Steep slope descent control methods, devices, electronic equipment, vehicles and storage media

Abstract

This application provides a hill descent control method, device, electronic device, vehicle, and storage medium, belonging to the field of vehicle control technology. The method includes: acquiring driving parameters of a target vehicle in a slope environment; activating the hill descent control function of the target vehicle when the driving parameters meet preset hill descent control function activation conditions; acquiring the actual speed of the target vehicle based on the driving parameters; calculating the updated speed of the speed adjustment cycle based on a preset speed adjustment cycle; wherein the speed adjustment cycle includes a first cycle and a second cycle, the second cycle being the next speed adjustment cycle after the first cycle; using the initial braking force to control the target vehicle to adjust from the actual speed to the updated speed in the first cycle, and controlling the target vehicle to adjust from the updated speed to the target speed in the second cycle. This application embodiment can improve the stability of speed adjustment in steep slope environments.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a steep slope descent control method, device, electronic equipment, vehicle, and storage medium. Background Technology

[0002] Hill Descent Control (HDC) is an automotive electronic system designed to provide safe downhill driving on steep inclines. It automatically controls the vehicle's speed and braking force, allowing the driver to descend slopes safely at a smooth speed without frequent braking. During HDC operation, the driver does not need to operate the accelerator or brake pedals, reducing the difficulty of driving on steep inclines.

[0003] Currently, when drivers want to adjust the vehicle speed in steep slope environments, it is difficult to adjust it to the ideal target speed, and there is also the possibility of safety issues due to excessive speed adjustment. Therefore, how to stably adjust the vehicle speed in steep slope environments has become an urgent technical problem to be solved. Summary of the Invention

[0004] The main objective of this application is to provide a steep slope descent control method, device, electronic equipment, vehicle, and storage medium, which aims to improve the stability of adjusting driving speed in steep slope environments.

[0005] To achieve the above objectives, a first aspect of this application proposes a steep slope descent control method, the method comprising:

[0006] The driving parameters of the target vehicle in a sloping environment are obtained; wherein the target vehicle is equipped with a braking system, which is used to provide the initial braking force;

[0007] When the driving parameters meet the preset hill descent control function activation conditions, the hill descent control function of the target vehicle is activated; wherein, the hill descent control function is used to control the original braking force of the braking system to keep the target vehicle at a stable driving speed.

[0008] The actual speed of the target vehicle is obtained based on the driving parameters;

[0009] Based on a preset vehicle speed adjustment cycle, the periodic vehicle speed is calculated to obtain the updated vehicle speed for the vehicle speed adjustment cycle; wherein, the vehicle speed adjustment cycle includes a first cycle and a second cycle, and the second cycle is the next vehicle speed adjustment cycle after the first cycle;

[0010] The original braking force is used to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle, and to control the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

[0011] In some embodiments, a preset previous vehicle speed and a preset previous acceleration are obtained before performing the periodic vehicle speed calculation.

[0012] The step of calculating the periodic vehicle speed based on a preset vehicle speed adjustment period to obtain the updated vehicle speed for the vehicle speed adjustment period includes:

[0013] In each speed adjustment cycle, a cycle speed calculation is performed based on the previous speed, the previous acceleration, and the target speed to obtain the updated speed and the updated acceleration; wherein, the previous speed and the previous acceleration are data from the previous speed adjustment cycle of the updated speed and the updated acceleration.

[0014] The method of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes:

[0015] Using the original braking force, the actual vehicle speed is adjusted according to the updated vehicle speed and the updated acceleration in each vehicle speed adjustment cycle;

[0016] The previous vehicle speed is updated based on the updated vehicle speed, and the previous acceleration is updated based on the updated acceleration.

[0017] The cycle speed for the next speed adjustment cycle is calculated based on the updated previous vehicle speed and the updated previous acceleration, until the actual vehicle speed is adjusted to the target vehicle speed.

[0018] In some embodiments, the step of calculating the periodic vehicle speed based on the previous vehicle speed, the previous acceleration, and the target vehicle speed in each vehicle speed adjustment cycle to obtain the updated vehicle speed and updated acceleration includes:

[0019] In each speed adjustment cycle, the difference between the target speed and the previous speed is calculated to obtain the cycle speed difference.

[0020] Based on the vehicle speed adjustment cycle, acceleration is calculated according to the cycle speed difference to obtain the first acceleration;

[0021] The first acceleration is subjected to acceleration limit processing to obtain the second acceleration;

[0022] The difference between the second acceleration and the previous acceleration is calculated to obtain the periodic acceleration difference.

[0023] Based on the vehicle speed adjustment cycle, the acceleration change is calculated on the period acceleration difference to obtain the first jump.

[0024] The first judder is subjected to judder limit processing to obtain the second judder.

[0025] The updated acceleration is calculated based on the second judder.

[0026] The updated vehicle speed is calculated based on the updated acceleration.

[0027] In some embodiments, obtaining a preset previous vehicle speed and a preset previous acceleration before performing cyclic vehicle speed calculation includes:

[0028] Obtain the vehicle weight and environmental information data of the slope environment of the target vehicle;

[0029] Based on the vehicle weight and the environmental information data, speed change assessment processing is performed, and the previous vehicle speed is preset;

[0030] Acceleration change assessment is performed based on the vehicle weight and environmental information data, and the previous acceleration is preset.

[0031] In some embodiments, the target vehicle includes an electronic parking brake system. After the driving parameters meet preset hill descent control activation conditions, and the hill descent control function of the target vehicle is activated, the method further includes:

[0032] When an abnormal exit signal of the hill descent control function of the target vehicle is received, the braking system of the target vehicle is controlled through the electronic parking brake system to maintain the actual speed of the target vehicle.

[0033] Issue a function exit notification, wherein the function exit notification is used to indicate that the target vehicle has exited the hill descent control function.

[0034] In some embodiments, the step of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes:

[0035] Obtain information about vehicles ahead of the target vehicle;

[0036] When the distance information of the vehicle ahead, as represented by the information of the vehicle ahead, meets the preset distance conditions between the two vehicles, the relative speed is processed according to the distance information of the vehicle ahead to obtain the speed of the vehicle ahead.

[0037] The method of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes:

[0038] The target vehicle is controlled by the original braking force to update the target vehicle speed according to the speed of the preceding vehicle in the first cycle, and the updated vehicle speed is adjusted by the cycle speed calculation.

[0039] The actual vehicle speed is adjusted based on the updated vehicle speed, and the target vehicle is controlled to adjust the updated vehicle speed to the target vehicle speed during the second cycle.

[0040] In some embodiments, the target vehicle includes an accelerator pedal and a brake pedal. The step of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, further includes:

[0041] Acquire the trigger signals of the accelerator pedal and the brake pedal;

[0042] Based on the trigger signal, the braking force provided by the braking system is adjusted to obtain the target braking force;

[0043] The target vehicle is controlled to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the target braking force, and the target vehicle is controlled to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

[0044] In some embodiments, controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes:

[0045] Get information about the road corner ahead;

[0046] When the information about the road corner ahead meets the preset vehicle corner threshold, the turning speed is calculated based on the actual vehicle speed to obtain the target vehicle speed.

[0047] The deceleration time is obtained by calculating the number of speed adjustment cycles required for the actual vehicle speed to reach the target vehicle speed through periodic vehicle speed calculation.

[0048] Using the original braking force, the vehicle decelerates before entering a road corner based on the deceleration time, so that the actual vehicle speed is adjusted to the target vehicle speed within the deceleration time.

[0049] To achieve the above objectives, a second aspect of this application provides a steep slope descent control device, the device comprising:

[0050] The parameter acquisition module is used to acquire the driving parameters of the target vehicle in a sloping environment; wherein, the target vehicle is equipped with a braking system, and the braking system is used to provide the initial braking force;

[0051] The function activation module is used to activate the hill descent control function of the target vehicle when the driving parameters meet the preset hill descent control function activation conditions; wherein, the hill descent control function is used to control the original braking force of the braking system to keep the target vehicle at a stable driving speed.

[0052] The vehicle speed acquisition module is used to acquire the actual vehicle speed of the target vehicle based on the driving parameters.

[0053] The vehicle speed calculation module is used to calculate the periodic vehicle speed based on a preset vehicle speed adjustment cycle to obtain the updated vehicle speed for the vehicle speed adjustment cycle; wherein, the vehicle speed adjustment cycle includes a first cycle and a second cycle, and the second cycle is the cycle following the first cycle;

[0054] The vehicle speed adjustment module is used to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and to control the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

[0055] To achieve the above objectives, a third aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steep slope descent control method described in the first aspect.

[0056] To achieve the above objectives, a fourth aspect of the present application provides a vehicle that includes a hill descent control device as described above, or an electronic device as described above.

[0057] To achieve the above objectives, a fifth aspect of the present application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steep slope descent control method described in the first aspect.

[0058] The hill descent control method, device, electronic equipment, vehicle, and storage medium proposed in this application acquire the driving parameters of a target vehicle in a slope environment. When the driving parameters meet the preset hill descent control function activation conditions, the target vehicle activates the hill descent control function. The target vehicle's braking system provides initial braking force to control the target vehicle to maintain a stable driving speed. Then, based on the driving parameters, the actual speed of the target vehicle is obtained. Based on a preset speed adjustment cycle, a periodic speed calculation is performed to obtain the updated speed for each speed adjustment cycle. Finally, using the initial braking force, the target vehicle is controlled to adjust from the actual speed to the updated speed in the first cycle, and then controlled to adjust from the updated speed to the target speed in the second cycle. Therefore, this application, by setting a speed adjustment cycle and calculating the updated speed for each speed adjustment cycle, calculates an updated speed with reasonable speed variations. By using the initial braking force to adjust the actual speed to the updated speed, the actual speed is stably changed through the initial braking force over multiple cycles, improving the stability of the target vehicle's speed adjustment in a steep slope environment. Attached Figure Description

[0059] Figure 1 This is a flowchart of the steep slope descent control method provided in the embodiments of this application;

[0060] Figure 2 yes Figure 1 Flowcharts of steps S104 and S105 in the document;

[0061] Figure 3 yes Figure 2 The flowchart of step S201 in the text;

[0062] Figure 4 yes Figure 2 The flowchart preceding step S201;

[0063] Figure 5 yes Figure 1 The flowchart following step S102;

[0064] Figure 6 yes Figure 1 The flowcharts before and after step S105 in the process;

[0065] Figure 7 yes Figure 1 Another flowchart of step S105 in the process;

[0066] Figure 8 yes Figure 1 Another flowchart of step S105 in the process;

[0067] Figure 9This is a schematic diagram of the steep slope descent control device provided in the embodiments of this application;

[0068] Figure 10 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0070] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0071] 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.

[0072] When hill descent control is activated, the brake line pressure remains normal, allowing the vehicle to travel at a constant speed. The driver can temporarily depress the accelerator or brake pedal to stop controlling the brake line pressure, allowing the vehicle to accelerate freely. Releasing the accelerator or brake pedal restores the brake line pressure, allowing the vehicle to continue at its accelerated speed. However, when the accelerator or brake pedal is pressed, the loss of brake line pressure can cause a momentary increase in acceleration, leading to a rapid change in speed. This can be unpleasant for the driver and may even cause an accident. Therefore, how to stably regulate vehicle speed in steep inclines when hill descent control is activated has become a pressing technical problem.

[0073] Based on this, embodiments of this application provide a steep slope descent control method, device, electronic device, vehicle, and storage medium, aiming to improve the stability of adjusting driving speed in steep slope environments.

[0074] The steep slope descent control method, device, electronic equipment, vehicle, and storage medium provided in this application are specifically described through the following embodiments. First, the steep slope descent control method in this application embodiment is described.

[0075] Figure 1 This is an optional flowchart of the steep slope descent control method provided in the embodiments of this application. Figure 1 The method may include, but is not limited to, steps S101 to S105.

[0076] Step S101: Obtain the driving parameters of the target vehicle in the slope environment; wherein, the target vehicle is equipped with a braking system, which is used to provide the original braking force;

[0077] Step S102: When the driving parameters meet the preset hill descent control function activation conditions, the hill descent control function of the target vehicle is activated; wherein, the hill descent control function is used to control the original braking force of the braking system to keep the target vehicle at a stable driving speed.

[0078] Step S103: Obtain the actual speed of the target vehicle based on the driving parameters;

[0079] Step S104: Calculate the periodic vehicle speed based on the preset vehicle speed adjustment cycle to obtain the updated vehicle speed for the vehicle speed adjustment cycle; wherein, the vehicle speed adjustment cycle includes a first cycle and a second cycle, and the second cycle is the next vehicle speed adjustment cycle after the first cycle.

[0080] Step S105: Use the original braking force to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle, and control the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

[0081] Steps S101 to S105 of this embodiment involve acquiring the driving parameters of the target vehicle in a slope environment. When the driving parameters meet the preset hill descent control function activation conditions, the target vehicle activates the hill descent control function. The target vehicle's braking system provides initial braking force to control the target vehicle to maintain a stable driving speed. Then, based on the driving parameters, the actual speed of the target vehicle is obtained. Based on a preset speed adjustment cycle, a periodic speed calculation is performed to obtain the updated speed for each speed adjustment cycle. Finally, using the initial braking force, the target vehicle is controlled to adjust from the actual speed to the updated speed in the first cycle, and then controlled to adjust from the updated speed to the target speed in the second cycle. Therefore, this application, by setting a speed adjustment cycle and calculating the updated speed for each speed adjustment cycle, calculates an updated speed with reasonable speed variations. By using the initial braking force to adjust the actual speed to the updated speed, the actual speed is stably changed through the initial braking force over multiple cycles, improving the stability of the target vehicle's speed adjustment in a steep slope environment.

[0082] In step S101 of some embodiments, the driving parameters of the target vehicle in a slope environment are acquired. When the target vehicle is driving in a slope environment, the driving parameters of the target vehicle are acquired through data collected by various sensors. The driving parameters are various collectable sensor data generated by the target vehicle while driving. The target vehicle is equipped with a braking system to provide original braking force. The braking system includes an integrated brake control system (IBC), which integrates an anti-lock braking system (ABS) and an electronic stability program (ESP), and can provide efficient and precise braking control, providing original braking force. Original braking force refers to the braking force applied by the target vehicle based on its own algorithm, which is different from the braking force manually adjusted and controlled by the driver.

[0083] In step S102 of some embodiments, the hill descent control function of the target vehicle is activated when the driving parameters meet preset activation conditions. These activation conditions include: the target vehicle's speed not exceeding 35 km / h; the friction pad temperature in the vehicle's braking system below 450°C; the target vehicle not being stationary; and the accelerator pedal being depressed at less than 20% of its throttle position. It can be understood that when all driving parameters of the target vehicle meet the activation conditions for the hill descent control function, the target vehicle can enter the hill descent control function. Similarly, when any of these conditions are met, the target vehicle must exit the hill descent control function. The exit conditions for the hill descent control function include: the target vehicle's speed exceeding 40 km / h; the friction pad temperature in the vehicle's braking system not below 450°C; the target vehicle being stationary; or the accelerator pedal being depressed at more than 20% of its throttle position. Once the hill descent control function of the target vehicle is activated, it will control the vehicle's braking system to provide initial braking force to control the vehicle to maintain a stable driving speed, so that the vehicle's driving speed will not change arbitrarily due to the weight component borne by the vehicle.

[0084] In step S104 of some embodiments, a periodic vehicle speed calculation is performed based on a preset vehicle speed adjustment cycle to obtain the updated vehicle speed for each speed adjustment cycle. The speed adjustment cycle represents the time period used to adjust the driving speed of the target vehicle, and those skilled in the art can reasonably set this speed adjustment cycle. The speed adjustment cycle can be relatively short, so that the updated vehicle speed can be calculated as many times as possible in a short period of time, and the actual vehicle speed can be adjusted multiple times by adjusting the braking force provided by the braking system, thereby more accurately controlling the changes in the actual vehicle speed. The updated vehicle speed represents the driving speed that the target vehicle needs to adjust to in each speed adjustment cycle. The speed adjustment cycle includes a first cycle and a second cycle, where the second cycle is the next speed adjustment cycle after the first cycle.

[0085] In step S105 of some embodiments, the original braking force is used to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle. The actual vehicle speed refers to the current driving speed of the target vehicle. Then, the second cycle is used as the first cycle, and the actual vehicle speed is adjusted to the updated vehicle speed again. Through multiple speed adjustment cycles, the actual vehicle speed is continuously adjusted to the updated speed until the actual vehicle speed is adjusted to the target vehicle speed. The target vehicle speed is the final driving speed that needs to be adjusted to.

[0086] Please see Figure 2 In some embodiments, before step S104, a preset previous vehicle speed and a preset previous acceleration are obtained; step S104 may include, but is not limited to, step S201:

[0087] Step S201: In each vehicle speed adjustment cycle, the cycle vehicle speed is calculated based on the previous vehicle speed, previous acceleration and target vehicle speed to obtain the updated vehicle speed and updated acceleration; wherein, the previous vehicle speed and previous acceleration are the data of the previous vehicle speed adjustment cycle of the updated vehicle speed and updated acceleration.

[0088] Step S105 may include, but is not limited to, steps S202 to S204:

[0089] Step S202: Using the original braking force, adjust the actual vehicle speed according to the updated vehicle speed and updated acceleration in each vehicle speed adjustment cycle.

[0090] Step S203: Update the previous vehicle speed according to the updated vehicle speed, and update the previous acceleration according to the updated acceleration;

[0091] Step S204: Calculate the periodic vehicle speed for the next vehicle speed adjustment cycle based on the updated previous vehicle speed and the updated previous acceleration, until the actual vehicle speed is adjusted to the target vehicle speed.

[0092] In step S201 of some embodiments, in each speed adjustment cycle, a cycle speed calculation is performed based on the previous speed, previous acceleration, and target speed to obtain an updated speed and an updated acceleration. The updated acceleration represents the vehicle acceleration that the target vehicle needs to adjust to in each speed adjustment cycle. The previous speed and previous acceleration are data from the previous speed adjustment cycle for which the updated speed and updated acceleration are obtained. The previous speed represents the speed reached by the target vehicle in the previous speed adjustment cycle, and the previous acceleration represents the acceleration of the target vehicle in the previous speed adjustment cycle.

[0093] In steps S202 to S204 of some embodiments, the original braking force of the braking system is used to adjust the actual vehicle speed according to the updated vehicle speed and updated acceleration in each speed adjustment cycle. The original braking force provided by the braking system can affect the updated acceleration of the target vehicle. After adjusting the actual vehicle speed, this speed adjustment cycle is about to be completed. The previous vehicle speed is updated according to the updated vehicle speed, and the previous acceleration is updated according to the updated acceleration. The cycle speed for the next speed adjustment cycle is calculated based on the updated previous vehicle speed and updated previous acceleration. This allows the updated vehicle speed and updated acceleration for each speed adjustment cycle to be calculated and adjusted based on the previous vehicle speed and previous acceleration from the previous speed adjustment cycle. This ensures that changes in the actual speed of the target vehicle in each speed adjustment cycle are based on a reliable source, avoiding unreasonable speed changes. In each speed adjustment cycle, the actual vehicle speed is adjusted to the corresponding current stage speed, thus causing the actual vehicle speed to change stably with the speed adjustment cycle, ultimately adjusting to the target vehicle speed.

[0094] Please see Figure 3 In some embodiments, step S201 may include, but is not limited to, steps S301 to S308:

[0095] Step S301: In each vehicle speed adjustment cycle, the difference between the target vehicle speed and the previous vehicle speed is calculated to obtain the cycle speed difference.

[0096] Step S302: Based on the vehicle speed adjustment cycle, the acceleration is calculated according to the cycle speed difference to obtain the first acceleration;

[0097] Step S303: Perform acceleration limit processing on the first acceleration to obtain the second acceleration;

[0098] Step S304: Perform difference calculation based on the second acceleration and the previous acceleration to obtain the periodic acceleration difference;

[0099] Step S305: Based on the vehicle speed adjustment cycle, calculate the acceleration change of the cycle acceleration difference to obtain the first jump.

[0100] Step S306: Perform jump limit processing on the first jump to obtain the second jump;

[0101] Step S307: Calculate the updated acceleration based on the second jerk.

[0102] Step S308: Calculate the updated vehicle speed based on the updated acceleration.

[0103] In step S301 of some embodiments, in each speed adjustment cycle, a difference calculation is performed based on the target speed and the previous speed to obtain the cycle speed difference. It can be understood that, as seen through steps S202 to S204, in each speed adjustment cycle, the actual speed is adjusted to the updated speed, and then the updated speed updates the previous speed, which is used for calculating the cycle speed in the next speed adjustment cycle. Therefore, the cycle speed difference in step S301 is essentially the speed difference between the actual speed and the target speed.

[0104] In step S302 of some embodiments, based on the duration of the vehicle speed adjustment cycle, the cycle speed difference is converted into an acceleration value, that is, acceleration is calculated on the cycle speed difference to obtain a first acceleration. It can be understood that the first acceleration represents the acceleration value required to adjust the actual vehicle speed to the target vehicle speed within the time of the vehicle speed adjustment cycle. However, if the actual vehicle speed differs greatly from the target vehicle speed, the acceleration will become very large, resulting in an unreasonable acceleration value.

[0105] In step S303 of some embodiments, the first acceleration is therefore subject to acceleration limit processing. This involves setting an upper acceleration limit and a lower acceleration limit. First, the larger of the first acceleration and the lower acceleration limit is taken to obtain a larger acceleration value. Then, the smaller of the larger acceleration value and the upper acceleration limit is taken to obtain a second acceleration. This means that the first acceleration is subject to range constraints to obtain a reasonably sized second acceleration that will not cause discomfort to the driver and can ensure vehicle safety on slopes.

[0106] In step S304 of some embodiments, a difference calculation is performed based on the second acceleration and the previous acceleration to obtain a periodic acceleration difference value, which is used to represent the difference between the second acceleration and the acceleration of the target vehicle in the previous vehicle speed adjustment cycle.

[0107] In step S305 of some embodiments, the rate of change of acceleration, or jerk, can be calculated based on the duration of the vehicle speed adjustment cycle and the difference in periodic acceleration. Jerk is a physical quantity describing the rate of change of an object's acceleration, that is, the speed at which acceleration changes with time. Jerk is the derivative of acceleration and is an important parameter in kinematics, commonly used to analyze and describe the smoothness and comfort of an object's motion. Based on the vehicle speed adjustment cycle, the acceleration change is calculated on the difference in periodic acceleration to obtain the first jerk. The first jerk is used to represent the rate of change of acceleration between the second acceleration and the previous acceleration within the vehicle speed adjustment cycle.

[0108] In step S306 of some embodiments, a judder limit processing is performed on the first judder to obtain a second judder. This judder limit processing is similar to the data processing method of the acceleration limit processing in step S303, except that the object of this judder limit processing is the first judder. By applying range constraints to the first judder, a reasonably sized second judder is obtained, ensuring that the driver does not experience abrupt acceleration changes and guaranteeing driver comfort and vehicle safety on slopes. In some embodiments, after step S306, a filtering operation is performed to ensure that the calculation process is not affected by noise, thus obtaining a clean value.

[0109] In steps S307 to S308 of some embodiments, based on the vehicle speed adjustment cycle, a reverse calculation is performed using the second jolt, i.e., an integral calculation, to obtain the target acceleration difference within the vehicle speed adjustment cycle. The previous acceleration is then adjusted based on the target acceleration difference to obtain the updated acceleration. Similarly, the updated acceleration is integrally calculated based on the vehicle speed adjustment cycle to obtain the target speed difference within the vehicle speed adjustment cycle. The previous vehicle speed is then adjusted based on the target speed difference to obtain the updated vehicle speed. Through steps S307 to S308, after calculating a reasonably priced second jolt, the second jolt is converted into a target acceleration difference, and the previous acceleration is adjusted to obtain the updated acceleration. This updated acceleration is then converted back into a target speed difference, and the previous vehicle speed is adjusted to obtain the updated vehicle speed. Thus, based on the previous vehicle speed and acceleration of the previous speed adjustment cycle, reasonable speed and acceleration adjustments can be made to obtain updated vehicle speeds and accelerations that ensure driver comfort and vehicle safety in incline conditions.

[0110] In some exemplary embodiments, the actual vehicle speed, i.e., the previous vehicle speed, is 10 m / s, and the previous acceleration is -1 m / s². 2The target vehicle speed is 8 m / s, and the preset speed adjustment cycle is 1 second. The process of calculating the speed in one cycle is as follows: The difference between the target speed and the previous speed is calculated to obtain the cycle speed difference: 8 - 10 = -2 m / s; Based on the speed adjustment cycle, the acceleration is calculated according to the cycle speed difference to obtain the first acceleration: -2 m / s ÷ 1 second = -2 m / s. 2 The first acceleration is subjected to acceleration limit processing to obtain the second acceleration, where the lower limit of acceleration is -1.6 m / s². 2 The upper limit of acceleration is 3m / s². 2 Since the first acceleration is less than the lower limit of acceleration, the second acceleration can only be determined to be the lower limit of acceleration, -1.6 m / s². 2 The difference between the second acceleration and the previous acceleration is calculated to obtain the periodic acceleration difference: -1.6 - (-1) = -0.6 m / s². 2 Based on the vehicle speed adjustment cycle, the acceleration change is calculated from the periodic acceleration difference to obtain the first jump, -0.6 m / s². 2 ÷1s=-0.6m / s 3 The first jump is subjected to jump limit processing to obtain the second jump, where the lower limit of the jump is -0.5m / s. 3 The upper limit of the jump is 1m / s 3 Since the first jump is less than the lower limit of the jump, the second jump is determined to be the lower limit of the jump -0.5 m / s². 3 The updated acceleration is calculated based on the second hop, and is -1 m / s². 2 +(-0.5m / s 3 (×1s)=-1.5m / s 2 The updated vehicle speed is calculated based on the updated acceleration: 10 m / s + (-1.5 m / s) 2 (×1s)=8.5m / s. The above numerical calculation is only a demonstration example of the periodic vehicle speed calculation proposed in this invention, and its purpose is to illustrate rather than limit the specific implementation details of the technical solution of this invention.

[0111] Please see Figure 4 In some embodiments, prior to step S201, the process includes obtaining a preset previous vehicle speed and a preset previous acceleration, which may include, but is not limited to, steps S401 to S403:

[0112] Step S401: Obtain vehicle weight and environmental information data of the slope environment for the target vehicle;

[0113] Step S402: Based on vehicle weight and environmental information data, speed change assessment processing is performed, and the previous vehicle speed is preset;

[0114] Step S403: Based on vehicle weight and environmental information data, perform acceleration change assessment processing and preset the previous acceleration.

[0115] In step S401 of some embodiments, the vehicle weight of the target vehicle and environmental information data of the slope environment are acquired, wherein the vehicle weight refers to the total weight including the load and the driver. The environmental information data includes the road slope, road humidity, and traffic conditions of the slope environment.

[0116] Understandably, the total weight of the target vehicle can be calculated using sensors in the suspension system, fuel consumption data, or mechanical calculations. The specific methods for obtaining vehicle weight are not limited to these.

[0117] In steps S402 to S403 of some embodiments, speed change assessment processing is performed based on vehicle weight and environmental information data, and a previous vehicle speed is preset. Acceleration change assessment processing is also performed based on vehicle weight and environmental information data, and a previous acceleration is preset. When calculating the cyclic vehicle speed based on the vehicle speed adjustment cycle, the previous vehicle speed and previous acceleration are required. Therefore, a preset previous vehicle speed and preset previous acceleration need to be provided during the first cyclic vehicle speed calculation. The settings of these two data points must also ensure driver comfort and vehicle safety in sloping conditions. Therefore, the previous vehicle speed and preset previous acceleration can be preset based on vehicle weight and environmental information data. It is understood that in some embodiments, based on the road gradient represented by the environmental information data, if the road gradient is large, a smaller preset previous acceleration is used. If the environmental information data indicates high road humidity, tire friction will be affected, therefore a smaller preset previous vehicle speed and previous acceleration are used. Those skilled in the art can reasonably preset the previous vehicle speed and previous acceleration based on vehicle weight and environmental information data.

[0118] In some embodiments, vehicle weight and environmental information data can also be used for acceleration limit processing in step S303, where an upper and lower acceleration limit value is used, and a jump limit value and a jump lower and upper limit value are used in step S306. Those skilled in the art can reasonably set these values ​​based on vehicle weight and environmental information data. In addition to vehicle weight and environmental information data, vehicle performance parameters, including braking force parameters of the braking system, brake pad mass, engine power, etc., can also be used.

[0119] Through steps S401 to S403, by acquiring vehicle weight and environmental information data of the slope environment of the target vehicle, and pre-setting the previous vehicle speed and previous acceleration based on the vehicle weight and environmental information data, the calculation of the periodic vehicle speed can be based on reasonable data during the first vehicle speed adjustment cycle. This ensures that the updated vehicle speed and updated acceleration obtained thereafter can guarantee the driver's comfort and the safety of vehicle driving in the slope environment, thereby enabling stable adjustment of vehicle speed in the slope environment.

[0120] Please see Figure 5 In some embodiments, the target vehicle includes an electronic parking brake system, and after step S102, there may be steps S501 to S502, including but not limited to:

[0121] Step S501: When an abnormal exit signal of the hill descent control function of the target vehicle is received, the braking system of the target vehicle is controlled through the electronic parking brake system to maintain the actual speed of the target vehicle.

[0122] Step S502: Issue a function exit notification, which indicates that the target vehicle has exited the hill descent control function.

[0123] In some embodiments, during steps S501 to S502, after the target vehicle activates the hill-start assist function, under certain special circumstances, the hill-start assist function malfunctions and exits. In this case, the hill-start assist function no longer controls the target vehicle's braking system, and the target vehicle loses control of its original braking force. In a sloping environment, it may suddenly accelerate due to the vehicle's power or the influence of gravity. The abnormal exit of the hill-start assist function can prevent the driver from reacting in time, easily leading to traffic accidents. Therefore, when the hill-start assist function abnormally exits, an abnormal exit signal is issued. The target vehicle or the electronic parking brake system can receive the abnormal exit signal and control the target vehicle's braking system through the electronic parking brake system to continue providing original braking force to maintain the target vehicle's actual speed. The Electronic Park Brake (EPB) system is a different electronic system module from the Hill Descent Control system. The EPB system boasts high safety and reliability. When the Hill Descent Control function malfunctions, the EPB system can continue to provide initial braking force, preventing the vehicle from losing control and accelerating suddenly. Simultaneously, after the Hill Descent Control function issues an abnormal exit signal, a function exit notification is also sent. This notification indicates that the vehicle has exited Hill Descent Control, reminding the driver to manually control the vehicle immediately. It's important to understand that the EPB system is designed for parking or emergency braking and does not possess the precise speed adjustment capabilities of Hill Descent Control. Therefore, even after the vehicle exits Hill Descent Control, it only temporarily maintains the vehicle's actual speed, requiring the driver to be alerted to take control. Through steps S501 to S502, it can be ensured that after the hill descent control function is abnormally discontinued, the target vehicle can still control the target vehicle's braking system through the electronic parking brake system to maintain the target vehicle's actual speed and issue a function discontinuation notification to avoid sudden acceleration of the vehicle and ensure the safety of the vehicle when driving in a sloping environment.

[0124] Please see Figure 6 In some embodiments, steps S601 to S602 are included, but are not limited to, preceding step S105:

[0125] Step S601: Obtain information about the vehicles ahead of the target vehicle;

[0126] Step S602: When the distance information of the vehicle in front, as represented by the information of the vehicle in front, meets the preset distance conditions between the two vehicles, the relative speed is processed according to the distance information of the vehicle in front to obtain the speed of the vehicle in front.

[0127] Step S105 includes, but is not limited to, steps S603 to S604:

[0128] Step S603: Using the original braking force to control the target vehicle in the first cycle, update the target vehicle speed according to the speed of the vehicle in front, and adjust the updated vehicle speed through cycle speed calculation.

[0129] Step S604: Adjust the actual vehicle speed based on the adjusted updated vehicle speed, and control the target vehicle to adjust the updated vehicle speed to the target vehicle speed in the second cycle.

[0130] In step S601 of some embodiments, the information of the vehicle ahead of the target vehicle is acquired. This information represents the driving information of the vehicle ahead, including the distance to the vehicle ahead. This distance information can be obtained by capturing an image of the road ahead using a front-facing camera and identifying the vehicle ahead using an image processing algorithm. The camera can be a binocular camera, allowing for the calculation of the distance between the target vehicle and the vehicle ahead using stereo vision. Alternatively, a lidar module can release laser pulses to determine the distance. The location of the vehicle ahead can also be determined using GPS and high-precision map data, and the distance information can be obtained using the high-precision map data; this is not a limitation.

[0131] In step S602 of some embodiments, when the distance information of the vehicle ahead, as represented by the forward vehicle information, meets the preset distance conditions between the two vehicles, relative speed processing is performed based on the forward vehicle distance information to obtain the speed of the vehicle ahead. The distance conditions between the two vehicles represent a range of distances. When the forward vehicle distance information indicates that the distance between the forward vehicle and the target vehicle is below this range, the target vehicle is too close to the forward vehicle. The target vehicle's speed can be reduced, and the speed can be adjusted and updated in the next speed adjustment cycle to allow the target vehicle to adjust the original braking force of its braking system and increase the distance between the two vehicles. When the forward vehicle distance information indicates that the distance between the forward vehicle and the target vehicle is above this range, there is no need to change the state of the target vehicle. When the forward vehicle distance information indicates that the distance between the forward vehicle and the target vehicle is within the range of the distance conditions between the two vehicles, the target vehicle can follow the forward vehicle downhill at a consistent speed, thereby maintaining the relative distance between the two vehicles. The speed of the forward vehicle is obtained by relative speed processing based on the forward vehicle distance information. This can be calculated using a lidar module or an image processing algorithm, and is not limited to these methods.

[0132] In steps S603 to S604 of some embodiments, the target vehicle is controlled using the original braking force to update its target speed based on the speed of the preceding vehicle in the first cycle, and the updated speed is adjusted through cycle speed calculation. The actual speed is adjusted based on the updated speed, and the target vehicle is controlled to adjust the updated speed to the target speed in the second cycle, so that the target speed matches the speed of the preceding vehicle. It is understood that the speed of the preceding vehicle may change continuously, requiring continuous adjustment of the target speed and adjustment of the updated speed through cycle speed calculation, so that the actual speed is adjusted based on the adjusted updated speed. This allows the target vehicle to follow the preceding vehicle downhill, maintaining a consistent speed and a stable relative distance between the two vehicles.

[0133] Please see Figure 7 In some embodiments, step S105 may also include, but is not limited to, steps S701 to S703:

[0134] Step S701: Obtain the trigger signals of the accelerator pedal and brake pedal;

[0135] Step S702: Adjust the braking force provided by the braking system according to the trigger signal to obtain the target braking force;

[0136] Step S703: Use the target braking force to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle, and control the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

[0137] In some embodiments, steps S701 to S703 involve acquiring trigger signals from the accelerator and brake pedals. These trigger signals, generated by the driver pressing the accelerator and brake pedals, are used to adjust the braking force provided by the braking system, thus obtaining the target braking force. The target braking force is the braking force adjusted by the driver, distinct from the braking force applied solely based on the target vehicle's own algorithm. Utilizing the target braking force will, to some extent, alter the cyclic vehicle speed calculation in each speed adjustment cycle. In steps S303 or S306 of the cyclic vehicle speed calculation, calculations may be performed using limit values, or the upper limit of acceleration, lower limit of acceleration, upper limit of jump, and / or lower limit of jump may be adjusted. Alternatively, in step S306 of the cyclic vehicle speed calculation, the first jump may not be subject to jump limit processing; in step S303 of the cyclic vehicle speed calculation, the first acceleration may not be subject to acceleration limit processing; and in both steps S303 and S306 of the cyclic vehicle speed calculation, neither the first jump nor the first acceleration may be subject to acceleration limit processing. This allows the driver to adjust the updated vehicle speed within each speed adjustment cycle to a certain extent, thereby adjusting the target speed, without completely losing the target braking force limit, ensuring the safety of the target vehicle's speed adjustment in slope conditions. Additionally, when the driver presses the accelerator pedal, the target vehicle's power system is adjusted to generate additional power. If the vehicle's speed reaches the conditions for disengaging the hill descent control function, the target vehicle will disengage the hill descent control function. It should be noted that the driver does not lose control of emergency braking or other emergency safety measures as a result.

[0138] Please see Figure 8 In some embodiments, step S105 may also include, but is not limited to, steps S801 to S804:

[0139] Step S801: Obtain information about the road corner ahead;

[0140] Step S802: When the road corner information ahead meets the preset vehicle corner threshold, the turning speed is calculated based on the actual vehicle speed to obtain the target vehicle speed.

[0141] Step S803: Calculate the number of speed adjustment cycles required for the cumulative actual vehicle speed to reach the target vehicle speed using the cycle speed calculation, and obtain the deceleration time.

[0142] Step S804: Using the original braking force, decelerate based on the deceleration time before entering the road corner, so that the actual vehicle speed is adjusted to the target vehicle speed within the deceleration time.

[0143] In steps S801 to S802 of some embodiments, information about the road corner ahead is obtained. This information represents the curve of the road ahead, or the angle data of the corner, including the radius of curvature, curve length, slope, and turning angle. This information can be obtained through GPS and high-precision map data. Then, it is determined whether the information about the road corner ahead meets a preset vehicle corner threshold. The vehicle corner threshold is a constraint condition for curve feature data, used to distinguish whether the driver needs to exit the hill descent control function and manually operate the vehicle to turn at the next curve. It is understood that some curves are difficult to turn and require the driver to manually drive the target vehicle to turn, while some curves are easier and can be completed under the hill descent control function. The vehicle corner threshold can be used to judge the difficulty of the curve based on various data in the information about the road corner ahead, thereby determining whether the driver needs to manually drive the vehicle. When the information about the road corner ahead meets the preset vehicle corner threshold, the turning speed is calculated based on the actual vehicle speed to obtain the target vehicle speed. Since the vehicle needs to decelerate a certain amount when turning, the turning speed is calculated to obtain the target vehicle speed.

[0144] In steps S803 to S804 of some embodiments, after determining the target vehicle speed, the number of speed adjustment cycles required for the actual vehicle speed to reach the target vehicle speed is obtained through periodic vehicle speed calculation, thereby determining the deceleration time. Using the original braking force, deceleration is performed based on the deceleration time before entering the road corner, so that the actual vehicle speed is adjusted to the target vehicle speed within the deceleration time, thereby reaching the target vehicle speed required by the target vehicle before entering the curve, realizing stable adjustment of the vehicle's driving speed and safe passage through the curve in a sloping environment.

[0145] In some embodiments, a target vehicle speed can be set according to other actual needs, and a periodic vehicle speed calculation can be performed to obtain the number of speed adjustment cycles required for the actual vehicle speed to reach the target vehicle speed, thereby determining the buffer time required for acceleration or deceleration, and thus stably adjusting the vehicle's driving speed.

[0146] In this embodiment, by acquiring the driving parameters of the target vehicle in a slope environment, when the driving parameters meet the preset hill descent control function activation conditions, the target vehicle activates the hill descent control function. The target vehicle's braking system provides initial braking force to control the target vehicle to maintain a stable driving speed. Then, based on the driving parameters, the actual speed of the target vehicle is obtained, and based on a preset speed adjustment cycle, a periodic speed calculation is performed to obtain the updated speed for each speed adjustment cycle. Finally, using the initial braking force, the target vehicle is controlled to adjust from the actual speed to the updated speed in the first cycle, and then controlled to adjust from the updated speed to the target speed in the second cycle. Therefore, this application, by setting a speed adjustment cycle and calculating the updated speed for each speed adjustment cycle, calculates an updated speed with reasonable speed variations. By using the initial braking force to adjust the actual speed to the updated speed, the actual speed is stably changed through the initial braking force over multiple cycles, improving the stability of the target vehicle's speed adjustment in a steep slope environment.

[0147] Please see Figure 9 This application also provides a steep slope descent control device to implement the above-mentioned steep slope descent control method. The device includes:

[0148] The parameter acquisition module is used to acquire the driving parameters of the target vehicle in a slope environment; the target vehicle is equipped with a braking system, which is used to provide the initial braking force.

[0149] The function activation module is used to activate the hill descent control function of the target vehicle when the driving parameters meet the preset activation conditions of the hill descent control function; wherein, the hill descent control function is used to control the original braking force of the braking system to keep the target vehicle at a stable driving speed.

[0150] The vehicle speed acquisition module is used to obtain the actual speed of the target vehicle based on driving parameters;

[0151] The vehicle speed calculation module is used to calculate the periodic vehicle speed based on a preset vehicle speed adjustment cycle to obtain the updated vehicle speed for the vehicle speed adjustment cycle; wherein, the vehicle speed adjustment cycle includes a first cycle and a second cycle, and the second cycle is the cycle following the first cycle;

[0152] The vehicle speed adjustment module is used to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and to control the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

[0153] The specific implementation of this steep slope descent control device is basically the same as the specific implementation of the steep slope descent control method described above, and will not be repeated here.

[0154] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described steep slope descent control method. This electronic device can be any smart terminal, including tablet computers, in-vehicle computers, etc.

[0155] Please see Figure 10 , Figure 10 The hardware structure of an electronic device according to another embodiment is illustrated. The electronic device includes:

[0156] The processor 1001 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0157] The memory 1002 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 1002 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1002 and called and executed by the processor 1001 using the steep slope descent control method of the embodiments of this application.

[0158] Input / output interface 1003 is used to implement information input and output;

[0159] The communication interface 1004 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0160] Bus 1005 transmits information between various components of the device (e.g., processor 1001, memory 1002, input / output interface 1003, and communication interface 1004);

[0161] The processor 1001, memory 1002, input / output interface 1003 and communication interface 1004 are connected to each other within the device via bus 1005.

[0162] This application also provides a vehicle, which includes a hill descent control device as described above, or an electronic device as described above. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0163] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described steep slope descent control method.

[0164] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0165] The hill descent control method, device, electronic equipment, vehicle, and storage medium provided in this application acquire the driving parameters of a target vehicle in a slope environment. When the driving parameters meet the preset hill descent control function activation conditions, the target vehicle activates the hill descent control function. The target vehicle's braking system provides initial braking force to control the target vehicle to maintain a stable driving speed. Then, based on the driving parameters, the actual speed of the target vehicle is acquired. Based on a preset speed adjustment cycle, a periodic speed calculation is performed to obtain the updated speed for each speed adjustment cycle. Finally, using the initial braking force, the target vehicle is controlled to adjust from the actual speed to the updated speed in the first cycle, and then controlled to adjust from the updated speed to the target speed in the second cycle. Therefore, this application, by setting a speed adjustment cycle and calculating the updated speed for each speed adjustment cycle, calculates an updated speed with reasonable speed variations. By using the initial braking force to adjust the actual speed to the updated speed, the actual speed is stably changed through the initial braking force over multiple cycles, improving the stability of the target vehicle's speed adjustment in a steep slope environment.

[0166] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0167] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0168] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0169] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0170] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0171] It should be understood that in this application, "at least one (item)" means one or more, and "more than one" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0172] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above 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. The coupling or direct coupling or communication connection between the shown or discussed units may be through some interfaces, or indirect coupling or communication connection between the apparatus or units, and may be electrical, mechanical, or other forms.

[0173] 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; 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.

[0174] Furthermore, the functional units in the various embodiments of this application 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.

[0175] If the integrated 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, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0176] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for controlling steep slope descent, characterized in that, The method includes: The driving parameters of the target vehicle in a sloping environment are obtained; wherein the target vehicle is equipped with a braking system, which is used to provide the initial braking force; When the driving parameters meet the preset hill descent control function activation conditions, the hill descent control function of the target vehicle is activated; wherein, the hill descent control function is used to control the original braking force of the braking system to keep the target vehicle at a stable driving speed. The actual speed of the target vehicle is obtained based on the driving parameters; Based on a preset vehicle speed adjustment cycle, the periodic vehicle speed is calculated to obtain the updated vehicle speed for the vehicle speed adjustment cycle; wherein, the vehicle speed adjustment cycle includes a first cycle and a second cycle, and the second cycle is the next vehicle speed adjustment cycle after the first cycle; The original braking force is used to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle, and to control the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

2. The method according to claim 1, characterized in that, Before performing periodic vehicle speed calculation, obtain the preset previous vehicle speed and the preset previous acceleration; The step of calculating the periodic vehicle speed based on a preset vehicle speed adjustment period to obtain the updated vehicle speed for the vehicle speed adjustment period includes: In each speed adjustment cycle, a cycle speed calculation is performed based on the previous speed, the previous acceleration, and the target speed to obtain the updated speed and the updated acceleration; wherein, the previous speed and the previous acceleration are data from the previous speed adjustment cycle of the updated speed and the updated acceleration. The method of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes: Using the original braking force, the actual vehicle speed is adjusted according to the updated vehicle speed and the updated acceleration in each vehicle speed adjustment cycle; The previous vehicle speed is updated based on the updated vehicle speed, and the previous acceleration is updated based on the updated acceleration. The cycle speed for the next speed adjustment cycle is calculated based on the updated previous vehicle speed and the updated previous acceleration, until the actual vehicle speed is adjusted to the target vehicle speed.

3. The method according to claim 2, characterized in that, In each of the vehicle speed adjustment cycles, the cycle speed calculation is performed based on the previous vehicle speed, the previous acceleration, and the target vehicle speed to obtain the updated vehicle speed and updated acceleration, including: In each speed adjustment cycle, the difference between the target speed and the previous speed is calculated to obtain the cycle speed difference. Based on the vehicle speed adjustment cycle, acceleration is calculated according to the cycle speed difference to obtain the first acceleration; The first acceleration is subjected to acceleration limit processing to obtain the second acceleration; The difference between the second acceleration and the previous acceleration is calculated to obtain the periodic acceleration difference. Based on the vehicle speed adjustment cycle, the acceleration change is calculated on the period acceleration difference to obtain the first jump. The first judder is subjected to judder limit processing to obtain the second judder. The updated acceleration is calculated based on the second judder. The updated vehicle speed is calculated based on the updated acceleration.

4. The method according to claim 2, characterized in that, Before performing the periodic vehicle speed calculation, obtaining a preset previous vehicle speed and a preset previous acceleration includes: Obtain the vehicle weight and environmental information data of the slope environment of the target vehicle; Based on the vehicle weight and the environmental information data, speed change assessment processing is performed, and the previous vehicle speed is preset; Acceleration change assessment is performed based on the vehicle weight and environmental information data, and the previous acceleration is preset.

5. The method according to claim 1, wherein, The target vehicle includes an electronic parking brake system. The method further includes, after activating the hill descent control function of the target vehicle when the driving parameters meet preset hill descent control function activation conditions, the method also includes: When an abnormal exit signal of the hill descent control function of the target vehicle is received, the braking system of the target vehicle is controlled through the electronic parking brake system to maintain the actual speed of the target vehicle. Issue a function exit notification, wherein the function exit notification is used to indicate that the target vehicle has exited the hill descent control function.

6. The method according to any one of claims 1 or 3, characterized in that, The step of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes: Obtain information about vehicles ahead of the target vehicle; When the distance information of the vehicle ahead, as represented by the information of the vehicle ahead, meets the preset distance conditions between the two vehicles, the relative speed is processed according to the distance information of the vehicle ahead to obtain the speed of the vehicle ahead. The method of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes: The target vehicle is controlled by the original braking force to update the target vehicle speed according to the speed of the preceding vehicle in the first cycle, and the updated vehicle speed is adjusted by the cycle speed calculation. The actual vehicle speed is adjusted based on the updated vehicle speed, and the target vehicle is controlled to adjust the updated vehicle speed to the target vehicle speed during the second cycle.

7. The method according to claim 3, wherein, The target vehicle includes an accelerator pedal and a brake pedal. The method of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, further includes: Acquire the trigger signals of the accelerator pedal and the brake pedal; Based on the trigger signal, the braking force provided by the braking system is adjusted to obtain the target braking force; The target vehicle is controlled to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the target braking force, and the target vehicle is controlled to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

8. The method according to any one of claims 1 or 3, characterized in that, The method of controlling the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and controlling the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle, includes: Get information about the road corner ahead; When the information about the road corner ahead meets the preset vehicle corner threshold, the turning speed is calculated based on the actual vehicle speed to obtain the target vehicle speed. The deceleration time is obtained by calculating the number of speed adjustment cycles required for the actual vehicle speed to reach the target vehicle speed through periodic vehicle speed calculation. Using the original braking force, the vehicle decelerates before entering a road corner based on the deceleration time, so that the actual vehicle speed is adjusted to the target vehicle speed within the deceleration time.

9. A steep slope descent control device, characterized in that, The device includes: The parameter acquisition module is used to acquire the driving parameters of the target vehicle in a sloping environment; wherein, the target vehicle is equipped with a braking system, and the braking system is used to provide the initial braking force; The function activation module is used to activate the hill descent control function of the target vehicle when the driving parameters meet the preset hill descent control function activation conditions; wherein, the hill descent control function is used to control the original braking force of the braking system to keep the target vehicle at a stable driving speed. The vehicle speed acquisition module is used to acquire the actual vehicle speed of the target vehicle based on the driving parameters. The vehicle speed calculation module is used to calculate the periodic vehicle speed based on a preset vehicle speed adjustment cycle to obtain the updated vehicle speed for the vehicle speed adjustment cycle; wherein, the vehicle speed adjustment cycle includes a first cycle and a second cycle, and the second cycle is the cycle following the first cycle; The vehicle speed adjustment module is used to control the target vehicle to adjust from the actual vehicle speed to the updated vehicle speed in the first cycle using the original braking force, and to control the target vehicle to adjust from the updated vehicle speed to the target vehicle speed in the second cycle.

10. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steep slope descent control method according to any one of claims 1 to 8.

11. A vehicle, characterized in that, The vehicle includes a hill descent control device as described in claim 9, or an electronic device as described in claim 10.

12. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steep slope descent control method as described in any one of claims 1 to 8.

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