Vehicle control method, device, vehicle and computer readable storage medium

Abstract

The present application provides a vehicle control method, device, vehicle and computer-readable storage medium, which relates to the field of vehicle control technology. The method includes: upon receiving a vehicle steering request, switching the vehicle to a rear-wheel steering driving mode, and adjusting the steering angles of two rear wheels based on a target steering angle; determining a target vehicle yaw rate change rate according to current driving parameters and the road surface type of the road on which the vehicle is located; adjusting the braking force of one of the two rear wheels according to the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate, so that the current vehicle yaw rate change rate of the vehicle is within a first interval, and the decreasing value of the vehicle's driving speed is maintained within a second interval; when the steering angle of the rear wheels reaches the target steering angle, exiting the rear-wheel steering driving mode. The present application can achieve steering of the rear wheels when the front wheels are steering, which is conducive to improving the driving stability and safety of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, device, vehicle and computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] Vehicles with rear-wheel steering function can not only steer the front wheels, but also the rear wheels can steer at a certain angle as needed. This rear-wheel steering technology is widely used in high-performance vehicles (such as luxury cars, large commercial vehicles, etc.) to improve the handling and stability of the vehicle. The rear-wheel steering system significantly improves the performance of the vehicle under different driving conditions by adding rear-wheel steering function to the steering system. However, the existing rear-wheel steering system has some limitations in driving mode switching, especially the switching of the rear-wheel steering control strategy is only supported under specific conditions (such as when the rear wheel steering angle is centered or the vehicle speed is 0), which limits the driver's operating convenience and the flexibility of the system. Summary of the invention

[0003] The present application provides a vehicle control method, device, vehicle and computer-readable storage medium. The present application can support real-time switching of rear-wheel steering driving mode. When the front wheels steer, the rear wheels also steer, which is beneficial to improving the driving stability and safety of the vehicle.

[0004] In a first aspect, a vehicle control method is provided, the vehicle control method comprising: upon receiving a vehicle steering request, switching the vehicle to a rear-wheel steering driving mode, and adjusting the steering angles of two rear wheels based on a target steering angle; determining a target vehicle yaw rate change rate according to current driving parameters of the vehicle and a road surface type of a road on which the vehicle is located; adjusting the braking force of the target rear wheels according to a first difference so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval; wherein the first difference is the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate, and the target rear wheel is one of the two rear wheels; maintaining the decreasing value of the vehicle's driving speed within a second preset interval; and exiting the rear-wheel steering driving mode when the steering angles of the two rear wheels reach the target steering angle.

[0005] Based on the above technical solution, the embodiment of the present application switches the vehicle to the rear-wheel steering driving mode when a vehicle steering request is received, and adjusts the steering angles of the two rear wheels based on the target steering angle. According to the current driving parameters of the vehicle and the road surface type of the road on which the vehicle is located, the target vehicle yaw rate change rate is determined, and according to the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate of the vehicle, the braking force of the target rear wheels is adjusted so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval, and the decrease value of the vehicle's driving speed is maintained within a second preset interval. When the steering angles of the two rear wheels reach the target steering angle, the technical solution of exiting the rear-wheel steering driving mode can support real-time switching of the rear-wheel steering driving mode during vehicle driving, and realizes the simultaneous steering of the front wheels and the rear wheels while the vehicle is driving and ensuring the vehicle's driving stability, which is beneficial to improving the driving stability and safety of the vehicle.

[0006] In a possible implementation, determining the target vehicle yaw rate change rate based on the current driving parameters of the vehicle includes: obtaining the inclination angle of the road on which the vehicle is located; correcting the current driving parameters based on the inclination angle to obtain corrected driving parameters; obtaining a preset vehicle yaw rate change rate corresponding to the corrected driving parameters and the road surface type to obtain the target vehicle yaw rate change rate.

[0007] In a possible implementation, the current driving parameter includes the current vehicle yaw rate change rate, and the current driving parameter is corrected according to the tilt angle to obtain the corrected driving parameter, including: obtaining a correction coefficient corresponding to the tilt angle; wherein the tilt angle is negatively correlated with the correction coefficient; and taking the product of the current vehicle yaw rate change rate and the correction coefficient as the corrected driving parameter. By using the correction coefficient corresponding to the tilt angle of the road where the vehicle is located to correct the tilt angle of the road where the vehicle is located, the influence of environmental factors on the vehicle yaw rate is taken into account, which is conducive to improving the accuracy of vehicle stability control.

[0008] In a possible implementation, after determining the target vehicle yaw rate change rate according to the current driving parameters of the vehicle and the road surface type of the road on which the vehicle is located, the vehicle control method further includes: determining the target rear wheel from the two rear wheels according to the numerical identifier of the current vehicle yaw rate change rate; wherein the numerical identifier is used to indicate that the current vehicle yaw rate change rate is a positive value or a negative value. In the case where the right rear wheel is used as the target rear wheel, after adjusting the braking force of the right rear wheel according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within the first preset interval, the risk of oversteering can be avoided; in the case where the left rear wheel is used as the target rear wheel, after adjusting the braking force of the left rear wheel according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within the first preset interval, the risk of understeering can be avoided.

[0009] In a possible implementation, adjusting the target rear wheel braking force according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval includes: inputting the first difference into a PID controller to obtain a total output result of the PID controller; if the total output result is a positive value, increasing the target rear wheel braking force so that the current vehicle yaw rate change rate is within the first preset interval; if the total output result is a negative value, reducing the target rear wheel braking force so that the current vehicle yaw rate change rate is within the first preset interval. By performing PID control on the target rear wheel braking force through the PID controller, effective adjustment of the target rear wheel braking force can be achieved, ensuring that the vehicle yaw rate of the vehicle is close to the target value during the process of controlling the rear wheel steering, thereby improving the stability and safety of the vehicle during driving.

[0010] In one possible implementation, maintaining the decreased value of the vehicle's driving speed within a second preset interval includes: judging whether the decreased value of the driving speed is within the second preset interval based on the total driving force and the total braking force; wherein the total driving force is the sum of the driving forces of all wheels, and the total braking force is the sum of the braking forces of all wheels; if not, increasing the total driving force to maintain the decreased value of the vehicle's driving speed within the second preset interval.

[0011] In a possible implementation, judging whether the decrease value of the driving speed is within a second preset interval based on the total driving force and the total braking force includes: determining a second difference between the total driving force and the total braking force; determining a ratio of the second difference to the total driving force; if the ratio is less than a ratio threshold, judging that the decrease value of the driving speed is not within the second preset interval; if the ratio is greater than or equal to the ratio threshold, judging that the decrease value of the driving speed is within the second preset interval.

[0012] In one possible implementation, exiting the rear-wheel steering driving mode includes: adjusting the braking force of each wheel to 0 according to a gradient descent strategy corresponding to the braking force; and adjusting the total driving force to the driving force requested by the driver according to a gradient descent strategy corresponding to the driving force, thereby achieving a smooth transition of reducing the braking force of each wheel and a smooth transition of adjusting the total driving force to the driving force requested by the driver.

[0013] In a possible implementation, upon receiving a vehicle steering request, switching the vehicle to the rear-wheel steering driving mode includes: upon receiving the vehicle steering request, determining whether the active safety system of the vehicle is turned on; if not, switching the vehicle to the rear-wheel steering driving mode. Upon receiving a vehicle steering request and the active safety system is not turned on, switching the vehicle to the rear-wheel steering driving mode can ensure safety during the steering of the rear wheels of the vehicle.

[0014] In a second aspect, a vehicle control device is provided, the vehicle control device comprising:

[0015] A module switching module, configured to switch the vehicle to a rear-wheel steering driving mode upon receiving a vehicle steering request, and adjust the steering angles of two rear wheels based on a target steering angle;

[0016] A first calculation module, used for determining a yaw rate change rate of a target vehicle according to current driving parameters of the vehicle and a road surface type of a road on which the vehicle is located;

[0017] a second calculation module, configured to adjust the braking force of the target rear wheel according to the first difference, so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval; wherein the first difference is the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate, and the target rear wheel is one of the two rear wheels;

[0018] A speed control module, used to keep the decreasing value of the driving speed of the vehicle within a second preset interval;

[0019] The mode exit module is used to exit the rear-wheel steering driving mode when the steering angles of the two rear wheels reach the target steering angle.

[0020] In a possible implementation, the first calculation module includes:

[0021] A first acquisition unit, used to acquire an inclination angle of a road on which the vehicle is located;

[0022] a correction unit, configured to correct the current driving parameter according to the tilt angle to obtain a corrected driving parameter;

[0023] The second acquisition unit is used to acquire a preset vehicle yaw rate change rate corresponding to the corrected driving parameter and the road surface type to obtain the target vehicle yaw rate change rate.

[0024] In a possible implementation, the correction unit is specifically used to correct the number to obtain the corrected driving parameter, including:

[0025] Obtain a correction coefficient corresponding to the tilt angle; wherein the tilt angle is negatively correlated with the correction coefficient; and use the product of the current vehicle yaw rate change rate and the correction coefficient as the corrected driving parameter.

[0026] In a possible implementation, the vehicle control device further includes:

[0027] A selection unit is used to determine the target rear wheel from the two rear wheels according to the numerical identifier of the current vehicle yaw rate change rate; wherein the numerical identifier is used to indicate that the current vehicle yaw rate change rate is a positive value or a negative value.

[0028] In a possible implementation, the second calculation module is specifically used to input the first difference into a PID controller to obtain a total output result of the PID controller; if the total output result is a positive value, increase the braking force of the target rear wheel so that the current vehicle yaw rate change rate is within the first preset interval; if the total output result is a negative value, reduce the braking force of the target rear wheel so that the current vehicle yaw rate change rate is within the first preset interval.

[0029] In a possible implementation, the speed control module includes:

[0030] a judging unit, configured to judge whether the decrease value of the driving speed is within the second preset interval according to the total driving force and the total braking force; wherein the total driving force is the sum of the driving forces of all wheels, and the total braking force is the sum of the braking forces of all wheels;

[0031] The speed adjustment unit is used to increase the total driving force when the decreased value of the driving speed is not within the second preset interval, so as to keep the decreased value of the driving speed of the vehicle within the second preset interval.

[0032] In a possible implementation, the judgment unit is specifically used to determine a second difference between the total driving force and the total braking force; determine a ratio of the second difference to the total driving force; if the ratio is less than a ratio threshold, determine that the decrease value of the driving speed is not within the second preset interval; if the ratio is greater than or equal to the ratio threshold, determine that the decrease value of the driving speed is within the second preset interval.

[0033] In one possible implementation, the mode exit module is specifically used to adjust the braking force of each wheel to 0 according to the gradient descent strategy corresponding to the braking force when the steering angle of the two rear wheels reaches the target steering angle; and to adjust the total driving force to the driving force requested by the driver according to the gradient descent strategy corresponding to the driving force.

[0034] In a possible implementation, the module switching module is specifically used to determine whether the active safety system of the vehicle is turned on when receiving the vehicle steering request; if not, switch the vehicle to the rear-wheel steering driving mode.

[0035] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the first aspect or any possible implementation of the first aspect.

[0036] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0037] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A schematic flow chart of a vehicle control method provided in an embodiment of the present application is shown;

[0039] Figure 2 A schematic diagram showing simultaneous steering of the front and rear wheels;

[0040] Figure 3 Schematic diagrams showing various types of road surfaces;

[0041] Figure 4A schematic structural diagram of a vehicle control device provided in an embodiment of the present application is shown;

[0042] Figure 5 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0043] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0044] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0045] Vehicles with rear-wheel steering function can not only steer the front wheels, but also the rear wheels can steer at a certain angle as needed. This rear-wheel steering technology is widely used in high-performance vehicles (such as luxury cars, large commercial vehicles, etc.) to improve the handling and stability of the vehicle. The rear-wheel steering system significantly improves the performance of the vehicle under different driving conditions by adding rear-wheel steering function to the steering system. However, the existing rear-wheel steering system has some limitations in driving mode switching, especially the switching of the rear-wheel steering control strategy is only supported under specific conditions (such as when the rear wheel steering angle is centered or the vehicle speed is 0), which limits the driver's operating convenience and the flexibility of the system.

[0046] Based on the above problems, the present application provides a vehicle control method, device, vehicle and computer-readable storage medium. The present application can control the steering of the front wheels of a vehicle with rear-wheel steering function while controlling the steering of the rear wheels, thereby realizing real-time switching of the rear-wheel steering driving mode, which is beneficial to improving the driving stability and safety of the vehicle.

[0047] The following is an embodiment of a vehicle control method provided in this application specification.

[0048] Figure 1 A schematic flow chart of a vehicle control method provided by an embodiment of the present application is shown, such as Figure 1As shown, the vehicle control method provided in the embodiment of the present application is applied to a vehicle with a rear-wheel steering function, and the vehicle control method includes the following schemes:

[0049] S110: When a vehicle steering request is received, the vehicle is switched to a rear-wheel steering driving mode, and the steering angles of the two rear wheels are adjusted based on a target steering angle.

[0050] In an exemplary implementation, in the case where the driver takes over the vehicle control, when the driver turns the steering wheel to control the steering of the front wheels, a vehicle steering request is triggered. In the case of automatic vehicle driving, generally the user does not need to turn the steering wheel, and the automatic driving controller will issue a vehicle steering request for controlling the steering of the front wheels.

[0051] The vehicle steering request includes the steering direction of the front wheels, the desired steering angle of the front wheels, the steering direction of the rear wheels and the desired steering angle of the rear wheels, and the desired steering angle of the rear wheels is called the target steering angle. After receiving the vehicle steering request, the vehicle steering request is responded to, the front wheels are controlled to steer according to the steering direction of the front wheels and the desired steering angle, and the vehicle is switched to the rear-wheel steering driving mode. When the vehicle is switched to the rear-wheel steering driving mode, the two rear wheels are controlled to steer according to the steering direction of the rear wheels and the target steering angle, that is, the target steering angle corresponding to the rear-wheel steering driving mode is used as the target value, and the steering angles of the two rear wheels are gradually adjusted to the target steering angle based on the steering direction of the rear wheels. During the period of gradually adjusting the steering angles of the two rear wheels to the target steering angle, S120-S150 are executed in sequence.

[0052] It is worth noting that in the embodiment of the present application, when the vehicle switches to the rear-wheel steering driving mode, the front wheels and the rear wheels will be controlled to steer at the same time. Figure 2 As shown, Figure 2 A schematic diagram showing simultaneous steering of the front and rear wheels is shown, where Q1 represents the left front wheel, Q2 represents the right front wheel, H1 represents the left rear wheel, H2 represents the right rear wheel, and F represents the steering wheel. For example, when the vehicle is driving, the driver turns the steering wheel counterclockwise, and the front and rear wheels turn left simultaneously.

[0053] S120: Determine a target vehicle yaw rate change rate according to current driving parameters of the vehicle and the road surface type of the road on which the vehicle is located.

[0054] The vehicle's yaw rate rate is the rate at which the vehicle's yaw rate changes over time. The vehicle's yaw rate represents the speed at which the vehicle rotates about a vertical axis (i.e., the vertical axis through the vehicle's center of gravity), and is usually expressed in radians per second (rad / s) or degrees per second (° / s). The yaw rate change rate is the rate at which this rotation speed changes over time, and is usually expressed in radians per second squared (rad / s²) or degrees per second².

[0055] The current driving parameter includes at least one of a steering wheel speed, a driving speed, and a current vehicle yaw rate change rate. The road surface type includes a cement road surface, an asphalt road surface, a brick paved road surface, a dirt road surface, a sand road surface, a separated road surface, etc. Figure 3 As shown, Figure 3 Schematic diagrams of various types of pavement are shown, where Type 1 represents cement pavement, Type 2 represents brick pavement, and Type 3 represents separated pavement, the left part is cement pavement, and the right part is brick pavement.

[0056] When the vehicle is switched to the rear-wheel steering driving mode, the current driving parameter of the vehicle and the road surface type of the road on which the vehicle is located are obtained, and the current driving parameter includes at least one of the steering wheel speed, the driving speed and the current vehicle yaw rate change rate, and then the target vehicle yaw rate change rate is calculated according to the current driving parameter of the vehicle and the road surface type of the road on which the vehicle is located. For example, if the current driving parameter is driving parameter A and the road surface type of the road on which the vehicle is located is cement road surface, then the calculated target vehicle yaw rate change rate corresponds to both the driving parameter A and the cement road surface.

[0057] S130: Adjusting the target rear wheel braking force according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within a first preset range.

[0058] The target rear wheel is one of the two rear wheels. After determining the target vehicle yaw rate change rate, the first difference is obtained by subtracting the current vehicle yaw rate change rate from the target vehicle yaw rate change rate, that is, the first difference = the target vehicle yaw rate change rate - the current vehicle yaw rate change rate. After calculating the first difference, the braking force applied to the target rear wheel is adjusted according to the first difference until the current vehicle yaw rate change rate is within the first preset interval. Wherein, when the current vehicle yaw rate change rate is within the first preset interval, it means that the first difference is less than or equal to the difference threshold corresponding to the first difference, and also means that the current vehicle yaw rate change rate has been adjusted to the target vehicle yaw rate change rate, that is, the current vehicle yaw rate change rate = the target vehicle yaw rate change rate, which can reduce the risk of side slip and rollover during vehicle driving, and is conducive to improving the stability of the vehicle during driving.

[0059] S140: Maintaining the decreasing value of the vehicle's driving speed within a second preset interval.

[0060] When the yaw rate change rate of the front vehicle of the vehicle reaches the target yaw rate change rate, in order to avoid the vehicle's driving speed decreasing too obviously (the driving speed decrease is too obvious and the driver can perceive it), thereby reducing the driving experience, the driving force and braking force applied to all wheels are adjusted to keep the driving speed decrease value of the vehicle within the second preset interval. When the driving speed decrease value of the vehicle is within the second preset interval, it means that the driving speed decrease value is relatively small, and the driver generally cannot perceive that the driving speed has decreased.

[0061] S150: When the steering angles of the two rear wheels reach the target steering angles, exit the rear-wheel steering driving mode.

[0062] After the steering angles of the two rear wheels reach the target steering angles, it indicates that the steering control of the two rear wheels is completed, and the rear-wheel steering driving mode is exited. If a vehicle steering request is received at some point in the future, S110-S150 are repeatedly executed, that is, the simultaneous steering control of the front and rear wheels is realized again, and so on. During the driving of the vehicle, each steering of the vehicle will repeat S110-S150, so that the steering control of the front and rear wheels is realized simultaneously during the driving of the vehicle, which is conducive to improving the driving stability and safety of the vehicle.

[0063] The embodiment of the present application adopts a technical solution of switching the vehicle to the rear-wheel steering driving mode when a vehicle steering request is received, adjusting the steering angles of the two rear wheels based on the target steering angle, determining the target vehicle yaw rate change rate according to the current driving parameters of the vehicle and the road surface type of the road on which the vehicle is located, and adjusting the target rear wheel braking force according to the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate of the vehicle, so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval, and the decrease value of the vehicle's driving speed is maintained within a second preset interval, and exiting the rear-wheel steering driving mode when the steering angles of the two rear wheels reach the target steering angle. The embodiment of the present application can support real-time switching of the rear-wheel steering driving mode during vehicle driving, and realizes simultaneous steering of the front wheels and the rear wheels during vehicle driving and ensuring vehicle driving stability, which is beneficial to improving the driving stability and safety of the vehicle.

[0064] The following Figure 1 The specific implementation methods of each step in the embodiment shown are described as follows:

[0065] In a possible implementation, determining the target vehicle yaw rate change rate according to the current driving parameters of the vehicle includes the following steps:

[0066] Obtain the inclination angle of the road on which the vehicle is located;

[0067] Correcting the current driving parameter according to the tilt angle to obtain a corrected driving parameter;

[0068] A preset vehicle yaw rate change rate corresponding to the corrected driving parameter and the road surface type is obtained to obtain a target vehicle yaw rate change rate.

[0069] During vehicle driving, factors affecting the vehicle's yaw rate change rate include not only vehicle factors (such as vehicle mass, tire pressure, etc.) but also environmental factors (such as the inclination angle of the road). The vehicle's yaw rate is usually acquired through a yaw rate sensor (a type of inertial sensor), and then the vehicle's current yaw rate change rate is calculated based on time and the acquired vehicle yaw rate. Among them, the current driving parameters of the vehicle are calculated without considering environmental factors.

[0070] In order to improve the accuracy of calculating the yaw rate change rate of the target vehicle, it is necessary to correct the calculated current vehicle yaw rate change rate of the vehicle according to environmental factors (such as the inclination angle of the road on which the vehicle is located) to obtain a corrected vehicle yaw rate change rate, replace the current vehicle yaw rate change rate in the current driving parameters with the corrected vehicle yaw rate change rate, keep the steering wheel speed and the driving speed in the current driving parameters unchanged, so as to obtain the corrected driving parameters, that is, the corrected driving parameters include at least one of the steering wheel speed, the driving speed and the corrected vehicle yaw rate change rate.

[0071] After obtaining the corrected driving parameter and the road surface type, the first mapping relationship is queried through the corrected driving parameter and the road surface type to obtain the preset vehicle yaw rate change rate corresponding to the corrected driving parameter and the road surface type, and the preset vehicle yaw rate change rate corresponding to the corrected driving parameter and the road surface type is the target vehicle yaw rate change rate. Wherein, the mapping relationship is shown in Table 1, Ci represents the preset driving parameter, Lj represents the preset road surface type, Bij represents the preset vehicle yaw rate change rate, and the first mapping relationship includes multiple groups of combination data and a preset vehicle yaw rate change rate corresponding to each of the multiple groups of combination data, and each group of combination data includes a preset driving parameter and a preset road surface type. For example, if the corrected driving parameter is C1 and the road surface type is L3, then the target vehicle yaw rate change rate is B13.

[0072] Table 1

[0073]

[0074] The preset vehicle yaw rate change rate corresponding to the separated road surface is constrained by a vehicle yaw rate change rate threshold, that is, the preset vehicle yaw rate change rate corresponding to the separated road surface does not exceed the vehicle yaw rate change rate threshold.

[0075] In a possible implementation, when the current driving parameter includes the current vehicle yaw rate change rate, correcting the current driving parameter according to the tilt angle to obtain the corrected driving parameter includes the following steps:

[0076] Obtaining a correction coefficient corresponding to the tilt angle; wherein the tilt angle is negatively correlated with the correction coefficient;

[0077] The product of the current vehicle yaw rate change rate and the correction coefficient is used as the correction driving parameter.

[0078] After obtaining the inclination angle of the road where the vehicle is located, the second mapping relationship is queried through the inclination angle of the road where the vehicle is located to obtain the correction coefficient corresponding to the inclination angle. The second mapping relationship is shown in Table 2, and the second mapping relationship includes multiple preset inclination angles and preset correction coefficients corresponding to each of the multiple preset inclination angles. For example, if the inclination angle of the road where the vehicle is located is A2, then the correction coefficient corresponding to the inclination angle of the road where the vehicle is located is X2. Among them, the value range of the correction coefficient is (0, 1], and the inclination angle is negatively correlated with the correction coefficient. The larger the inclination angle, the smaller the correction coefficient, and the smaller the correction coefficient, the larger the correction coefficient.

[0079] Table 2

[0080]

[0081] After obtaining the correction coefficient corresponding to the tilt angle, the correction coefficient corresponding to the tilt angle is then used to correct the current vehicle yaw rate change rate to obtain a corrected vehicle yaw rate change rate, and then the corrected vehicle yaw rate change rate is used as a corrected driving parameter. Among them, the formula for correcting the current vehicle yaw rate change rate is:

[0082] Corrected vehicle yaw rate change rate = current vehicle yaw rate change rate × correction coefficient.

[0083] By using a correction coefficient corresponding to the inclination angle of the road on which the vehicle is located to correct the inclination angle of the road on which the vehicle is located, the influence of environmental factors on the yaw rate of the vehicle is taken into account, which is beneficial to improving the accuracy of vehicle stability control.

[0084] In a possible implementation, after determining the target vehicle yaw rate change rate according to the current driving parameters of the vehicle and the road surface type of the road on which the vehicle is located, the vehicle control method further includes the following steps:

[0085] The target rear wheel is determined from the two rear wheels according to the numerical identifier of the current vehicle yaw rate change rate; wherein the numerical identifier is used to indicate whether the current vehicle yaw rate change rate is a positive value or a negative value.

[0086] When the current vehicle yaw rate change rate is a positive value, it means that during the vehicle's driving, the vehicle's yaw rate increases too quickly, and there may be a risk of oversteering. In this case, the brake of the right rear wheel is selected as the actuator, and the brake of the right rear wheel needs to be controlled to increase the braking force applied to the right rear wheel, and the right rear wheel is used as the target rear wheel. Vice versa, that is, when the current vehicle yaw rate change rate is a negative value, it means that during the vehicle's driving, the vehicle's yaw rate decreases too quickly, and there may be a risk of understeering. In this case, the brake of the left rear wheel is selected as the actuator, and the brake of the left rear wheel needs to be controlled to increase the braking force applied to the left rear wheel, and the left rear wheel is used as the target rear wheel. Among them, understeering means that when the vehicle is turning, the steering angle of the wheel is not enough to make the vehicle drive according to the expected trajectory, resulting in the actual turning radius of the vehicle being greater than the turning radius expected by the driver. In simple terms, it means that when the vehicle turns, it tends to slide out of the curve to the outside instead of turning according to the driver's steering wheel input.

[0087] When the right rear wheel is taken as the target rear wheel, after adjusting the braking force of the right rear wheel according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within the first preset interval, the risk of oversteering can be avoided; when the left rear wheel is taken as the target rear wheel, after adjusting the braking force of the left rear wheel according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within the first preset interval, the risk of understeering can be avoided.

[0088] In a possible implementation, adjusting the target rear wheel braking force according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval includes the following steps:

[0089] The first difference is input into a PID (proportional-integral-differential) controller to obtain a total output result of the PID controller;

[0090] If the total output result is a positive value, the braking force of the target rear wheel is increased so that the current vehicle yaw rate change rate is within a first preset interval;

[0091] If the total output result is a negative value, the braking force of the target rear wheel is reduced so that the current vehicle yaw rate change rate is within a first preset range.

[0092] Adjusting the braking force of the target rear wheel according to the first difference specifically involves adjusting the braking force of the target rear wheel according to the first difference. After the first difference is input into the PID controller, the total output result of the PID controller is obtained, and the total output result is expressed as u(t), u(t)=P(t)+I(t)+D(t), where P(t) is the proportional term result, P(t) is the integral term result, and D(t) is the differential term result. If u(t)>0, it means that the braking force of the target rear wheel needs to be increased, then the brake of the target rear wheel is controlled to increase the braking force applied to the target rear wheel until the current vehicle yaw rate change rate is within the first preset interval. If u(t)<0, it means that the braking force of the target rear wheel needs to be reduced, then the brake of the target rear wheel is controlled to reduce the braking force applied to the target rear wheel until the current vehicle yaw rate change rate is within the first preset interval.

[0093] By performing PID control on the braking force of the target rear wheel through the PID controller, effective adjustment of the braking force of the target rear wheel can be achieved, ensuring that the vehicle yaw rate of the vehicle is close to the target value during the process of controlling the steering of the rear wheels, thereby improving the stability and safety of the vehicle during driving.

[0094] In a possible implementation, the above-mentioned maintaining the decrease value of the vehicle's driving speed within the second preset interval includes the following steps:

[0095] determining whether the decrease value of the driving speed is within a second preset interval according to the total driving force and the total braking force;

[0096] If not, the total driving force is increased to keep the decreasing value of the vehicle's driving speed within the second preset interval.

[0097] The total driving force is the sum of the driving forces of all wheels, and the total braking force is the sum of the braking forces of all wheels. The total driving force is greater than the total braking force. The total driving force and the total braking force will affect the change of the vehicle's driving speed. If the total driving force is constant, the greater the total braking force, the faster the driving speed will drop, that is, the greater the drop in the driving speed, the more obvious the driver will notice the drop in the driving speed. Therefore, the total driving force and the total braking force can be used to determine whether the drop in the driving speed is within the second preset interval. If the drop in the driving speed is determined to be within the second preset interval, it means that the drop in the driving speed is relatively small, and the driver cannot notice that the driving speed has dropped; if the drop in the driving speed is determined not to be within the second preset interval, it means that the drop in the driving speed is relatively large, and the driver can clearly notice that the driving speed has dropped. Therefore, it is necessary to increase the total driving force, that is, increase the driving force for each wheel at the same time to increase the total driving force until the drop in the driving speed of the vehicle is kept within the second preset interval, and stop increasing the driving force for each wheel.

[0098] In a possible implementation manner, the above determining whether the decrease value of the driving speed is within the second preset range according to the total driving force and the total braking force includes the following steps:

[0099] Determine the second difference between the total driving force and the total braking force;

[0100] Determine the ratio of the second difference to the total driving force;

[0101] If the ratio is less than the ratio threshold, it is determined that the decrease value of the driving speed is not within the second preset range;

[0102] If the ratio is greater than or equal to the ratio threshold, it is determined that the decrease value of the driving speed is within the second preset range.

[0103] The total driving force is denoted as F1, the total braking force is denoted as F2, the second difference is denoted as f, the ratio of the second difference to the total driving force is denoted as D, and the ratio threshold is denoted as d, where f = F1 - F2 and D = f / F1.

[0104] If D > 0 and D ≥ d, it indicates that during vehicle steering, the total braking force will not cause the vehicle's driving speed to decrease too significantly, and it is determined that the decrease value of the driving speed is within the second preset range. If D > 0 and D < d, it indicates that during vehicle steering, the braking function intervenes too much, resulting in a relatively large total braking force, which will cause the vehicle's driving speed to decrease too significantly, and it is determined that the decrease value of the driving speed is not within the second preset range.

[0105] In a possible implementation manner, the above exiting the rear-wheel steering driving mode includes the following steps:

[0106] According to the gradient descent strategy corresponding to the braking force, adjust the braking force of each wheel to 0; and,

[0107] According to the gradient descent strategy corresponding to the driving force, adjust the total driving force to the driver-requested driving force.

[0108] The premise for exiting the rear-wheel steering driving mode is that the steering angles of the two rear wheels reach the target steering angles. The steering angles of the two rear wheels reaching the target steering angles indicate that the steering of the rear wheels is completed, and also indicate that the steering of the front wheels is completed, that is, the steering of the entire vehicle is completed. When the steering of the rear wheels is successful, the vehicle needs to drive based on the driving direction after the steering. At this time, there is no need to control the front and rear wheels to steer at the same time, then exit the rear-wheel steering driving mode. The specific control process for exiting the rear-wheel steering driving mode is: Since the vehicle is already in a stable state, there is no need to adjust the driving force applied to the target rear wheels and increase the driving force of all wheels. Instead, it is necessary to control the vehicle to drive based on the driving direction after the steering. The gradient descent strategy is used to adjust the braking force of each wheel to 0, and the total driving force is adjusted to the driver's requested driving force. The vehicle will distribute driving force to each wheel according to the driver's requested driving force.

[0109] Among them, the step length of reducing the braking force of each wheel in the gradient descent strategy corresponding to the braking force is the first step length. According to the first step length in the gradient descent strategy corresponding to the braking force, the braking force of each wheel is gradually adjusted to 0, so as to achieve a smooth transition of the reduction of the braking force of each wheel. Among them, the step length of the braking force of each wheel can be the same or different. In order to ensure that the braking force of all wheels is smoothly reduced to 0 at the same time, if the braking force of the wheels is the same, the step length of the reduction is set to be the same; if the braking force of the wheels is different, the step length of the reduction corresponding to the wheel with a large braking force is greater than the step length of the reduction corresponding to the wheel with a small braking force, so as to ensure that the braking force of all wheels is smoothly reduced to 0 at the same time.

[0110] The decreasing step length of the total driving force in the gradient descent strategy corresponding to the driving force is the second step length. According to the second step length in the gradient descent strategy corresponding to the driving force, the total driving force is gradually adjusted to the driving force requested by the driver, thereby achieving a smooth transition from adjusting the total driving force to the driving force requested by the driver.

[0111] In a possible implementation, upon receiving a vehicle steering request, switching the vehicle to the rear-wheel steering driving mode includes the following steps:

[0112] Upon receiving a vehicle steering request, determining whether an active safety system of the vehicle is turned on;

[0113] If not, switch the vehicle to rear-wheel steering driving mode.

[0114] The active safety system includes at least one of ABS (Anti-lock Braking System), TCS (Traction Control System), VDC (Vehicle Dynamic Control), etc. In general, the active safety system is automatically turned on when the vehicle has an instability problem to maintain the stability and safety of the vehicle. When a vehicle steering request is received, it is determined whether the active safety system of the vehicle is turned on. If the active safety system is turned on, it means that the instability problem occurred during the vehicle driving, and the active safety system has intervened to solve the instability problem. At this time, if the vehicle is switched to the rear-wheel steering driving mode and the rear wheels are controlled to steer, the instability problem may be aggravated, and the vehicle is prone to accidents (such as rollover), so the rear wheels will not be controlled to steer. If the active safety system is not turned on, it means that there is no instability problem during the vehicle driving, and the rear wheels can be controlled to steer. Therefore, when a vehicle steering request is received and the active safety system is not turned on, the vehicle is switched to the rear-wheel steering driving mode to ensure the safety of the rear wheels of the vehicle during steering.

[0115] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0116] Figure 4 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown. Figure 4 As shown, the vehicle control device 400 includes:

[0117] A module switching module 410 is used to switch the vehicle to a rear-wheel steering driving mode when a vehicle steering request is received, and adjust the steering angles of the two rear wheels based on the target steering angle;

[0118] A first calculation module 420, configured to determine a yaw rate change rate of a target vehicle according to current driving parameters of the vehicle and a road surface type of a road on which the vehicle is located;

[0119] a second calculation module 430, configured to adjust the braking force of the target rear wheel according to the first difference, so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval; wherein the first difference is the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate, and the target rear wheel is one of the two rear wheels;

[0120] A speed control module 440, configured to keep the decreasing value of the vehicle's driving speed within a second preset interval;

[0121] The mode exit module 450 is used to exit the rear-wheel steering driving mode when the steering angles of the two rear wheels reach the target steering angle.

[0122] In a possible implementation, the first calculation module 420 includes:

[0123] A first acquisition unit, used to acquire an inclination angle of a road on which the vehicle is located;

[0124] a correction unit, configured to correct the current driving parameter according to the tilt angle to obtain a corrected driving parameter;

[0125] The second acquisition unit is used to acquire a preset vehicle yaw rate change rate corresponding to the corrected driving parameter and the road surface type to obtain the target vehicle yaw rate change rate.

[0126] In a possible implementation, the correction unit is specifically used to correct the number to obtain the corrected driving parameter, including:

[0127] Obtain a correction coefficient corresponding to the tilt angle; wherein the tilt angle is negatively correlated with the correction coefficient; and use the product of the current vehicle yaw rate change rate and the correction coefficient as the corrected driving parameter.

[0128] In a possible implementation, the vehicle control device 400 further includes:

[0129] A selection unit is used to determine the target rear wheel from the two rear wheels according to the numerical identifier of the current vehicle yaw rate change rate; wherein the numerical identifier is used to indicate that the current vehicle yaw rate change rate is a positive value or a negative value.

[0130] In a possible implementation, the second calculation module 430 is specifically used to input the first difference into a PID controller to obtain a total output result of the PID controller; if the total output result is a positive value, increase the braking force of the target rear wheel so that the current vehicle yaw rate change rate is within the first preset interval; if the total output result is a negative value, reduce the braking force of the target rear wheel so that the current vehicle yaw rate change rate is within the first preset interval.

[0131] In a possible implementation, the speed control module 440 includes:

[0132] a judging unit, configured to judge whether the decrease value of the driving speed is within the second preset interval according to the total driving force and the total braking force; wherein the total driving force is the sum of the driving forces of all wheels, and the total braking force is the sum of the braking forces of all wheels;

[0133] The speed adjustment unit is used to increase the total driving force when the decreased value of the driving speed is not within the second preset interval, so as to keep the decreased value of the driving speed of the vehicle within the second preset interval.

[0134] In a possible implementation, the judgment unit is specifically used to determine a second difference between the total driving force and the total braking force; determine a ratio of the second difference to the total driving force; if the ratio is less than a ratio threshold, determine that the decrease value of the driving speed is not within the second preset interval; if the ratio is greater than or equal to the ratio threshold, determine that the decrease value of the driving speed is within the second preset interval.

[0135] In one possible implementation, the mode exit module 450 is specifically used to adjust the braking force of each wheel to 0 according to the gradient descent strategy corresponding to the braking force when the steering angle of the two rear wheels reaches the target steering angle; and to adjust the total driving force to the driving force requested by the driver according to the gradient descent strategy corresponding to the driving force.

[0136] In a possible implementation, the module switching module 410 is specifically used to determine whether the active safety system of the vehicle is turned on when receiving the vehicle steering request; if not, switch the vehicle to the rear-wheel steering driving mode.

[0137] It should be noted that the vehicle control device provided in the above embodiment only uses the division of the above functional modules as an example when executing the vehicle control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiment belongs to the same concept as the vehicle control method embodiment. Therefore, for details not disclosed in the device embodiment of the present application, please refer to the above-mentioned vehicle control method embodiment of the present application, which will not be repeated here.

[0138] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0139] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

[0140] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0141] In the case of dividing each functional module according to each function, the vehicle may include: a module switching module, a first calculation module, a second calculation module, a speed control module, a mode exit module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0142] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0143] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0144] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0145] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method in the above-mentioned embodiment.

[0146] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0147] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above embodiments.

[0148] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0149] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0150] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0151] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle control method comprises: When a vehicle steering request is received, the vehicle is switched to a rear-wheel steering driving mode and the steering angles of the two rear wheels are adjusted based on the target steering angle; Determining a yaw rate change rate of a target vehicle according to current driving parameters of the vehicle and a road surface type of a road on which the vehicle is located; adjusting the braking force of the target rear wheel according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval; wherein the first difference is the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate, and the target rear wheel is one of the two rear wheels; Determining whether the decrease value of the vehicle's driving speed is within a second preset interval according to the total driving force and the total braking force; wherein the total driving force is the sum of the driving forces of all wheels, and the total braking force is the sum of the braking forces of all wheels; If not, increasing the total driving force to keep the decreasing value of the driving speed within the second preset interval; When the steering angles of the two rear wheels reach the target steering angle, the rear-wheel steering driving mode is exited.

2. The vehicle control method according to claim 1, characterized in that: Determining the target vehicle yaw rate change rate according to the current driving parameters of the vehicle includes: Obtaining the inclination angle of the road on which the vehicle is located; Correcting the current driving parameter according to the tilt angle to obtain a corrected driving parameter; A preset vehicle yaw rate change rate corresponding to the corrected driving parameter and the road surface type is obtained to obtain the target vehicle yaw rate change rate.

3. The vehicle control method according to claim 2, characterized in that: The current driving parameter includes the current vehicle yaw rate change rate, and the current driving parameter is corrected according to the tilt angle to obtain the corrected driving parameter, including: Obtaining a correction coefficient corresponding to the tilt angle; wherein the tilt angle is negatively correlated with the correction coefficient; The product of the current vehicle yaw rate change rate and the correction coefficient is used as the correction driving parameter.

4. The vehicle control method according to claim 1, characterized in that: After determining the target vehicle yaw rate change rate according to the current driving parameters of the vehicle and the road surface type of the road on which the vehicle is located, the vehicle control method further includes: The target rear wheel is determined from the two rear wheels according to the numerical identifier of the current vehicle yaw rate change rate; wherein the numerical identifier is used to indicate whether the current vehicle yaw rate change rate is a positive value or a negative value.

5. The vehicle control method according to claim 1, characterized in that: The step of adjusting the target rear wheel braking force according to the first difference so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval includes: Inputting the first difference into a PID controller to obtain a total output result of the PID controller; If the total output result is a positive value, increasing the target rear wheel braking force so that the current vehicle yaw rate change rate is within the first preset range; If the total output result is a negative value, the target rear wheel braking force is reduced so that the current vehicle yaw rate change rate is within the first preset range.

6. The vehicle control method according to claim 1, characterized in that: The step of judging whether the decrease value of the driving speed is within a second preset interval according to the total driving force and the total braking force includes: determining a second difference between the total driving force and the total braking force; determining a ratio of the second difference to the total driving force; If the ratio is less than the ratio threshold, it is determined that the decrease value of the driving speed is not within the second preset interval; If the ratio is greater than or equal to the ratio threshold, it is determined that the decrease value of the driving speed is within the second preset interval.

7. The vehicle control method according to claim 1, characterized in that: Exiting the rear-wheel steering driving mode includes: According to the gradient descent strategy corresponding to the braking force, the braking force of each wheel is adjusted to 0; and, According to the corresponding gradient reduction strategy of the driving force, the total driving force is adjusted to the driving force requested by the driver.

8. The vehicle control method according to any one of claims 1 to 5, characterized in that: The step of switching the vehicle to the rear-wheel steering driving mode upon receiving a vehicle steering request comprises: Upon receiving the vehicle steering request, determining whether an active safety system of the vehicle is turned on; If not, the vehicle is switched to the rear-wheel steering driving mode.

9. A vehicle control device, characterized in that: The vehicle control device comprises: A module switching module, configured to switch the vehicle to a rear-wheel steering driving mode upon receiving a vehicle steering request, and adjust the steering angles of two rear wheels based on a target steering angle; A first calculation module, used for determining a yaw rate change rate of a target vehicle according to current driving parameters of the vehicle and a road surface type of a road on which the vehicle is located; a second calculation module, configured to adjust the braking force of the target rear wheel according to the first difference, so that the current vehicle yaw rate change rate of the vehicle is within a first preset interval; wherein the first difference is the difference between the target vehicle yaw rate change rate and the current vehicle yaw rate change rate, and the target rear wheel is one of the two rear wheels; a speed control module, configured to determine whether the decrease value of the vehicle's driving speed is within a second preset interval according to the total driving force and the total braking force; if not, increase the total driving force to keep the decrease value of the driving speed within the second preset interval; wherein the total driving force is the sum of the driving forces of all wheels, and the total braking force is the sum of the braking forces of all wheels; The mode exit module is used to exit the rear-wheel steering driving mode when the steering angles of the two rear wheels reach the target steering angle.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the vehicle control method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the vehicle control method according to any one of claims 1 to 8 is implemented.

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