A vehicle control method, device and equipment

Abstract

This application discloses a vehicle control method, device, and equipment, comprising: acquiring a set speed of a first vehicle when hill descent control is activated; the first vehicle being any vehicle device; acquiring road information of the first vehicle's travel, and determining a target curve speed when the road information includes a downhill curve; and controlling the first vehicle's travel based on the target curve speed and the set speed. This solution adjusts the hill descent control function, adding recognition of downhill curves and re-determining the target speed for downhill curves to address comfort issues and the risk of stalling caused by large lateral acceleration.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and to, but is not limited to, a vehicle control method, device, and equipment. Background Technology

[0002] Most sport utility vehicles (SUVs) currently on the market are equipped with Hill Descent Control (HDC). The main purpose of this function is to stabilize the vehicle speed during descent and avoid the safety risk of stalling caused by the increase in vehicle speed due to descent inertia. It can also relieve the driver of some of the burden of footwork.

[0003] Hill descent control can control the vehicle to travel at a low, fixed speed when going downhill, which can improve the driving experience. However, in reality, slopes may coexist with curves. Since hill descent control itself does not recognize curves, it will use the same target speed as when going downhill on a straight road. As a result, due to the large lateral acceleration, it will cause obvious comfort problems and even the safety risk of stalling. Summary of the Invention

[0004] This application provides a vehicle control method, device, equipment, and storage medium. The solution adjusts the hill descent control function, adds the recognition of downhill curves, and redetermines the target speed for downhill curves to solve the comfort problems and stall risk caused by large lateral acceleration.

[0005] The technical solution of this application is implemented as follows:

[0006] In a first aspect, this application provides a control method, the method comprising:

[0007] The system collects the set speed of the first vehicle when the hill descent control function is activated; the first vehicle can be any vehicle device.

[0008] Obtain road information of the first vehicle, and determine the target curve speed if the road information includes a downhill curve section;

[0009] The movement of the first vehicle is controlled based on the target curve speed and the set speed.

[0010] Secondly, this application provides a control device, the device comprising:

[0011] The data acquisition unit is used to acquire the set speed of the first vehicle when the hill descent control function is activated; the first vehicle can be any vehicle device.

[0012] The acquisition unit is used to acquire road information of the first vehicle and, if the road information includes a downhill curve, determine the target curve speed.

[0013] The control unit is used to control the movement of the first vehicle based on the target curve speed and the set speed.

[0014] Thirdly, this application also provides a vehicle device, including: a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the program to implement the above-described control method.

[0015] Fourthly, this application also provides a storage medium on which a computer program is stored, which, when executed by a processor, implements the above-described control method.

[0016] The control method, apparatus, equipment, and storage medium provided in this application include: collecting the set speed of a first vehicle when the hill descent control function is activated; the first vehicle is any vehicle device; acquiring road information of the first vehicle's travel, and determining a target curve speed when the road information includes a downhill curve section; and controlling the travel of the first vehicle based on the target curve speed and the set speed.

[0017] The solution in this application adds road information recognition when the hill descent control function is activated. When the identified road information is a downhill curve, the target curve speed is first determined. Then, based on the target curve speed and the set speed when the hill descent control function is activated, the movement of the first vehicle is controlled. Since the target curve speed takes into account the impact of lateral acceleration on comfort and safety, controlling the first vehicle's movement based on the target curve speed and the set speed can solve the comfort problems and stall risk caused by large lateral acceleration. Attached Figure Description

[0018] Figure 1 A schematic diagram of an optional control scenario provided in an embodiment of this application;

[0019] Figure 2 A schematic flowchart illustrating a first optional control method provided in an embodiment of this application;

[0020] Figure 3 A schematic diagram of a second optional control method provided in an embodiment of this application;

[0021] Figure 4 A schematic diagram of a third optional control method provided in an embodiment of this application;

[0022] Figure 5A schematic diagram of a fourth optional control method provided in an embodiment of this application;

[0023] Figure 6 A schematic flowchart of an optional control method provided in an embodiment of this application;

[0024] Figure 7 This is an optional structural schematic diagram of the control system provided in an embodiment of this application;

[0025] Figure 8 Another optional flowchart illustrating the control method provided in the embodiments of this application;

[0026] Figure 9 This is a schematic diagram of an optional structure of the control device provided in an embodiment of this application;

[0027] Figure 10 This is a schematic diagram of an optional structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of the application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0029] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0030] In the following description, the terms "first," "second," and "third" are used only to distinguish different objects and do not represent a specific order of objects, nor are they constituting a chronological order. It is understood that "first," "second," and "third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0032] This application provides control methods, apparatus, devices, and storage media. In practical applications, the control method can be implemented by a control apparatus, and the functional entities in the control apparatus can be collaboratively implemented by the hardware resources of electronic devices (such as terminal devices), such as computing resources like processors and communication resources (such as those used to support various communication methods like optical fiber and cellular networks).

[0033] The control method provided in this application embodiment is applied to a first vehicle.

[0034] The first vehicle is used to perform the following: collecting the set speed of the first vehicle when the hill descent control function is activated; the first vehicle can be any vehicle device; acquiring road information of the first vehicle, and determining the target curve speed when the road information includes a downhill curve section; and controlling the movement of the first vehicle based on the target curve speed and the set speed.

[0035] In one example, the control method provided in this application embodiment can be applied to, for example... Figure 1 The control scenario shown includes: a first vehicle 10 and a road 20.

[0036] The first vehicle 10 is used to perform the hill descent control function. Specifically, it collects the set speed of the first vehicle when the hill descent control function is activated. The first vehicle can be any vehicle device. It obtains the road information of the first vehicle and, if the road information includes a downhill curve, determines the target curve speed. Based on the target curve speed and the set speed, it controls the movement of the first vehicle.

[0037] Road 20 may include, but is not limited to, one or more of the following: a downhill section with a curve, or a downhill section with a straight road.

[0038] The embodiments of this application do not limit the specific type of the first vehicle, which can be determined according to the actual situation. For example, the first vehicle can be an off-road vehicle, a commercial vehicle, a sedan, a sports car, etc.; a new energy vehicle or a gasoline vehicle, etc.

[0039] Below, in conjunction with Figure 1 The schematic diagram shown illustrates various embodiments of the control method, apparatus, device, and storage medium provided in this application.

[0040] Firstly, embodiments of this application provide a control method applied to a control device. Exemplarily, the method is applied to... Figure 1 The first vehicle 10 in the process. The function implemented by this method can be achieved by an electronic device deployed in the first vehicle 10. Specifically, it is achieved by the processor included in the electronic device calling program code. Of course, the program code can be stored in a computer storage medium. It can be seen that the electronic device includes at least a processor and a storage medium.

[0041] The control method provided in this application embodiment will be described below, taking an electronic device as the executing entity. This control method is used to control a vehicle to achieve a steep slope descent function.

[0042] Figure 2 This is a flowchart illustrating the control method according to an embodiment of this application, as shown below. Figure 2 As shown, the process may include, but is not limited to, S201 to S203 described below.

[0043] S201. The electronic device collects the set speed of the first vehicle when the hill descent control function is activated.

[0044] The first vehicle can be any vehicle device.

[0045] Hill Descent Control is used to control the vehicle to travel at a lower speed when going downhill. This eliminates the need for the driver to actively use the brakes or accelerator to control speed during downhill driving, thus freeing the driver's feet and improving the driving experience.

[0046] S201 can be implemented as follows: the electronic device first determines whether the first vehicle has a hill descent control function, and if the hill descent control function is determined, it collects the setting speed of the hill descent control function.

[0047] This application does not limit the activation method of the hill descent control function, and it can be configured according to the actual situation. For example, the hill descent control function can be activated by a mechanical switch, a soft switch on the screen, based on the recognized driver intention, voice recognition, or adaptive automatic activation (for example, automatically activating when a downhill section is detected).

[0048] It should be noted that the method for determining whether the first vehicle has hill descent control corresponds to the activation method of the hill descent control function. For example, if the hill descent control function is activated via a mechanical switch, then the method for determining whether the first vehicle has hill descent control is determined by detecting whether an input signal from the mechanical switch is received.

[0049] This application does not specifically limit the method of setting the speed for the hill descent control function, and it can be determined based on the configuration. For example, the setting speed can be configured as the point speed at the moment the hill descent control function is activated, or the point speed at which the brake pedal is released after the hill descent control function is activated, or the point speed at which the accelerator is released after the hill descent control function is activated.

[0050] S202, The electronic device acquires road information of the first vehicle and, if the road information includes a downhill curve, determines the target curve speed.

[0051] Road information may include, but is not limited to, one or more of the following: straight downhill sections and curved downhill sections. This application embodiment does not limit the specific method for obtaining the road information of the first vehicle, and can be configured according to actual conditions. For example, the road information of the first vehicle can be determined based on map information, or based on the turning angle value of the first vehicle.

[0052] It should be noted that the road information here can be the road information of the first vehicle at the current moment; or it can be the predicted road information of the first vehicle at the next moment. The time corresponding to a moment here can be configured based on the actual situation.

[0053] Cornering speed refers to the maximum permissible speed considering lateral acceleration. In other words, if the first vehicle exceeds the cornering speed, the increased lateral acceleration can lead to a degraded user experience or safety issues.

[0054] The target cornering speed refers to the final cornering speed corresponding to the current moment. This application does not limit the specific method for determining the target cornering speed; it can be determined according to the actual situation. For example, the target cornering speed can be determined based on the cornering radius and reference lateral acceleration.

[0055] S203. The electronic device controls the movement of the first vehicle based on the target curve speed and the set speed.

[0056] In one possible implementation, the electronic device determines the minimum of the target curve speed and the set speed as the target speed for the first vehicle, and controls the first vehicle to travel.

[0057] After obtaining the target curve speed and the set speed, the electronic device determines the magnitude of the difference between the target curve speed and the set speed. If the target curve speed is less than the set speed, the target speed is determined to be the target curve speed. If the target curve speed is greater than or equal to the set speed, the target speed is determined to be the set speed.

[0058] Analyzing this process, since the set speed does not consider the influence of curves, if the target curve speed is greater than or equal to the set speed, it means that the maximum allowable speed considering the curve's influence is greater than the speed without considering the curve's influence. Therefore, the first vehicle is directly controlled based on the set speed, and the speed is less than the maximum allowable speed considering the curve's influence, which avoids problems caused by excessive lateral acceleration. If the target curve speed is less than the set speed, it means that the maximum allowable speed considering the curve's influence is less than the speed without considering the curve's influence. If the first vehicle is still directly controlled based on the set speed, since the set speed is greater than the maximum allowable speed considering the curve's influence, it will lead to problems caused by excessive lateral acceleration. Therefore, if the target curve speed is less than the set speed, the set speed needs to be determined as the target speed.

[0059] The embodiments of this application do not limit the process of controlling the movement of the first vehicle, but aim to enable the first vehicle to reach the target speed.

[0060] For example, the electronic device determines the braking torque, distributes the braking torque to a hydraulic brake actuator and / or a power brake, and changes the deceleration of the first vehicle by means of the hydraulic brake actuator and / or power brake, so that the first vehicle decelerates based on the deceleration to reach a target speed.

[0061] It should be noted that if the road section the first vehicle is traveling on is a straight downhill section, the set speed will be used as the target speed to control the movement of the first vehicle.

[0062] The control method provided in this application includes: collecting the set speed of a first vehicle when the hill descent control function is activated; the first vehicle is any vehicle device; acquiring road information of the first vehicle, and determining a target curve speed when the road information includes a downhill curve section; and controlling the movement of the first vehicle based on the target curve speed and the set speed.

[0063] The solution in this application adds road information recognition when the hill descent control function is activated. When the identified road information is a downhill curve, the target curve speed is first determined. Then, based on the target curve speed and the set speed when the hill descent control function is activated, the movement of the first vehicle is controlled. Since the target curve speed takes into account the impact of lateral acceleration on comfort and safety, controlling the first vehicle's movement based on the target curve speed and the set speed can solve the comfort problems and stall risk caused by large lateral acceleration.

[0064] The process of the electronic device acquiring road information of the first vehicle in S202 will be described below.

[0065] This process may include, but is not limited to, method 1 or method 2 below.

[0066] Method 1: Determine the road information of the first vehicle in real time at the current moment;

[0067] Method 2: Predict the road information of the first vehicle at the next moment.

[0068] The following describes the process of determining the road information of the first vehicle in real time at the current moment in Method 1. Specifically, this may include, but is not limited to, S2021 and S2022.

[0069] S2021. The electronic device detects the turning angle of the first vehicle at the current moment.

[0070] For example, S2021 can be implemented as follows: the electronic device detects the steering wheel angle of the first vehicle at the current moment, obtains the front wheel angle based on the ratio of the steering wheel angle to the line angle of the steering system, and determines the front wheel angle as the steering angle of the first vehicle at the current moment.

[0071] It is understandable, and the steering wheel angle at the current moment can also be directly determined as the steering angle of the first vehicle at the current moment.

[0072] S2022. When the turning angle is greater than or equal to the first turning angle threshold, the electronic device determines that the road information of the first vehicle at the current moment is a downhill curve; when the turning angle is less than the first turning angle threshold, the electronic device determines that the road information of the first vehicle at the current moment is a downhill straight road.

[0073] This application does not limit the specific value of the first corner threshold, and it can be configured according to the actual situation. The first corner threshold can be an empirical value or a calibration value.

[0074] Among them, the turning angle is the front wheel turning angle or the steering wheel turning angle.

[0075] The following explains the process of predicting the road information of the first vehicle at the next moment in Method 2.

[0076] Specifically, the process may include, but is not limited to, S2023 to S2025 below.

[0077] S2023. The electronic device detects the current speed of the first vehicle.

[0078] The current vehicle speed here can be obtained based on the speed sensor detection, or it can be directly read from the current vehicle speed recorded in the control parameters.

[0079] S2024. The electronic device predicts the predicted position of the first vehicle at the next moment based on the current vehicle speed.

[0080] The next moment here refers to the moment immediately following the current moment.

[0081] The duration of a moment can be configured based on actual needs. For example, a moment can be 2 seconds.

[0082] For example, S2024 can be implemented as follows: the electronic device first determines the position of the first device at the current moment, then multiplies the current vehicle speed by the time of a moment to obtain the distance at a moment, and the electronic device uses the position after moving the current position by that distance as the predicted position of the first vehicle at the next moment.

[0083] S2025. Based on the predicted location, the electronic device determines the road information of the first vehicle at the next moment from the map information or the shared data of the second vehicle.

[0084] The road information for the next moment includes downhill curves or downhill straight sections.

[0085] The second vehicle is communicatively connected to the first vehicle. For example, the second vehicle is wirelessly connected to the first vehicle.

[0086] The map information includes multiple location points and a curve radius for each location point. For straight sections, the curve radius is either infinite or zero.

[0087] The second vehicle had previously traveled through the section of road that the first vehicle was about to enter, so after obtaining the information about that section of road, the data can be shared.

[0088] The shared data for the second vehicle includes multiple location points and a curve radius for each location point.

[0089] The shared data of the second vehicle can be shared directly by the second vehicle to the first vehicle via the vehicle network; or the second vehicle can share the shared data to the cloud, and then the cloud can share it to the equipment of the first vehicle.

[0090] For example, S2025 can be implemented as follows: the electronic device determines the corresponding location point in the map information or the shared data of the second vehicle based on the predicted location, and determines the road information of the first vehicle at the next moment based on the curve radius of the location point. For example, if the curve radius is less than a first curve threshold, the corresponding curve is determined to be a downhill curve section; if the curve radius is greater than or equal to the first curve threshold, the corresponding straight road is determined to be a downhill straight road section.

[0091] The determination of downhill sections is the same as that of existing technologies, and will not be repeated here. The determination of straight sections or curves is based on the curve radius.

[0092] Compared to method 2, method 1 is simpler to implement; compared to method 1, method 2 can adjust the vehicle speed in advance, before reaching the downhill curve, which can further improve comfort and thus enhance the user experience.

[0093] The process by which the electronic device in S202 determines the target curve speed when the road information includes a downhill curve section will be explained below.

[0094] refer to Figure 3 The process may include, but is not limited to, S301 and S302 described below.

[0095] S301. The electronic device determines the curve radius of the downhill section of the curve based on any one of the turning angle of the first vehicle, map information, and shared data of the second vehicle.

[0096] The second vehicle is communicatively connected to the first vehicle.

[0097] For map information or shared data from the second vehicle, the curve radius at the next moment can be read directly.

[0098] For the turning angle of the first vehicle, after obtaining the turning angle at the current moment, the turning angle is converted into the corresponding curve radius.

[0099] S302. The electronic device determines the target curve speed based on the curve radius and the reference lateral acceleration.

[0100] The embodiments of this application do not limit the specific method for determining the target curve speed, and it can be determined based on the actual situation.

[0101] Specifically, this may include, but is not limited to, the following method A or method B.

[0102] Method A: The curve radius is determined based on the turning angle of the first vehicle. The target curve speed is determined based on the curve radius and the reference lateral acceleration.

[0103] Method B: The curve radius is obtained based on map information or shared data from the second vehicle. The target curve speed is determined based on the curve radius and the reference lateral acceleration.

[0104] In Method A, the curve radius is determined based on the turning angle of the first vehicle at the current moment. Therefore, when determining the target curve speed, it can be directly determined based on the following Formula 1.

[0105] Formula (1);

[0106] In formula (1), Indicates the speed at the bend. Indicates the reference lateral acceleration. Indicates the radius of the curve.

[0107] The current curve speed calculated by formula (1) is directly used as the target curve speed.

[0108] The reference lateral acceleration can be an empirical value or a calibration value.

[0109] The implementation process of method B will be explained below.

[0110] This process may include, but is not limited to, Figure 4 S401 to S404 are shown.

[0111] S401. The electronic device obtains the curve radius corresponding to each position point in the entire curve based on the map information or the shared data of the second vehicle.

[0112] The entire curve refers to a continuous stretch of road between straight sections without any straight sections. Since map information or shared data does not include the concept of slope, it is simply referred to as the entire curve; the corresponding road segment is a downhill curve.

[0113] The embodiments of this application do not specifically limit the interval between each location point, and can be configured according to the actual situation.

[0114] The electronic device locates all points in the entire curve based on map information or shared data from a second vehicle, and reads the curve radius corresponding to each point.

[0115] S402. The electronic device determines the initial curve speed corresponding to each position point based on the curve radius corresponding to each position point and the reference lateral acceleration.

[0116] For example, for each position point, the curve speed corresponding to each position point is determined by referring to the above formula (1), and the curve speed is used as the initial curve speed corresponding to each position point.

[0117] S403. The electronic device fits the initial curve speed corresponding to each position point to obtain the speed curve of the entire curve.

[0118] The embodiments of this application do not impose specific limitations on the specific fitting method, which can be determined based on the actual situation.

[0119] For example, the least squares method can be used for fitting.

[0120] S404. The electronic device determines the target curve speed by taking the curve speed corresponding to the position point at the next moment in the fitted speed curve.

[0121] First, determine the predicted position of the first vehicle at the next moment. Then, the electronic device reads the curve speed value of the position point corresponding to the predicted position in the speed curve and uses the curve speed value as the target curve speed value.

[0122] Compared to method B, method A is simpler to implement; compared to method A, method B is predictive, so it can adjust the speed in advance, resulting in a better user experience. Furthermore, by using a fitting method, the accuracy of the target curve speed can be further improved, further enhancing the user experience.

[0123] The process of controlling the movement of the first vehicle by the electronic device in S203 based on the target curve speed and the set speed will be described below.

[0124] This process may include, but is not limited to, S2031 to S2035.

[0125] S2031. The electronic device acquires the slope value of the downhill section of the curve and determines the slope deceleration corresponding to the slope value.

[0126] The gradient deceleration here refers to the longitudinal deceleration, that is, the deceleration in the driving direction.

[0127] For example, S2031 can be implemented as follows: the electronic device extracts the current deceleration, total braking torque and vehicle mass of the first vehicle, then calculates the gradient value based on the current deceleration, total braking torque and vehicle mass; and determines the gradient deceleration corresponding to the gradient value.

[0128] For example, the braking force is obtained from the total braking torque and the cornering radius. The braking force is divided by the vehicle mass to obtain the deceleration. The difference between the deceleration and the deceleration measured by the sensor is used to obtain the slope value.

[0129] For example, assuming the vehicle is stationary on a slope, the gravitational component will produce a deceleration. The deceleration is calculated by dividing the gravitational component by the total mass of the vehicle.

[0130] S2032, The electronic equipment determines the target curve deceleration corresponding to the curve.

[0131] The embodiments of this application do not limit the specific method for determining the target curve deceleration, which can be determined according to the actual situation.

[0132] For example, the target cornering deceleration can be obtained by looking up a table or by using a curve.

[0133] S2033, The electronic device determines the sum of the slope deceleration and the target curve deceleration as the first target deceleration.

[0134] S2034. The electronic device determines the total braking torque corresponding to the first target deceleration.

[0135] The electronic equipment converts the initial target deceleration into the corresponding total braking torque.

[0136] S2035. The electronic device controls the movement of the first vehicle based on the total braking torque, so that the first vehicle reaches the target speed.

[0137] The target speed is the minimum of the set speed and the target curve speed.

[0138] The electronic equipment distributes the total braking torque to the hydraulic brake actuator and / or the power brake, thereby changing the deceleration of the first vehicle so that the first vehicle decelerates based on the deceleration to reach the target speed.

[0139] The process by which the electronic device in S2032 determines the target curve deceleration corresponding to the curve will be described below. This process may include, but is not limited to, implementation A or implementation B described below.

[0140] A. Determine the target deceleration for the curve by referring to a table;

[0141] Achieve B by determining the target curve deceleration based on the deceleration curve.

[0142] In implementation A, first calculate the speed difference between the current vehicle speed and the target vehicle speed, then look up the table to obtain the deceleration corresponding to the speed difference, and use this deceleration as the target curve deceleration.

[0143] The B-axis is determined based on the deceleration curve, including S20321 to S20323.

[0144] S20321. The electronic device determines the initial deceleration of each position point based on the target curve speed corresponding to each position point in the entire curve.

[0145] The electronic device takes the current vehicle speed and the target curve speed corresponding to each position point as a set of speeds, then calculates the difference between two adjacent speeds, divides the difference between adjacent speeds by the first time, and obtains the initial curve deceleration corresponding to each position point.

[0146] The value for the first moment can be determined based on actual needs.

[0147] S20322. The electronic device fits the initial curve deceleration corresponding to each position point to obtain the deceleration curve of the entire curve.

[0148] For example, fitting can be performed based on the least squares method.

[0149] S20323. The electronic device determines the target curve deceleration by taking the curve deceleration corresponding to the position point at the next moment in the fitted deceleration curve.

[0150] First, determine the predicted position of the first vehicle at the next moment. Then, the electronic device reads the deceleration value of the position point corresponding to the predicted position in the deceleration curve and uses this deceleration value as the target curve deceleration.

[0151] It can be seen that, compared with method B, method A is simpler to implement; compared with method B, method A is more accurate in corner deceleration, better meets actual needs, and provides a better user experience.

[0152] The control method provided in this application also includes the process of processing downhill curve sections.

[0153] This process may include, but is not limited to, Figure 5 S501 to S503 are shown.

[0154] S501. If the road information is detected to change from the downhill curve to the downhill straight section, the electronic device determines the second target deceleration based on the slope value of the downhill straight section.

[0155] If a continuous straight-line distance is detected to be greater than the first distance threshold, it is determined that the vehicle has exited the curve.

[0156] The embodiments of this application do not limit the process of determining the target deceleration corresponding to the slope value of the straight downhill section, and can be determined based on the actual situation.

[0157] S502, the electronic device determines the braking torque based on the second target deceleration.

[0158] This process is similar to the process of determining the torque based on the first deceleration, and will not be described in detail here.

[0159] S503. The electronic device controls the movement of the first vehicle based on the braking torque, so that the first vehicle reaches the set speed.

[0160] The electronic device distributes the braking torque to the hydraulic brake actuator and / or the power brake, thereby changing the deceleration of the first vehicle so that the first vehicle accelerates based on the deceleration to reach the set speed.

[0161] Here, the deceleration decreases, and the corresponding vehicle speed increases until it reaches the set speed.

[0162] As can be seen, the control method provided in this application requires resetting the speed adjustment value after exiting a downhill curve and re-entering a straight downhill section. This method offers flexibility in implementation.

[0163] The control method provided in the embodiments of this application will be described below through a complete process.

[0164] Most sport utility vehicles (SUVs) currently on the market are equipped with Hill Descent Control (HDC). The main purpose of this function is to stabilize the vehicle speed during descent and avoid the safety risk of stalling caused by the increase in vehicle speed due to descent inertia. It can also relieve the driver of some of the burden of footwork.

[0165] Hill descent control is highly effective on straight inclines, but when cornering, it suffers from significant comfort issues (high lateral acceleration) and even the risk of stalling because it doesn't recognize curves and tends to maintain the same target speed as on straightaways. This often leads to the driver needing to brake to slow down and then accelerate back to the desired speed after exiting the corner. Therefore, hill descent control cannot completely eliminate the need for braking and accelerator pedals on downhill mountain roads, requiring frequent driver intervention. Furthermore, excessive accelerator input after exiting a corner can deactivate hill descent control, requiring the driver to reactivate it.

[0166] To improve the comfort and safety of hill descent control in curve conditions and further free up the driver's attention, this embodiment of the application provides a novel hill descent control system. After dynamically acquiring curve information, the system can decelerate in advance to achieve comfortable and safe cornering, and automatically resume cruising at the target speed after passing the curve.

[0167] Currently, commercially available slope descent control functions mainly have the following typical intervention / exit conditions:

[0168] 1. ON: Turn on via a switch (mechanical switch or virtual switch on touch screen) or automatically activate the steep slope descent function;

[0169] 2. Target speed for control: Within the functional operating speed range (e.g., 6~40kph), the vehicle speed at the moment of releasing the accelerator pedal or the vehicle speed at the moment of releasing the brake pedal is used as the target speed, but the target speed is not related to the curve.

[0170] 3. Exit (standby or OFF): Turn off the hill descent control function by switching on or off, or when the vehicle speed is too high and exceeds the set threshold, or when the throttle opening is too large and exceeds the set threshold, etc.

[0171] Among them, the hill descent control function only controls braking and deceleration, and does not actively control the acceleration of the power system.

[0172] This embodiment of the application uses a road information system to obtain curve information, decelerate when going through a curve, and automatically resume driving at the target speed after passing through the curve, thereby avoiding frequent driver intervention. In non-emergency situations, the driver can completely free their feet when using this function.

[0173] like Figure 6 As shown, the technical concept of this embodiment of the application may include, but is not limited to, S601 to S604.

[0174] S601. Obtain and calculate information on curves and slopes along which the vehicle travels.

[0175] Specifically, the road information acquisition module and the vehicle status monitoring module are used to acquire and calculate the curve (radius) and slope information (gradient) of the vehicle.

[0176] S602. Calculate the target speed for the curve (equivalent to the above-mentioned curve speed) based on the lateral acceleration and the curve radius.

[0177] Specifically, the target speed for the curve is calculated based on the comfort index (i.e., the lateral acceleration target Ay) and the curve radius R.

[0178] S603. Calculate the target braking torque based on the difference between the current vehicle speed and the target vehicle speed, and the slope information.

[0179] Specifically, based on the difference between the current vehicle speed and the target vehicle speed, as well as the slope information (calculated from the current braking torque (including energy recovery) and longitudinal deceleration information in the vehicle status monitoring module), the total target braking torque is calculated, and the braking coordination module allocates the ratio of energy recovery motor braking and hydraulic braking. Hydraulic braking is executed by the on-board hydraulic brake actuator, and motor braking is executed by the power control system.

[0180] S604. After exiting the curve, automatically restore the target speed on the straight road (equivalent to the speed set above).

[0181] Specifically, after identifying a curve, the system sends an acceleration request to the power control system with a constant drive torque gradient, automatically restoring the target speed (on a straight road).

[0182] This embodiment provides a control system, such as Figure 7 As shown, it mainly includes:

[0183] The system includes a road information acquisition module P105, a vehicle status monitoring module P106, a function calculation module P107, a braking coordination module P108, and coordinates with the vehicle power control system P109 as the acceleration execution system and the hydraulic brake actuator P110 as the hydraulic braking system.

[0184] Among them, the road information acquisition module P105 is used to acquire the road where the vehicle is located and the curve information after monitoring time x seconds. Its information source can be a combination of the vehicle positioning system and the navigation system, or it can be from other methods (such as vehicle networking, V2X).

[0185] The vehicle status monitoring module P106 is used to provide information such as the activation status of the hill descent control function, the vehicle speed, the driver's brake pedal depress status, the driver's braking torque demand, the vehicle's current actual braking torque (hydraulic), the vehicle's coasting recovery torque, the accelerator pedal depress status, longitudinal deceleration (from the longitudinal deceleration sensor), lateral acceleration (from the lateral acceleration sensor), and steering wheel angle.

[0186] Since the hill descent control function is a sub-function of the Engine Spark Control (ESC) system, the above vehicle information is shared with the ESC system, and no additional sensors are required.

[0187] The functional calculation module P107 is mainly used to calculate the final braking torque requirement or driving torque requirement based on curve information, slope information, and vehicle status.

[0188] The braking coordination module P108 is used to ultimately convert the braking torque in the functional calculation module into hydraulic braking pressure and (energy recovery) electric braking torque.

[0189] The system's working logic flow includes:

[0190] Activate Hill Descent Control: The function can be activated via a mechanical switch, a soft switch on the screen, or a fully adaptive automatic activation (such as road recognition, driver intent recognition, voice recognition, etc.).

[0191] The vehicle status monitoring module obtains the current vehicle speed (t0, V0) and determines the target speed for the hill descent control function. The target speed can be set to the operating speed range of the function and is determined based on the speed at which the switch is turned on, the speed at which the brake pedal is released, or the speed at which the accelerator pedal is released.

[0192] The function calculation module is based on the current vehicle speed v0, and calculates the time distance corresponding to x seconds (D=V0×x).

[0193] The road information acquisition module is used to determine whether there is a curve ahead. Several typical determination methods are as follows:

[0194] A. Based on the vehicle positioning system and vehicle navigation system: Extract road information and determine whether to enter the curve after the time distance D is determined based on the positioning system. If it is exiting the curve, it is necessary to determine whether the straight segment distance is greater than XX (XX=V0×x2) before considering the curve to be over.

[0195] B. Determining whether you are in a curve or have exited a curve based solely on steering wheel angle information: This is done by defining steering wheel angle > XXX.

[0196] C. Other methods: such as obtaining vehicle location and curve information based on technologies like vehicle-to-everything (V2X).

[0197] If the road is not a curve, the braking torque is calculated based solely on the slope information; if the road is a curve or about to enter a curve, the target speed in the curve is calculated based on the pre-set curve comfort target (i.e., lateral acceleration Ay, the value of which can be derived from empirical presets or calibrated based on a real vehicle).

[0198] The target vehicle speed and corresponding deceleration in a curve can be calculated using the following two typical methods:

[0199] A. When curve information comes from a positioning + navigation system or a similar system, the curve information is first obtained from the road information acquisition module. The location points of the entire curve are extracted (the curve can be subdivided into finite sampling points P1, P2, P3…Pn based on time intervals or simple distances), and the turning radius R (R1, R2, R3…Rn) corresponding to each point is obtained. Then, the target vehicle speed (V1, V2, V3…Vn) corresponding to each point is calculated using a formula, and the least squares method is used to perform polynomial fitting on each speed point. Using the current vehicle speed as the first point, the speed difference and time interval between every two connected points are calculated, and the target deceleration of the curve between each point is further calculated [Deceleration Ax = Speed ​​difference between connected points / Time interval between connected points]. The least squares method is used again to perform polynomial fitting on the target deceleration of each curve to ensure the smoothness of the deceleration.

[0200] B. Cornering information is only available when the steering wheel is turned:

[0201] The front wheel angle is obtained based on steering wheel angle information and steering system line angle ratio, and the turning radius R of the vehicle is obtained from the front wheel angle and vehicle wheelbase information. Based on the turning radius R and the lateral acceleration target Ay, the target speed of the vehicle at the current position is calculated. Based on the difference between the current speed and the target speed, the magnitude of longitudinal deceleration is determined (the deceleration target is 0 when the target speed is greater than the current speed).

[0202] The magnitude of the longitudinal deceleration here can be preset to a set of values ​​related to the speed difference.

[0203] Once the hill descent control function is activated, the road slope s of the vehicle can be calculated based on the deceleration signal, total braking torque (including regenerative braking) value, and vehicle mass provided by the vehicle status monitoring module.

[0204] Based on the obtained slope information and the deceleration target of the curve, the sum of the longitudinal deceleration requirements of the slope and the curve is calculated and then converted into the total braking torque requirement.

[0205] The braking coordination module is responsible for the allocation of hydraulic braking and electric braking. It can prioritize electric braking within the motor's capacity, or maintain the current level of electric braking torque and allocate the remaining portion to hydraulic braking. The braking coordination module then sends the final hydraulic braking torque target and the energy recovery electric braking torque target to the hydraulic brake actuator and the power control system for execution, respectively.

[0206] The above process is the logical flow of a single control loop. The control loop will be dynamically calculated and executed continuously during the vehicle's curve driving.

[0207] If the vehicle determines that it is not on a curve (there is no curve ahead or it has already exited the curve), firstly, the target deceleration for the curve is set to 0, and secondly, the vehicle speed will be restored to the target control speed on a straight road with a gentle descent from a steep slope (the restoration acceleration 'a' is adjustable). This acceleration 'a' is converted into a drive torque signal by the function calculation module and then sent to the power control system.

[0208] In simple terms, the process after the slope descent control function is activated may include, but is not limited to, the following: Figure 8 S801 to S819 are shown.

[0209] S801: Obtain the current vehicle speed and the target vehicle speed on the steep slope descent straight road.

[0210] S802, Predict the driving distance D after X seconds.

[0211] S803. Based on the vehicle's current position on the map, find position 1 on the map after the distance is increased by D.

[0212] S804. Determine if position 1 is a curve.

[0213] If yes, then execute S805 below; if no, then execute S813 below.

[0214] S805. Determine whether it is associated with the vehicle navigation / positioning system.

[0215] If yes, proceed with S806 below; if no, proceed with S809 below.

[0216] S806. Based on map road information, extract the turning radius R corresponding to each location point of the curve.

[0217] S807. Based on the turning radius R and the target lateral acceleration Ay, calculate the target vehicle speed V at each position on the curve, and use the least squares method to perform polynomial fitting on the speed at each point.

[0218] S808. Taking the current t0 position as the first position point and the last point as the end point of the curve, calculate the target deceleration of the curve for every two connected positions within the route range, and use the least squares method to perform polynomial fitting on the deceleration of each point.

[0219] S809, Extract steering wheel angle information.

[0220] S810: Calculate the vehicle's current turning radius based on the steering wheel angle, vehicle line angle ratio, and vehicle geometric parameters.

[0221] S811. Calculate the target vehicle speed at the current position based on the turning radius and the target lateral acceleration Ay.

[0222] S812. Based on the current vehicle speed and the target vehicle speed at the current position, determine the target deceleration for the curve.

[0223] S813, the deceleration portion corresponding to the curve is 0.

[0224] S814, extract the current vehicle deceleration, total braking torque, and vehicle mass.

[0225] S815, Real-time calculation of road slope s.

[0226] S816. Based on the slope s and the target deceleration of the curve, the total braking torque requirement is obtained.

[0227] S817, Calculate the target value of hydraulic torque based on the current electric braking torque.

[0228] S818, hydraulic braking torque requirements are met through a hydraulic brake actuator.

[0229] S819, realizes the energy recovery electric braking torque demand through the power control system.

[0230] This embodiment of the application introduces the concept of curve comfort and safety control (by limiting lateral acceleration), avoiding the problems of hill descent control not judging curves and excessive speed in curves, as well as the problem that the driver's feet cannot be completely freed when using hill descent control, as the driver needs to use the brake pedal when cornering and the accelerator pedal after exiting the curve.

[0231] This embodiment of the application does not require additional hardware when a traditional vehicle is already equipped with an ESC system. It is implemented entirely based on the existing hardware of the ESC system, which has good compatibility and low cost.

[0232] This embodiment of the application is open-ended in its determination of curves, but it provides two typical methods: one based on a positioning and navigation system, and the other based on steering wheel angle input, thus achieving flexibility.

[0233] Secondly, embodiments of this application provide a control device, such as... Figure 9 As shown, the control device 90 includes a data acquisition unit 901, an acquisition unit 902, and a control unit 903 (which can also be referred to as the first control unit 903 for ease of distinction). Wherein:

[0234] The data acquisition unit 901 is used to acquire the set speed of the first vehicle when the hill descent control function is activated; the first vehicle can be any vehicle device.

[0235] The acquisition unit 902 is used to acquire road information of the first vehicle and, if the road information includes a downhill curve, determine the target curve speed.

[0236] Control unit 903 is used to control the movement of the first vehicle based on the target curve speed and the set speed.

[0237] In some embodiments, the acquisition unit 902 is further configured to: detect the turning angle of the first vehicle at the current moment; if the turning angle is greater than or equal to a first turning angle threshold, determine that the road information of the first vehicle at the current moment is a downhill curve; if the turning angle is less than the first turning angle threshold, determine that the road information of the first vehicle at the current moment is a downhill straight road.

[0238] In some embodiments, the acquisition unit 902 is further configured to perform: detecting the current speed of the first vehicle; predicting the predicted position of the first vehicle at the next moment based on the current speed; determining the road information of the first vehicle at the next moment based on the predicted position in the map information or the shared data of the second vehicle; the road information at the next moment includes a downhill curve or a downhill straight section; and the second vehicle is communicatively connected to the first vehicle.

[0239] In some embodiments, the acquisition unit 902 is further configured to perform: determining the curve radius of the downhill curve section based on any one of the turning angle of the first vehicle, map information, and shared data of the second vehicle; the second vehicle being communicatively connected to the first vehicle; and determining the target curve speed based on the curve radius and a reference lateral acceleration.

[0240] In some embodiments, the curve radius is obtained based on the map information or the shared data of the second vehicle. The acquisition unit 902 is further configured to perform the following: based on the map information or the shared data of the second vehicle, obtain the curve radius corresponding to each position point in the entire curve; based on the curve radius corresponding to each position point and the reference lateral acceleration, determine the initial curve speed corresponding to each position point; fit the initial curve speed corresponding to each position point to obtain the speed curve of the entire curve; and determine the target curve speed by the curve speed corresponding to the position point at the next moment in the fitted speed curve.

[0241] In some embodiments, the control unit 903 is further configured to: acquire the slope value of the downhill section of the curve and determine the slope deceleration corresponding to the slope value; determine the target curve deceleration corresponding to the curve; determine the sum of the slope deceleration and the target curve deceleration as a first target deceleration; determine the total braking torque corresponding to the first target deceleration; and control the movement of the first vehicle based on the total braking torque so that the first vehicle reaches a target speed; the target speed is the minimum value between the set speed and the target curve speed.

[0242] In some embodiments, the control unit 903 is further configured to perform: determining the initial deceleration corresponding to each position point based on the target deceleration corresponding to each position point in the entire curve; fitting the initial deceleration corresponding to each position point to obtain the deceleration curve of the entire curve; and determining the target deceleration based on the deceleration corresponding to the position point at the next moment in the fitted deceleration curve.

[0243] In some embodiments, the control device 90 further includes a second control unit, which is configured to perform: if the road information is detected to change from the downhill curve to the downhill straight section; determine a second target deceleration based on the slope value of the downhill straight section; determine a braking torque based on the second target acceleration; and control the movement of the first vehicle based on the braking torque to make the first vehicle reach the set speed.

[0244] It should be noted that the control device provided in this application embodiment includes all the units included, which can be implemented by a processor in an electronic device; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP), or a field-programmable gate array (FPGA), etc.

[0245] The descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0246] It should be noted that, in the embodiments of this application, if the above-described control method is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to the related technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0247] Thirdly, embodiments of this application provide a vehicle device, including a memory and a processor. The memory stores a computer program that can run on the processor, and when the processor executes the program, it implements the steps in the control method provided in the above embodiments.

[0248] In one possible implementation, electronic devices are deployed in the vehicle equipment to perform the steps of the control method provided in the above embodiments.

[0249] The following is combined Figure 10 The electronic device 100 shown is illustrated with a structural diagram.

[0250] In one example, such as Figure 10As shown, the electronic device 100 includes: a processor 1001, at least one communication bus 1002, at least one external communication interface 1003, and a memory 1004. The communication bus 1003 is configured to enable communication between these components. The external communication interface 1003 may include standard wired and wireless interfaces.

[0251] The memory 1004 is configured to store instructions and applications executable by the processor 1001, and can also cache data to be processed or already processed by the processor 1001 and various modules in the electronic device (e.g., image data, audio data, voice communication data and video communication data), which can be implemented by flash memory or random access memory (RAM).

[0252] Fourthly, embodiments of this application provide a storage medium, namely a computer-readable storage medium, on which a computer program is stored, which, when executed by a processor, implements the steps in the control method provided in the above embodiments.

[0253] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0254] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0255] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0256] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0257] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0258] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0259] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0260] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0261] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method of a vehicle, characterized by, The method includes: The system collects the set speed of the first vehicle when the hill descent control function is activated; the first vehicle can be any vehicle device. The road information of the first vehicle is obtained, and if the road information includes a downhill curve, the curve radius of the downhill curve is determined based on any one of the turning angle of the first vehicle, map information, and shared data of the second vehicle; the second vehicle is in communication connection with the first vehicle; and the target curve speed is determined based on the curve radius and reference lateral acceleration. Obtain the slope value of the downhill section of the curve and determine the slope deceleration corresponding to the slope value; determine the target curve deceleration corresponding to the curve; determine the sum of the slope deceleration and the target curve deceleration as the first target deceleration; determine the total braking torque corresponding to the first target deceleration; based on the total braking torque, control the movement of the first vehicle to make the first vehicle reach the target speed; the target speed is the minimum value between the set speed and the target curve speed.

2. The method according to claim 1, characterized in that, The step of obtaining the road information of the first vehicle includes: Detect the turning angle of the first vehicle at the current moment; If the turning angle is greater than or equal to the first turning angle threshold, the road information of the first vehicle at the current moment is determined to be a downhill curve section; If the turning angle is less than the first turning angle threshold, the road information of the first vehicle at the current moment is determined to be a straight downhill section.

3. The method according to claim 1, characterized in that, The step of obtaining the road information of the first vehicle includes: Detect the current speed of the first vehicle; Based on the current vehicle speed, predict the predicted position of the first vehicle at the next moment; Based on the predicted location, the road information of the first vehicle at the next moment is determined from the map information or the shared data of the second vehicle; the road information at the next moment includes a downhill curve or a downhill straight section; the second vehicle is in communication connection with the first vehicle.

4. The method according to claim 1, characterized in that, If the curve radius is obtained based on the map information or the shared data of the second vehicle, determining the target curve speed based on the curve radius and the reference lateral acceleration includes: Based on the map information or the shared data of the second vehicle, obtain the curve radius corresponding to each location point in the entire curve; Based on the curve radius corresponding to each location point and the reference lateral acceleration, determine the initial curve velocity corresponding to each location point; The initial curve speed corresponding to each position point is fitted to obtain the speed curve of the entire curve. The target curve speed is determined by the curve speed corresponding to the position point at the next moment in the fitted speed curve.

5. The method according to claim 1, characterized in that, Determining the target curve deceleration corresponding to the curve includes: Based on the target curve velocity at each position point in the entire curve, determine the initial curve deceleration at each position point. The initial curve deceleration corresponding to each position point is fitted to obtain the deceleration curve of the entire curve. The target cornering deceleration is determined by the cornering deceleration corresponding to the position point at the next moment in the fitted deceleration curve.

6. The method according to claim 1, characterized in that, The method further includes: If the road information is detected to change from the downhill curve to the downhill straight section, then the second target deceleration is determined based on the slope value of the downhill straight section. The braking torque is determined based on the second target deceleration; The first vehicle's movement is controlled based on the braking torque to bring it to the set speed.

7. A vehicle control device, characterized in that, The device includes: The data acquisition unit is used to acquire the set speed of the first vehicle when the hill descent control function is activated; the first vehicle can be any vehicle device. The acquisition unit is used to acquire road information of the first vehicle, and, if the road information includes a downhill curve, determine the curve radius of the downhill curve based on any one of the turning angle of the first vehicle, map information, and shared data of the second vehicle; the second vehicle is communicatively connected to the first vehicle; and the target curve speed is determined based on the curve radius and a reference lateral acceleration. The control unit is configured to acquire the slope value of the downhill section of the curve and determine the slope deceleration corresponding to the slope value; determine the target curve deceleration corresponding to the curve; determine the sum of the slope deceleration and the target curve deceleration as a first target deceleration; determine the total braking torque corresponding to the first target deceleration; and control the movement of the first vehicle based on the total braking torque to make the first vehicle reach a target speed; wherein the target speed is the minimum value between the set speed and the target curve speed.

8. A vehicle device comprising a memory and a processor, the memory storing a computer program executable on the processor, the processor executing the program to implement the control method according to any one of claims 1 to 6.

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