Control method and device of vehicle, electronic equipment and storage medium

Abstract

The application provides a control method and device of a vehicle, electronic equipment and a storage medium. The method comprises: when the vehicle is downhill driving on a slope, determining the slope of the slope where the vehicle is located, determining the target speed of the vehicle, and determining the braking torque of the vehicle on the slope; determining whether to perform braking control on the vehicle according to the slope, the target speed and the braking torque; if it is determined to perform braking control on the vehicle, determining the target deceleration of the braking system of the vehicle and obtaining the current acceleration of the vehicle; determining the acceleration difference between the current acceleration and the target deceleration; and performing braking control on the vehicle by the braking system according to the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration. The application can perform braking control on the vehicle according to the acceleration difference between the acceleration of the vehicle and the target deceleration in real time, thereby reducing the acceleration change of the vehicle during downhill driving, ensuring uniform speed driving of the vehicle on the slope, and improving the riding experience.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more specifically, to a vehicle control method, device, electronic device, and storage medium. Background Technology

[0002] With the rapid development of technology, automobiles are becoming increasingly prevalent in people's daily lives, and driving on slopes has become a common scenario. When a car is driving on a slope, its speed tends to fluctuate like a rowing boat, making speed control unstable and acceleration highly variable, resulting in a poor passenger experience. Therefore, improving the passenger experience when driving on slopes has become an urgent problem to be solved. Summary of the Invention

[0003] In view of this, embodiments of this application propose a vehicle control method, apparatus, electronic device, and storage medium to improve the above-mentioned problems.

[0004] According to a first aspect of the embodiments of this application, a vehicle control method is provided, the method comprising: when a vehicle is traveling downhill on a slope, determining the slope of the slope where the vehicle is located, determining the target speed of the vehicle, and determining the braking torque of the vehicle on the slope; determining whether to apply braking control to the vehicle based on the slope, the target speed, and the braking torque; if it is determined that braking control should be applied to the vehicle, determining the target deceleration of the vehicle's braking system and obtaining the current acceleration of the vehicle; determining the acceleration difference between the current acceleration and the target deceleration; and applying braking control to the vehicle through the braking system based on the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration.

[0005] According to a second aspect of the embodiments of this application, a vehicle control device is provided, the device comprising: a first determining module, configured to determine the slope of the slope where the vehicle is located, determine the target speed of the vehicle, and determine the braking torque of the vehicle on the slope when the vehicle is traveling downhill on a slope; a second determining module, configured to determine whether to apply braking control to the vehicle based on the slope, the target speed, and the braking torque; an acquiring module, configured to determine the target deceleration of the vehicle's braking system and acquire the current acceleration of the vehicle if it is determined that braking control should be applied to the vehicle; the second determining module, configured to determine the acceleration difference between the current acceleration and the target deceleration; and a braking control module, configured to apply braking control to the vehicle through the braking system based on the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration.

[0006] According to a third aspect of the present application, an electronic device is provided, comprising: a processor; and a memory storing computer-readable instructions, wherein when executed by the processor, the computer-readable instructions implement the vehicle control method described above.

[0007] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided that stores computer-readable instructions thereon, which, when executed by a processor, implement the vehicle control method described above.

[0008] In this application's solution, when a vehicle is traveling downhill on a slope, the gradient of the slope, the target speed of the vehicle, and the braking torque of the vehicle on the slope are first determined. Based on the gradient, target speed, and braking torque, it is determined whether to apply braking control to the vehicle. When braking control is applied, the target deceleration of the vehicle's braking system and the vehicle's current acceleration are determined. Furthermore, the acceleration difference between the target acceleration and the current acceleration is determined. This allows for braking control based on the acceleration difference, ensuring that the vehicle's current acceleration continuously approaches the target deceleration. This solution, by applying real-time braking control based on the acceleration difference between the vehicle's acceleration and the target deceleration, reduces acceleration variations during downhill travel, ensuring the vehicle travels at a constant speed on the slope and improving the passenger experience.

[0009] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0010] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0011] Figure 1 This is a schematic flowchart illustrating a vehicle control method according to an embodiment of this application.

[0012] Figure 2 This is a schematic diagram illustrating the force analysis of a vehicle on a slope according to an embodiment of this application.

[0013] Figure 3 This is a flowchart illustrating the specific steps of step 120 according to an embodiment of this application.

[0014] Figure 4This is a schematic flowchart illustrating a vehicle control method according to yet another embodiment of this application.

[0015] Figure 5 This is a schematic flowchart illustrating a vehicle control method according to another embodiment of this application.

[0016] Figure 6 This is a schematic flowchart illustrating a vehicle control method according to another embodiment of this application.

[0017] Figure 7 This is a block diagram of a vehicle control device according to an embodiment of this application.

[0018] Figure 8 This is a hardware structure diagram of an electronic device according to an embodiment of this application.

[0019] The accompanying drawings have illustrated specific embodiments of the present invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the inventive concept in any way, but rather to illustrate the concept of the invention to those skilled in the art through specific embodiments. Detailed Implementation

[0020] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0021] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention 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 the invention 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 a 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.

[0022] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0023] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices. The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be decomposed, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0024] Please see Figure 1 , Figure 1 This application illustrates a vehicle control method according to an embodiment of the present application. In a specific embodiment, the vehicle control method can be applied to, for example... Figure 7 The vehicle control unit 400 and the electronic equipment 500 equipped with the vehicle control unit 400 are shown. Figure 8 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an in-vehicle terminal with computing power. The following will focus on... Figure 1 The process shown will be described in detail. The vehicle control method may specifically include the following steps:

[0025] Step 110: When the vehicle is traveling downhill on a slope, determine the slope of the slope where the vehicle is located, determine the target speed of the vehicle, and determine the braking torque of the vehicle on the slope.

[0026] As one approach, braking is only applied when it is determined that the vehicle is traveling downhill on a slope and braking is necessary. Therefore, it is necessary to first determine the slope of the slope, the target vehicle speed, and the braking torque required on the slope. The braking torque indicates the braking torque required when the driver depresses the brake pedal while the vehicle is traveling on the slope.

[0027] Optionally, the target vehicle speed can be determined based on the braking acceleration corresponding to the depth the driver depresses the brake pedal and the duration the brake pedal is depressed. Alternatively, the vehicle speed and brake pedal depth before the driver depresses the brake pedal can be obtained first, then the vehicle's braking acceleration can be determined based on the relationship between brake pedal depth and acceleration, and subsequently, the braking acceleration can be calculated using the formula v. t =v0+a t *t determines the target vehicle speed, where v0 is the vehicle speed before the driver presses the brake pedal, and a t The braking acceleration of the vehicle is determined based on the depth of the brake pedal being pressed, where t is the duration for which the driver presses the brake pedal.

[0028] Optionally, the slope of the ramp where the vehicle is located can be determined based on the vehicle's attitude information on the ramp. Optionally, the vehicle's attitude information can be obtained through the vehicle's inertial measurement unit (IMU). This attitude information may include the vehicle's coordinates in world coordinates and rotation matrices between different coordinate systems. The vehicle's coordinates in the world coordinate system are then transformed using the rotation matrix to obtain the vehicle's quaternions. These quaternions are then converted to Euler angles, and the pitch angle within these Euler angles is used to determine the ramp angle. Finally, the sine of the ramp angle is calculated as the slope of the ramp where the vehicle is located. The rotation matrix can be a transformation matrix between the vehicle's navigation coordinate system and a vehicle coordinate system with the vehicle as its origin. The quaternions include the vehicle's coordinates, pitch angle, roll angle, and yaw angle.

[0029] In some embodiments, step 110 includes: acquiring a second current vehicle speed; determining the number of time-delay frames and the inter-frame time interval of the vehicle, and determining the time-delay duration of the vehicle based on the number of time-delay frames and the inter-frame time interval; determining a reference acceleration based on the time-delay duration and the second current vehicle speed, and determining a target vehicle speed based on the reference acceleration and the predicted duration, wherein the predicted duration is the duration for which the vehicle is calibrated to accelerate.

[0030] One approach is to perform low-pass filtering after obtaining the vehicle's second current speed, thereby filtering the initial second current speed to obtain a second current speed after filtering out noise, and then determining the reference acceleration based on the second current speed after filtering out noise.

[0031] Optionally, the inter-frame time interval can be preset, with each delayed frame corresponding to the same inter-frame time interval, and thus can be calculated according to the formula t′=N*t. N To determine the latency duration, where N is the number of latency frames, t NThis is the inter-frame time interval. Optionally, it can be calculated using the formula v1 = a1 * t. N To determine the reference acceleration, where v1 is the vehicle's second current speed and a1 is the reference acceleration.

[0032] Optionally, the predicted duration can be a pre-set duration or the duration during which the braking system applies pressure to the vehicle from the moment the driver depresses the brake pedal until the driver releases it. Optionally, the target vehicle speed can be determined using the formula v2 = a1 * t1, where v2 is the target vehicle speed and t1 is the predicted duration.

[0033] In some embodiments, step 110 further includes: obtaining the rolling resistance of the vehicle on the ramp and the weight of the vehicle; determining the acceleration resistance of the vehicle based on the reference acceleration and the weight; and determining the braking torque based on the rolling resistance, the acceleration resistance, and the weight.

[0034] One approach is to determine rolling resistance based on the vehicle's dynamic wheel-end rolling resistance model, or it can be pre-calibrated for the vehicle. Alternatively, the vehicle's weight can be determined based on its vehicle code. Before leaving the factory, the vehicle's weight is associated with and stored with its vehicle code, so that the vehicle's weight can be directly obtained after the vehicle code is determined.

[0035] Optionally, the vehicle's acceleration resistance can be determined using the formula Faccel = a1 * m, where m is the vehicle's weight. Alternatively, as... Figure 2 As shown, the driving force of a vehicle can be determined by performing a force analysis. This analysis includes the slope resistance caused by gravity on the slope. Therefore, the braking force can be determined using the formula F = Ff + Faccel + Fslope, where Ff is the rolling resistance of the vehicle and Fslope is the slope resistance caused by gravity. Alternatively, the braking force can be determined using the formula Fslope = m * g * cosα, where g is the acceleration due to gravity and α is the slope angle. Optionally, after determining the braking force, the braking torque can be determined based on the vehicle's wheel radius.

[0036] Alternatively, the target acceleration of the vehicle on the slope can be determined using a trapezoidal programming method based on the vehicle's target speed and the remaining distance on the slope, and then the acceleration resistance of the vehicle on the slope can be determined based on the target acceleration.

[0037] Step 120: Determine whether to apply braking control to the vehicle based on the slope, the target vehicle speed, and the braking torque.

[0038] As one approach, when a vehicle is descending a slope, due to the gradient (e.g., a steep incline), the driver needs to constantly brake, often resulting in a rowing-like swaying motion, unstable speed control, and fluctuating acceleration, leading to a poor passenger experience. Therefore, when a vehicle is confirmed to be descending a slope, it should be determined that the vehicle's automatic driving system or driver assistance system should be used to control braking, thereby improving the passenger experience when the vehicle is descending a slope.

[0039] Optionally, the decision to apply braking control to the vehicle can be made by determining the gradient of the slope on which the vehicle is located, or by determining the vehicle's speed or acceleration on the slope. Alternatively, the decision can be made based on real-time data of the vehicle on the slope.

[0040] As one approach, after determining the slope of the ramp where the vehicle is located, the target speed of the vehicle, and the braking torque of the vehicle on the ramp, the slope, target speed, and braking torque are judged respectively to determine whether the vehicle currently meets the corresponding preset conditions on the ramp. If the preset conditions are met, braking control of the vehicle is determined.

[0041] Optionally, when determining to brake the vehicle, the braking flag of the braking system can be set to 1. In this way, the vehicle longitudinal control (VLC) unit of the braking system sets the braking deceleration target to 0 based on the remaining distance of the vehicle on the slope and the maximum speed limit. This allows the braking system to perform dynamic braking control on the vehicle based on the braking deceleration, that is, to dynamically adjust the vehicle's braking torque so that the vehicle's acceleration approaches 0, thereby ensuring that the vehicle travels at a constant speed on the slope.

[0042] In some embodiments, such as Figure 3 As shown, step 120 includes:

[0043] Step 121: Determine whether the slope is greater than a slope threshold, whether the target vehicle speed is greater than a vehicle speed threshold, and whether the braking torque is greater than a torque threshold.

[0044] As one approach, since the slope resistance is excessive when a vehicle is traveling on a steep incline, leading to increased vehicle acceleration, it is necessary to determine whether the slope exceeds a certain threshold. Alternatively, since vehicle speed on an incline must be controlled within a certain range to ensure driving safety, it is necessary to determine whether the target speed exceeds a certain speed threshold. Also, if the braking torque is too low when a vehicle is traveling on an incline, it may cause the vehicle to wobble and sway, resulting in a poor passenger experience; therefore, it is necessary to determine whether the braking torque exceeds a certain torque threshold.

[0045] Step 122: If the slope is greater than the slope threshold, the target vehicle speed is greater than the vehicle speed threshold, and the braking torque is greater than the torque threshold, then it is determined that braking control will be applied to the vehicle.

[0046] As one approach, when the vehicle's gradient exceeds the gradient threshold, braking control may be required. However, if the vehicle's speed is too low on a steep slope, braking control may not be necessary, or the braking torque on a steep slope may be small, and the vehicle's movement will not exhibit a boating motion. Therefore, when the gradient exceeds the gradient threshold, the target speed exceeds the speed threshold, and the braking torque exceeds the torque threshold, braking control is determined to be required.

[0047] Step 130: If it is determined that braking control will be applied to the vehicle, then the target deceleration of the vehicle's braking system and the current acceleration of the vehicle are determined.

[0048] As one approach, when determining to brake a vehicle, the braking system can brake and control the vehicle based on its real-time acceleration. Furthermore, the target deceleration of the vehicle's braking force can be determined first, and the vehicle's acceleration can be controlled near the target deceleration through the braking system, gradually bringing the vehicle's acceleration closer to the target deceleration. This makes the vehicle travel more smoothly on slopes and enhances the passenger's riding experience.

[0049] Optionally, a target deceleration for braking control on a slope can be preset, and then this target deceleration can be directly obtained when it is determined that braking control of the vehicle is required. Optionally, this target deceleration can be 0, so that the vehicle's braking system controls the vehicle's acceleration to near 0, ensuring that the vehicle travels at a constant speed on the slope. Optionally, the current acceleration of the vehicle can be detected by an accelerometer to obtain the current acceleration of the vehicle.

[0050] Step 140: Determine the acceleration difference between the current acceleration and the target deceleration.

[0051] One approach is to determine the acceleration difference between the current acceleration and the target deceleration by subtracting the current acceleration from the target deceleration. Optionally, when subtracting the current acceleration from the target deceleration, the directional relationship between the current acceleration direction and the target deceleration direction can be determined first. If the current acceleration and target deceleration directions are opposite, they can be subtracted. If the current acceleration is greater than the target deceleration, the direction of the current acceleration is determined as the direction of the acceleration difference; if the current acceleration is less than the target deceleration, the direction of the target deceleration is determined as the direction of the acceleration difference. If the current acceleration and target deceleration directions are the same, they can be directly subtracted, and the direction of the determined acceleration difference is the same as the directions of the current acceleration and the target deceleration.

[0052] Step 150: The braking system performs braking control on the vehicle based on the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration.

[0053] As one approach, after determining the acceleration difference between the vehicle's current acceleration and the target deceleration, the master cylinder pressure can be established through the vehicle's integrated power brake (IPB), and the master cylinder pressure can be dynamically adjusted according to the acceleration difference, thereby making the vehicle's current acceleration approach the target deceleration.

[0054] Optionally, if the acceleration difference is greater than the acceleration difference threshold, it can be determined that the current acceleration is greater than the target deceleration, and the vehicle's current downhill speed is too fast. Therefore, the brake master cylinder pressure can be increased by the braking system, and the increase pressure value of the brake master cylinder pressure can be determined according to the acceleration difference, thereby achieving braking control of the vehicle. If the acceleration difference is less than the acceleration difference threshold, it can be determined that the current acceleration is less than the target deceleration, and the vehicle's current downhill speed is too slow. Therefore, the brake master cylinder pressure can be decreased by the braking system, and the decrease pressure value of the brake master cylinder pressure can be determined according to the acceleration difference, thereby achieving braking control of the vehicle.

[0055] Optionally, when braking the vehicle, the surrounding environment information can be determined, and based on this information, it can be determined whether the vehicle needs obstacle avoidance. If obstacle avoidance is determined to be necessary, obstacle avoidance control will be prioritized to ensure vehicle safety. Optionally, when braking the vehicle, the remaining distance on the slope can also be determined. If the remaining distance is less than a distance threshold, braking control may not be applied.

[0056] In some embodiments, step 150 includes: dynamically braking the vehicle using the braking system based on the acceleration difference, so that the current acceleration of the vehicle approaches 0, and the vehicle maintains a constant speed on the ramp.

[0057] As one approach, to improve the passenger experience, the vehicle should maintain a constant speed when traveling on an incline. Therefore, the vehicle's acceleration on an incline should be zero. Consequently, when the braking system dynamically controls the vehicle based on a determined acceleration difference, if the acceleration difference is greater than zero, the vehicle is decelerated to bring its current acceleration closer to zero; if the acceleration difference is less than zero, the vehicle is accelerated to bring its current acceleration closer to zero. Optionally, to ensure continuous vehicle operation, braking control can be dynamically applied in real-time based on the vehicle's acceleration difference.

[0058] In the embodiments of this application, when a vehicle is traveling downhill on a slope, it is first determined whether to apply braking control. If braking control is applied, the target deceleration of the vehicle's braking system and the vehicle's current acceleration are determined. Then, the acceleration difference between the target acceleration and the current acceleration is determined. This allows for braking control based on the acceleration difference, ensuring that the vehicle's current acceleration continuously approaches the target deceleration. This solution reduces acceleration variations during downhill travel by using real-time braking control based on the acceleration difference between the vehicle's acceleration and the target deceleration, ensuring the vehicle travels at a constant speed on the slope and improving the passenger experience.

[0059] Please see Figure 4 , Figure 4 This application illustrates a vehicle control method according to an embodiment of the present application. The following will focus on... Figure 4 The process shown will be described in detail. The vehicle control method may specifically include the following steps:

[0060] Step 210: When the vehicle is traveling downhill on a slope, determine the slope of the slope where the vehicle is located, determine the target speed of the vehicle, and determine the braking torque of the vehicle on the slope.

[0061] Step 220: Determine whether to apply braking control to the vehicle based on the slope, the target vehicle speed, and the braking torque.

[0062] Step 230: If it is determined that braking control will be applied to the vehicle, then the target deceleration of the vehicle's braking system is determined and the current acceleration of the vehicle is obtained.

[0063] Step 240: Determine the acceleration difference between the current acceleration and the target deceleration.

[0064] The specific steps of steps 210-240 can be found in steps 110-140, and will not be repeated here.

[0065] Step 250: If the acceleration difference is greater than the acceleration threshold, then determine the braking deceleration of the vehicle, and perform braking control on the vehicle based on the braking deceleration.

[0066] As one approach, when the acceleration difference is determined to be greater than an acceleration threshold, it can be determined that the current acceleration is greater than the target deceleration, thus indicating that the vehicle's current speed is continuously increasing. To ensure safe driving on a slope, the vehicle's braking deceleration can be determined based on the acceleration difference, thereby controlling the vehicle's braking performance. Optionally, the acceleration threshold can be set according to actual needs; no specific limitations are imposed here.

[0067] One approach is to analyze the forces acting on the vehicle on the slope based on its weight and current acceleration to determine the resultant force, and then use this resultant force to determine the braking torque. Another approach is to determine the vehicle's braking deceleration based on the acceleration difference, allowing the braking system to determine the braking torque based on the determined deceleration, and then use this braking torque to control the vehicle's braking.

[0068] Step 260: If the acceleration difference is less than the acceleration threshold, then determine the braking acceleration of the vehicle and perform braking control on the vehicle based on the braking acceleration.

[0069] As one approach, when the acceleration difference is determined to be less than an acceleration threshold, it can be determined that the current acceleration is less than the target deceleration, thus indicating that the vehicle's current speed is continuously decreasing. To ensure the vehicle travels at a constant speed on a slope, this can be achieved by increasing the vehicle's acceleration. Optionally, the braking acceleration of the vehicle's braking system can be determined based on the vehicle's acceleration difference, thereby controlling the vehicle's braking performance. Optionally, the acceleration threshold can be set according to actual needs; no specific limitations are imposed here.

[0070] One approach is to analyze the forces acting on the vehicle on the slope based on its weight and current acceleration to determine the resultant force. This resultant force is then used to determine the driving torque, which helps to make the vehicle's acceleration approach the target deceleration, thus achieving uniform speed travel on the slope. Another approach is to determine the vehicle's braking acceleration based on the acceleration difference. This allows the braking system to determine the braking torque based on the determined braking acceleration, thereby controlling the vehicle's braking. Optionally, the brake pedal depth can also be determined based on the acceleration difference, allowing for braking control by controlling the brake pedal depth.

[0071] In this embodiment, the vehicle's braking deceleration or braking acceleration is determined based on the relationship between the acceleration difference and the acceleration threshold. This allows for braking control of the vehicle based on the braking deceleration or braking acceleration, thereby ensuring the accuracy of the vehicle's braking control.

[0072] Please see Figure 5 , Figure 5 This application illustrates a vehicle control method according to an embodiment of the present application. The following will focus on... Figure 5 The process shown will be described in detail. The vehicle control method may specifically include the following steps:

[0073] Step 310: When the vehicle is driving downhill on a slope, determine the slope of the slope where the vehicle is located, determine the target speed of the vehicle, and determine the braking torque of the vehicle on the slope.

[0074] Step 320: Determine whether to apply braking control to the vehicle based on the slope, the target vehicle speed, and the braking torque.

[0075] Step 330: If it is determined that braking control will be applied to the vehicle, then the target deceleration of the vehicle's braking system is determined and the current acceleration of the vehicle is obtained.

[0076] Step 340: Determine the acceleration difference between the current acceleration and the target deceleration.

[0077] Step 350: The braking system performs braking control on the vehicle based on the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration.

[0078] The specific steps of steps 310-350 can be found in steps 110-150, and will not be repeated here.

[0079] Step 360: During the braking control of the vehicle, the first current vehicle speed and the target vehicle speed are obtained.

[0080] As one approach, during vehicle braking control, since there is a certain difference between the actual braking torque applied to the vehicle and the determined braking torque applied to the vehicle, in order to avoid the problem of poor braking effect caused by the continuous accumulation of the difference, the vehicle's first current speed and the vehicle's target speed can be obtained first. Based on the first current speed and the target speed, it can be determined whether to perform braking compensation on the vehicle, thus ensuring that the vehicle can perform braking compensation in a timely manner, making the vehicle's braking control more accurate.

[0081] Optionally, the target vehicle speed can refer to the speed at which the vehicle travels downhill on a slope. This target speed can be a speed set by the driver or a speed determined by the vehicle's autonomous driving system or driver assistance system based on environmental information about the vehicle's surroundings. The target speed for downhill driving can differ in different scenarios; for example, the target speed for a vehicle traveling downhill in an underground parking lot is different from the target speed for a vehicle traveling downhill on a highway.

[0082] Step 370: Determine the speed difference between the first current vehicle speed and the target vehicle speed.

[0083] One approach is to determine the speed difference between the first current vehicle speed and the target vehicle speed by subtracting the first current vehicle speed from the target vehicle speed. Alternatively, during vehicle braking control, due to inherent errors, specifically a discrepancy between the actual braking torque applied to the vehicle and the determined braking torque applied, these errors accumulate over time. This leads to a discrepancy between the real-time vehicle speed and the target vehicle speed. When this error is sufficiently large, the vehicle cannot maintain a constant speed at the target speed on a slope. Therefore, it is necessary to determine the speed difference between the first current vehicle speed and the target speed to determine whether braking compensation should be applied.

[0084] Step 380: If the speed difference is greater than the speed difference threshold, then determine to perform braking control compensation on the vehicle.

[0085] As one approach, when the speed difference is determined to be greater than the speed difference threshold, it can be determined that the vehicle's current speed cannot reach the target speed, and thus the current braking control error is too large. Therefore, it can be determined that braking compensation is needed to ensure the safety of the vehicle when driving downhill on a slope and the accuracy of the vehicle's braking control.

[0086] Step 390: Determine the integral control coefficient of the PID controller of the vehicle, and determine the compensation braking torque of the vehicle based on the integral control coefficient, so as to perform braking control compensation on the vehicle by the PID controller based on the compensation braking torque.

[0087] As one approach, when a vehicle is descending a slope, braking control errors in the braking system may cause the vehicle's actual speed to fall below the target speed, or road resistance may cause the vehicle's speed to gradually decrease. Therefore, a PID (Proportional-Integral-Differential) controller can be used to compensate for the vehicle's braking control. This PID controller includes a control loop feedback device, which can be used to compensate for control errors. Therefore, in this embodiment, after determining that braking compensation is needed, in order to smoothly and gradually compensate for the braking control error, the integral control coefficient in the integral controller can be adjusted to a smaller integral control coefficient. Then, based on the smaller integral control coefficient, the braking compensation torque of the vehicle is determined after each braking control operation. Finally, after each braking control operation, braking control compensation is performed based on the determined compensation braking torque.

[0088] Optionally, when performing braking control compensation for the vehicle, the braking force and rolling resistance of the vehicle on the slope can be determined. The rolling resistance of the vehicle is related to the real-time acceleration of the vehicle, and the braking force of the vehicle can be determined by performing force analysis on the vehicle. The force analysis of the vehicle is based on the slope resistance, rolling resistance and acceleration resistance of the vehicle on the slope. Therefore, when determining the braking compensation torque of the vehicle, it is not necessary to repeatedly calculate and process the slope resistance.

[0089] In this embodiment, during the braking control of the vehicle, it is determined whether to perform braking control compensation based on the vehicle's first current speed and target speed. When it is determined to perform braking control compensation, the integral control coefficient in the PID controller is determined. This allows the compensation braking torque of the vehicle to be determined based on the integral control coefficient. By performing braking compensation on the vehicle through the compensation braking torque, the problem of inaccurate braking control caused by the accumulation of braking control errors is avoided, thus improving the accuracy of vehicle braking control.

[0090] Figure 6 A schematic flowchart of a vehicle control method according to an embodiment of this application is shown, such as... Figure 8As shown, the braking torque or driving torque of the vehicle, the slope of the slope where the vehicle is located, and the predicted speed of the vehicle after the predicted time are first determined. Then, based on the braking torque or driving torque of the vehicle, the slope, and the predicted speed, the braking flag of the braking system control unit is determined. In this way, when the braking flag is set to 1, braking control of the vehicle is determined, or when the braking flag is not set to 1, braking or driving control of the vehicle is performed through the PID controller. When determining to apply braking control to the vehicle, the VLC's ramp speed control preprocessing unit sets the braking deceleration target to 0. This, combined with the 1-level braking flag and the 0-level braking deceleration target, enables braking control. In mining operations without obstacles, and where the VLC determines the vehicle's remaining target distance and maximum speed limit on the ramp without sudden changes, ramp resistance is removed. The braking torque is then determined based on the 0-level braking deceleration target. When the calculated braking torque makes the braking deceleration target less than 0, the target is dynamically adjusted from 0 to the latest calculated target. The VLC's ramp control unit then dynamically adjusts the master cylinder pressure based on this latest calculated target, maintaining a constant speed on the ramp. Furthermore, the braking system's PID controller performs braking compensation based on the vehicle's current and predicted speeds, resulting in more accurate control force output. Optionally, when it is determined that the vehicle needs to avoid an obstacle, the vehicle's VLC hill-start control unit can be used to control the obstacle avoidance, thereby ensuring the vehicle's driving safety.

[0091] Figure 7 This is a block diagram of a vehicle control device according to an embodiment of this application, such as... Figure 7 As shown, the vehicle control device 400 includes: a first determining module 410, a second determining module 420, an acquisition module 430, a third determining module 440, and a braking control module 450.

[0092] The first determining module 410 is used to determine the slope of the slope where the vehicle is located, the target speed of the vehicle, and the braking torque of the vehicle on the slope when the vehicle is driving downhill on a slope; the second determining module 420 is used to determine whether to apply braking control to the vehicle based on the slope, the target speed, and the braking torque; the acquiring module 430 is used to determine the target deceleration of the vehicle's braking system and acquire the current acceleration of the vehicle if it is determined that braking control should be applied to the vehicle; the third determining module 440 is used to determine the acceleration difference between the current acceleration and the target deceleration; and the braking control module 450 is used to apply braking control to the vehicle through the braking system based on the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration.

[0093] In some embodiments, the braking control module 440 includes: a first braking control submodule, configured to determine the braking deceleration of the vehicle if the acceleration difference is greater than an acceleration threshold, and to perform braking control on the vehicle based on the braking deceleration; and a second braking control submodule, configured to determine the braking acceleration of the vehicle if the acceleration difference is less than the acceleration threshold, and to perform braking control on the vehicle based on the braking acceleration.

[0094] In some embodiments, the braking control module 440 further includes a third braking control submodule, configured to perform dynamic braking control on the vehicle based on the acceleration difference through the braking system, so that the current acceleration of the vehicle approaches 0 and the vehicle maintains a constant speed on the slope.

[0095] In some embodiments, the vehicle control device 400 further includes: a vehicle speed acquisition module, configured to acquire a first current vehicle speed and a target vehicle speed during the braking control process of the vehicle; a speed difference determination module, configured to determine the speed difference between the first current vehicle speed and the target vehicle speed; a compensation determination module, configured to determine to perform braking control compensation on the vehicle if the speed difference is greater than a speed difference threshold; and a braking control compensation module, configured to determine the integral control coefficient of the vehicle's PID controller and determine the compensation braking torque of the vehicle based on the integral control coefficient, so as to perform braking control compensation on the vehicle by the PID controller based on the compensation braking torque.

[0096] In some embodiments, the first determining module 410 includes: a first determining submodule, configured to determine whether the slope is greater than a slope threshold, whether the target vehicle speed is greater than a vehicle speed threshold, and whether the braking torque is greater than a torque threshold; and a second determining submodule, configured to determine to perform braking control on the vehicle if the slope is greater than a slope threshold, the target vehicle speed is greater than a vehicle speed threshold, and the braking torque is greater than a torque threshold.

[0097] In some embodiments, the first determining submodule includes: a first acquiring unit, configured to acquire a second current vehicle speed of the vehicle; a determining unit, configured to determine the number of time-delay frames and the inter-frame time interval of the vehicle, and determine the time-delay duration of the vehicle based on the number of time-delay frames and the inter-frame time interval; and a target vehicle speed determining unit, configured to determine a reference acceleration based on the time-delay duration and the second current vehicle speed, and determine the target vehicle speed based on the reference acceleration and the predicted duration, wherein the predicted duration is the duration for acceleration calibrated by the vehicle.

[0098] In some embodiments, the first determining submodule further includes: a second acquisition unit, configured to acquire the rolling resistance of the vehicle on the ramp and the weight of the vehicle; an acceleration resistance determination unit, configured to determine the acceleration resistance of the vehicle based on the reference acceleration and the weight; and a braking torque determination unit, configured to determine the braking torque based on the rolling resistance, the acceleration resistance, and the weight.

[0099] According to one aspect of the embodiments of this application, an electronic device is also provided, such as... Figure 8 As shown, the electronic device 500 includes a processor 510 and one or more memories 520. The one or more memories 520 are used to store program instructions executed by the processor 510. When the processor 510 executes the program instructions, it implements the vehicle control method described above.

[0100] Furthermore, the processor 510 may include one or more processing cores. The processor 510 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 520, and retrieves data stored in the memory 520. Optionally, the processor 510 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 510 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0101] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the electronic device described in the above embodiments; or it may exist independently and not assembled into the electronic device. The computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0102] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0103] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0105] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0106] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A control method of a vehicle, characterized by, The method comprises: When the vehicle is downhill driving on a slope, determining the slope of the slope where the vehicle is located, determining the target speed of the vehicle, and determining the braking torque of the vehicle on the slope; determining whether to control the braking of the vehicle according to the slope, the target speed and the braking torque; If it is determined to control the braking of the vehicle, determining the target deceleration of the braking system of the vehicle and obtaining the current acceleration of the vehicle; determining the acceleration difference between the current acceleration and the target deceleration; controlling the braking of the vehicle by the braking system according to the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration; wherein the determination of whether to control the braking of the vehicle according to the slope, the target speed and the braking torque comprises: determining whether the slope is greater than a slope threshold, whether the target speed is greater than a speed threshold, and whether the braking torque is greater than a torque threshold; if the slope is greater than the slope threshold, the target speed is greater than the speed threshold, and the braking torque is greater than the torque threshold, it is determined to control the braking of the vehicle.

2. The method of claim 1, wherein, The controlling of the braking of the vehicle by the braking system according to the acceleration difference comprises: if the acceleration difference is greater than an acceleration threshold, determining the braking deceleration of the vehicle and controlling the braking of the vehicle according to the braking deceleration; if the acceleration difference is less than the acceleration threshold, determining the braking acceleration of the vehicle and controlling the braking of the vehicle according to the braking acceleration.

3. The method of claim 1, wherein, The target deceleration is 0, and the controlling of the braking of the vehicle by the braking system according to the acceleration difference so that the current acceleration of the vehicle approaches the target deceleration comprises: controlling the dynamic braking of the vehicle by the braking system according to the acceleration difference, so that the current acceleration of the vehicle approaches 0 and the vehicle maintains a constant speed on the slope.

4. The method of claim 1, wherein, The method further comprises: during the braking control of the vehicle, obtaining the first current speed of the vehicle and the target speed of the vehicle; determining the speed difference between the first current speed and the target speed; if the speed difference is greater than a speed difference threshold, it is determined to control the compensation braking of the vehicle; determining the integral control coefficient of the PID controller of the vehicle, and determining the compensation braking torque of the vehicle according to the integral control coefficient, so as to control the compensation braking of the vehicle by the PID controller according to the compensation braking torque.

5. The method of claim 1, wherein, The determination of the target speed of the vehicle comprises: obtaining the second current speed of the vehicle; determining the time delay frame number of the vehicle and the inter-frame time interval of the vehicle, and determining the time delay duration of the vehicle according to the time delay frame number and the inter-frame time interval; determining the reference acceleration according to the time delay duration and the second current speed, and determining the target speed of the vehicle according to the reference acceleration and a prediction duration, wherein the prediction duration is the duration of the vehicle accelerating.

6. The method of claim 5, wherein, The determining the braking torque of the vehicle on the slope comprises: obtaining a rolling resistance of the vehicle on the slope and a weight of the vehicle; determining an acceleration resistance of the vehicle according to the reference acceleration and the weight; determining the braking torque according to the rolling resistance, the acceleration resistance and the weight.

7. A control device of a vehicle characterized by comprising: The device comprises: a first determining module configured to determine a slope of a slope on which a vehicle is located, determine a target speed of the vehicle and determine a braking torque of the vehicle on the slope when the vehicle is running downhill on the slope; a second determining module configured to determine whether to perform braking control on the vehicle according to the slope, the target speed and the braking torque; an obtaining module configured to, if it is determined to perform braking control on the vehicle, determine a target deceleration of a braking system of the vehicle and obtain a current acceleration of the vehicle; a third determining module configured to determine an acceleration difference between the current acceleration and the target deceleration; a braking control module configured to perform braking control on the vehicle by the braking system according to the acceleration difference, so that the current acceleration of the vehicle approaches the target deceleration; wherein the determining whether to perform braking control on the vehicle according to the slope, the target speed and the braking torque comprises: determining whether the slope is greater than a slope threshold, whether the target speed is greater than a speed threshold and whether the braking torque is greater than a torque threshold; if the slope is greater than the slope threshold, the target speed is greater than the speed threshold and the braking torque is greater than the torque threshold, it is determined to perform braking control on the vehicle.

8. An electronic device, comprising: The electronic device comprises: a processor; a memory having computer readable instructions stored thereon, the computer readable instructions being executed by the processor to implement the method of any one of claims 1 to 6.

9. A computer readable storage medium, characterized in that, The computer readable storage medium has program code stored therein, and the program code can be called and executed by the processor to implement the method of any one of claims 1 to 6.

Images