] S1021: Determine whether the distance between the obstacle and the vehicle is less than the first safe distance;

[0065] S1022: If it is less than the first safety distance, then determine the rate of change of the distance between the obstacle and the vehicle based on the distance between the obstacle and the vehicle, and determine the first torque safety factor based on the rate of change of the distance between the obstacle and the vehicle.

[0066] S1023: If it is not less than the first safety distance, then set the first torque safety factor to the first preset factor.

[0067] If the distance between the obstacle and the vehicle is less than a first safe distance, it indicates a potential risk of an accident; if it is not less than the first safe distance, it indicates no risk of an accident. Therefore, in this embodiment of the invention, the distance between the obstacle and the vehicle is first determined, and if the distance is small, a first torque safety factor is determined based on the rate of change of the distance. The rate of change of the distance between the obstacle and the vehicle reflects the degree of danger to a certain extent; if the rate of change of the distance is greater than 0, it indicates that the distance is decreasing rapidly; if the rate of change of the distance is not greater than 0, it indicates that the distance tends to increase, and it is relatively safe. Based on this, in this embodiment of the invention, the first torque safety factor is determined based on the rate of change of the distance, and the vehicle's torque is adjusted accordingly.

[0068] Furthermore, different vehicle gears result in different directions of travel, affecting the likelihood of an accident. For example, when a vehicle is in reverse (R), it moves backward, and obstacles in front of it will not affect its normal driving, posing no risk of an accident. When a vehicle is in drive (D), it moves forward, and obstacles behind it will not affect its normal driving.

[0069] Based on this, in one possible implementation, S102 may include:

[0070] S1025: Obtain the current gear of the vehicle;

[0071] S1026: When the gear is reverse, the distance between the vehicle and obstacles behind it is obtained in real time.

[0072] S1027: When the gear is forward, the distance between the vehicle and obstacles in front of the vehicle is obtained in real time;

[0073] S103 may include:

[0074] S1036: Obtain the current gear of the vehicle;

[0075] S1037: When the gear is reverse, the distance between the obstacle behind the vehicle and the longitudinal centerline of the vehicle is obtained in real time.

[0076] S1038: When the gear is forward, the distance between the obstacle in front of the vehicle and the longitudinal centerline of the vehicle is obtained in real time.

[0077] When the gear is reverse, the distance between the aforementioned obstacle and the vehicle is actually the distance between the obstacle behind the vehicle and the vehicle; when the gear is drive, it is actually the distance between the obstacle in front of the vehicle and the vehicle. This embodiment of the invention determines the distance between the vehicle and the obstacle (or the distance between the obstacle and the longitudinal centerline of the vehicle) based on the gear position, improving control accuracy.

[0078] In one possible implementation, S103 may include:

[0079] S1031: If the distance between the obstacle and the vehicle is less than the first safe distance, then determine the rate of change of the distance between the obstacle and the vehicle based on the distance between them;

[0080] S1032: If the rate of change of the distance between the obstacle and the vehicle is greater than 0, determine whether the distance between the longitudinal centerline of the obstacle and the vehicle is less than the second safety distance.

[0081] S1033: If it is less than the second safety distance, then determine the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle based on the distance between the obstacle and the longitudinal centerline of the vehicle.

[0082] S1034: If the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is greater than 0, then the second torque safety factor shall be determined based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle.

[0083] S1035: Otherwise, set the second torque safety factor to the second preset factor.

[0084] Centered on the vehicle, if an obstacle exists outside the first safe distance range around the vehicle, there is currently no risk of accident regardless of the vehicle's direction of travel. The first torque safety factor can be set as the first preset factor, and the second torque safety factor as the second preset factor. However, when the distance between the obstacle and the vehicle is less than the first safe distance, there may be a risk of accident. Since vehicles are mostly long and slender with a small lateral length, when an obstacle is located to the side of the vehicle, even if the distance between the obstacle and the vehicle is less than the first safe distance, there may still be no risk of accident. This embodiment of the invention further determines the second torque safety factor based on the distance between the obstacle and the vehicle's longitudinal centerline. If the rate of change of the distance between the obstacle and the vehicle is greater than 0, it indicates that the distance is rapidly decreasing, and it is determined whether the distance between the obstacle and the vehicle's longitudinal centerline is less than the second safe distance; if it is less than the second safe distance, the rate of change of the distance is judged; if the rate of change of the distance is greater than 0, it indicates that the distance is rapidly decreasing (if the rate of change of the distance is not greater than 0, it indicates that the obstacle has stopped encroaching on the vehicle's trajectory, and it is relatively safe). The second torque safety factor needs to be determined based on the rate of change of the distance between the obstacle and the vehicle's longitudinal centerline, and the vehicle's torque needs to be further adjusted.

[0085] If the distance between the obstacle and the longitudinal centerline of the vehicle is not less than the second safety distance, or the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is not less than 0, it indicates that the vehicle is relatively safe, and the second torque safety factor can be set as the second preset factor.

[0086] In one possible implementation, S104 may include:

[0087] S1041: The target torque of the vehicle is calculated based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque, combined with the first formula.

[0088] The first formula can be:

[0089] T = T0 * K1 * K2

[0090] Where T0 is the required torque of the vehicle, K1 is the first torque safety factor, and K2 is the second torque safety factor;

[0091] The first torque safety factor and the second torque safety factor are both no greater than 1.

[0092] In one possible implementation, both the first preset coefficient and the second preset coefficient can be 1.

[0093] In this embodiment of the invention, the first torque safety factor and the second torque safety factor can be directly multiplied by the required torque to obtain a target torque that is not greater than the required torque. Both the first and second torque safety factors are not greater than 1. For example, when the vehicle is relatively safe, both the first and second torque safety factors can be 1, and the vehicle's torque remains constant. When the vehicle faces an accident risk, the first torque safety factor and / or the second torque safety factor can be less than 1, thereby reducing the vehicle's torque and preventing an accident.

[0094] In one possible implementation, S1022 may include:

[0095] 1. Based on the rate of change of the distance between the obstacle and the vehicle and the first safe distance, the first torque safety factor is obtained by referring to the table;

[0096] S1034 may include:

[0097] 2. Based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle, the second torque safety factor is obtained by referring to the table;

[0098] The first torque safety factor and the second torque safety factor obtained from the table can both be less than 1.

[0099] Specifically, the first torque safety factor and the second torque safety factor can be obtained by referring to tables. The vehicle control terminal has pre-stored the correspondence between the rate of change of the distance between the obstacle and the vehicle's longitudinal centerline and the second torque safety factor, as well as the correspondence between the rate of change of the distance between the obstacle and the vehicle and the first safety distance and the first torque safety factor.

[0100] For example, since the rate of change of the distance between the obstacle and the vehicle is greater than 0, it indicates that the distance is decreasing rapidly; if it is not greater than 0, it indicates that the distance tends to increase. Therefore, when the rate of change of the distance between the obstacle and the vehicle is greater than 0, the risk of an accident is relatively high, and the value of the first torque safety factor can be in the range of 0 to 0.4, resulting in a greater reduction in vehicle torque to ensure vehicle safety; when it is equal to 0, the value of the first torque safety factor can be in the range of 0.4 to 0.6, resulting in a relatively smaller reduction in torque; when it is less than 0, it is relatively safe, and the value of the first torque safety factor can be in the range of 0.6 to 0.9, resulting in the least reduction in torque.

[0101] Similarly, when the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is greater than 0, the value of the second torque safety factor can be 0 to 0.4; when it is equal to 0, the value of the second torque safety factor can be 0.4 to 0.6; and when it is less than 0, the value of the second torque safety factor can be 0.6 to 0.9.

[0102] In one possible implementation, before S1021, S102 may further include:

[0103] S1024: Obtain the vehicle speed and determine the first safe distance based on the vehicle speed.

[0104] The higher the vehicle speed, the greater the required safe distance should be. Therefore, in this embodiment of the invention, a first safe distance can be determined based on the vehicle speed.

[0105] In one possible implementation, the above method further includes:

[0106] If there are no obstacles, the vehicle's required torque will be used as the target torque.

[0107] There is no risk when there are no obstacles around the vehicle, and the torque can be output normally.

[0108] Specifically, the required torque for a vehicle can be determined by comprehensively considering parameters such as throttle opening, vehicle speed, and vehicle weight.

[0109] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0110] The following are device embodiments of the present invention. For details not described in detail, please refer to the corresponding method embodiments described above.

[0111] Figure 2 A schematic diagram of the vehicle control device provided in an embodiment of the present invention is shown. For ease of explanation, only the parts related to the embodiment of the present invention are shown, and are described in detail below:

[0112] like Figure 2 As shown, the vehicle's control device includes:

[0113] Obstacle recognition module 21 is used to determine whether there are obstacles within a preset range of the vehicle;

[0114] The first coefficient determination module 22 is used to obtain the distance between the obstacle and the vehicle in real time if there is an obstacle, and determine the first torque safety factor based on the distance between the obstacle and the vehicle.

[0115] The second coefficient determination module 23 is used to obtain the distance between the obstacle and the longitudinal centerline of the vehicle in real time, and determine the second torque safety factor based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle.

[0116] The torque output module 24 is used to determine the target torque of the vehicle based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque.

[0117] Among these, the target torque of the vehicle shall not exceed the required torque of the vehicle.

[0118] In one possible implementation, the first coefficient determination module 22 may include:

[0119] The first judgment unit is used to determine whether the distance between the obstacle and the vehicle is less than the first safe distance;

[0120] The first coefficient output unit is used to determine the rate of change of the distance between the obstacle and the vehicle based on the distance between the obstacle and the vehicle if the distance is less than the first safety distance, and to determine the first torque safety factor based on the rate of change of the distance between the obstacle and the vehicle.

[0121] The second coefficient output unit is used to set the first torque safety factor to the first preset coefficient if it is not less than the first safety distance.

[0122] In one possible implementation, the second coefficient determination module 23 may include:

[0123] The second judgment unit is used to determine the rate of change of the distance between the obstacle and the vehicle based on the distance between the obstacle and the vehicle if the distance between the obstacle and the vehicle is less than the first safe distance.

[0124] The third judgment unit is used to determine whether the distance between the obstacle and the vehicle's longitudinal centerline is less than the second safety distance if the rate of change of the distance between the obstacle and the vehicle is greater than 0.

[0125] The fourth judgment unit is used to determine the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle based on the distance between the obstacle and the longitudinal centerline of the vehicle if the distance is less than the second safety distance.

[0126] The third coefficient output unit is used to determine the second torque safety factor based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle if the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is greater than 0.

[0127] The fourth coefficient output unit is used to otherwise set the second torque safety factor to the second preset factor.

[0128] In one possible implementation, the torque output module 24 may include:

[0129] The torque calculation unit is used to calculate the target torque of the vehicle based on the first torque safety factor, the second torque safety factor and the vehicle's required torque, combined with the first formula.

[0130] The first formula can be:

[0131] T = T0 * K1 * K2

[0132] Where T0 is the required torque of the vehicle, K1 is the first torque safety factor, and K2 is the second torque safety factor;

[0133] The first torque safety factor and the second torque safety factor are both no greater than 1.

[0134] In one possible implementation, both the first preset coefficient and the second preset coefficient can be 1.

[0135] In one possible implementation, the first coefficient output unit may be specifically used to: obtain a first torque safety factor by looking up a table based on the rate of change of the distance between the obstacle and the vehicle and a first safety distance;

[0136] The third coefficient output unit can be specifically used to: obtain the second torque safety factor by looking up a table based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle;

[0137] The first torque safety factor and the second torque safety factor obtained from the table are both less than 1.

[0138] In one possible implementation, the first coefficient determination module 22 may further include:

[0139] The safe distance determination unit is used to acquire the vehicle speed and determine the first safe distance based on the vehicle speed.

[0140] In one possible implementation, the first coefficient determination module 22 may be specifically used for:

[0141] Get the vehicle's current gear;

[0142] When the gear is reverse, the distance between the vehicle and obstacles behind it is obtained in real time.

[0143] When the gear is in drive, the distance between the vehicle and obstacles in front of it is obtained in real time.

[0144] The second coefficient determination module 23 can be specifically used for:

[0145] Get the vehicle's current gear;

[0146] When the gear is reverse, the distance between the obstacle behind the vehicle and the longitudinal centerline of the vehicle is obtained in real time.

[0147] When the gear is in forward gear, the distance between the obstacle in front of the vehicle and the longitudinal centerline of the vehicle is obtained in real time.

[0148] Figure 3 This is a schematic diagram of a vehicle control terminal provided in an embodiment of the present invention. Figure 3 As shown, the vehicle control terminal 3 in this embodiment includes a processor 30 and a memory 31. The memory 31 stores a computer program 32, and the processor 30 calls and runs the computer program 32 stored in the memory 31 to execute the steps in the various vehicle control method embodiments described above, for example... Figure 1 The steps S101 to S104 are shown. Alternatively, the processor 30 is used to call and run the computer program 32 stored in the memory 31 to implement the functions of each module / unit in the above-described device embodiments, for example... Figure 2 The functions of modules 21 to 24 are shown.

[0149] For example, computer program 32 can be divided into one or more modules / units, one or more of which are stored in memory 31 and executed by processor 30 to complete the present invention. One or more modules / units can be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 32 in vehicle control terminal 3. For example, computer program 32 can be divided into... Figure 2 Modules / units 21 to 24 are shown.

[0150] The vehicle control terminal 3 can be a desktop computer, laptop, handheld computer, or cloud server, etc. The vehicle control terminal 3 may include, but is not limited to, a processor 30 and a memory 31. Those skilled in the art will understand that... Figure 3 This is merely an example of vehicle control terminal 3 and does not constitute a limitation on vehicle control terminal 3. It may include more or fewer components than shown, or combine certain components, or different components. For example, the terminal may also include input / output devices, network access devices, buses, etc.

[0151] The processor 30 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0152] The memory 31 can be an internal storage unit of the vehicle control terminal 3, such as a hard disk or RAM of the vehicle control terminal 3. The memory 31 can also be an external storage device of the vehicle control terminal 3, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the vehicle control terminal 3. Furthermore, the memory 31 can include both internal storage units and external storage devices of the vehicle control terminal 3. The memory 31 is used to store computer programs and other programs and data required by the terminal. The memory 31 can also be used to temporarily store data that has been output or will be output.

[0153] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0154] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0155] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0156] In the embodiments provided by this invention, it should be understood that the disclosed devices / terminals and methods can be implemented in other ways. For example, the device / terminal embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0157] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0158] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0159] If an integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0160] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A control method of a vehicle, characterized by, include: Determine whether there are obstacles within a preset range of the vehicle; wherein, the obstacles are either obstacles in front or obstacles behind; If there is an obstacle, the distance between the obstacle and the vehicle is obtained in real time, and a first torque safety factor is determined based on the distance between the obstacle and the vehicle; The distance between the obstacle and the longitudinal centerline of the vehicle is acquired in real time, and a second torque safety factor is determined based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle. The target torque of the vehicle is determined based on the first torque safety factor, the second torque safety factor, and the required torque of the vehicle. Wherein, the target torque of the vehicle is not greater than the required torque of the vehicle; Determining the first torque safety factor based on the distance between the obstacle and the vehicle includes: Determine whether the distance between the obstacle and the vehicle is less than a first safe distance; If the distance is less than the first safe distance, then the rate of change of the distance between the obstacle and the vehicle is determined based on the distance between the obstacle and the vehicle, and the first torque safety factor is determined based on the rate of change of the distance between the obstacle and the vehicle. If it is not less than the first safety distance, then the first torque safety factor is set to the first preset factor; The step of determining the second torque safety factor based on the distance between the obstacle and the vehicle and the distance between the obstacle and the longitudinal centerline of the vehicle includes: If the distance between the obstacle and the vehicle is less than the first safe distance, then the rate of change of the distance between the obstacle and the vehicle is determined based on the distance between the obstacle and the vehicle. If the rate of change of the distance between the obstacle and the vehicle is greater than 0, then determine whether the distance between the longitudinal centerline of the obstacle and the vehicle is less than the second safety distance. If it is less than the second safe distance, then the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is determined based on the distance between the obstacle and the longitudinal centerline of the vehicle. If the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle is greater than 0, then the second torque safety factor is determined based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle. Otherwise, the second torque safety factor is set to the second preset factor; Determining the target torque of the vehicle based on the first torque safety factor, the second torque safety factor, and the vehicle's required torque includes: The target torque of the vehicle is calculated based on the first torque safety factor, the second torque safety factor, and the required torque of the vehicle, combined with the first formula. The first formula is: in, This refers to the required torque for the vehicle. The safety factor for the first torque. This is the safety factor for the second torque. The first torque safety factor and the second torque safety factor are both no greater than 1.

2. The vehicle control method according to claim 1, characterized in that, Both the first preset coefficient and the second preset coefficient are 1.

3. The vehicle control method according to claim 1, characterized in that, Determining the first torque safety factor based on the rate of change of the distance between the obstacle and the vehicle includes: Based on the rate of change of the distance between the obstacle and the vehicle and the first safe distance, the first torque safety factor is obtained by looking up a table. Determining the second torque safety factor based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle includes: The second torque safety factor is obtained by referring to a table based on the rate of change of the distance between the obstacle and the longitudinal centerline of the vehicle. The first torque safety factor obtained from the table and the second torque safety factor obtained from the table are both less than 1.

4. The vehicle control method according to claim 1, characterized in that, Before determining whether the distance between the obstacle and the vehicle is less than a first safe distance, the step of determining the first torque safety factor based on the distance between the obstacle and the vehicle further includes: The vehicle speed is obtained, and the first safe distance is determined based on the vehicle speed.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that, The real-time acquisition of the distance between the obstacle and the vehicle includes: Obtain the current gear position of the vehicle; When the gear is reverse, the distance between the vehicle and the obstacle behind the vehicle is obtained in real time. When the gear is forward, the distance between the vehicle and the obstacle in front of the vehicle is obtained in real time; The real-time acquisition of the distance between the obstacle and the longitudinal centerline of the vehicle includes: Obtain the current gear position of the vehicle; When the gear is reverse, the distance between the obstacle behind the vehicle and the longitudinal centerline of the vehicle is obtained in real time. When the gear is forward, the distance between the obstacle in front of the vehicle and the longitudinal centerline of the vehicle is obtained in real time.

6. A vehicle control terminal, characterized in that, It includes a processor and a memory, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to perform the steps of the vehicle control method as described in any one of claims 1 to 5.

7. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle control method as described in any one of claims 1 to 5.

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