Vehicle control method, device and equipment, storage medium and vehicle

Abstract

The invention discloses a vehicle control method and device, equipment, a storage medium and a vehicle. The method comprises the steps that under the condition that a braking instruction is received or it is determined that a vehicle has a braking trend, a first accelerated speed is adjusted to be a preset accelerated speed according to a first target adjusting speed within a first preset duration; controlling the vehicle to decelerate according to the preset acceleration until the speed of the vehicle is not greater than a first preset threshold value; within a second preset duration, the first braking force is adjusted to be first target braking force according to a second target adjusting speed, the first braking force is the braking force corresponding to the preset acceleration, and the first target braking force is the braking force corresponding to the slope where the vehicle is located; and controlling the vehicle to brake according to the braking force in the braking force adjusting process. According to the vehicle control method provided by the embodiment of the invention, the vehicle can be smoothly controlled when the adaptive cruise control function is used for following and parking, and the driving safety and the driving experience of a user are improved.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular, relates to a vehicle control method, device, equipment, storage medium and vehicle. Background Art

[0002] With the rapid development of vehicle intelligence, more and more vehicles are equipped with Adaptive Cruise Control (ACC) systems. The adaptive cruise control system can calculate the acceleration based on the driving conditions of the vehicle and the vehicle in front, and based on the calculated acceleration and the braking force corresponding to the acceleration, control the vehicle to follow the vehicle in front in a safe and comfortable manner and maintain a certain safety distance.

[0003] However, when the vehicle is in a low-speed following stop state, the acceleration calculated by the adaptive cruise control system fluctuates greatly due to the close distance between the vehicle and the vehicle in front and the large distance fluctuations, the large speed fluctuations of the vehicle in front, the large speed fluctuations of the vehicle in front, and the acceleration of the vehicle measured by the inertial measurement unit (IMU) being affected by the vehicle speed. As a result, the control of the vehicle when following and stopping using the adaptive cruise control function is not smooth, reducing driving safety and the user's driving experience.

[0004] In addition, due to the unevenness of the road surface, the vehicle is usually on a certain slope. At this time, the acceleration measured by the IMU sensor cannot directly represent the longitudinal acceleration of the vehicle. Therefore, if the braking force of the vehicle is calculated based on the acceleration measured by the IMU sensor, it will lead to insufficient or excessive braking force, which will make the vehicle prone to sliding or stalling when following and stopping, reducing driving safety and user driving experience. Summary of the invention

[0005] The embodiments of the present application provide a vehicle control method, apparatus, device, storage medium and vehicle, which can ensure smooth control of the vehicle when using the adaptive cruise control function to follow the stop, thereby improving driving safety and the user's driving experience.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0007] When a braking command is received or it is determined that the vehicle has a braking tendency, within a first preset time period, the first acceleration is adjusted to a preset acceleration according to a first target adjustment speed, the first target adjustment speed being an adjustment speed that enables the vehicle to smoothly transition from the first acceleration to the preset acceleration, the first acceleration being an acceleration calculated by the adaptive cruise control system when the braking command is received or it is determined that the vehicle has a braking tendency;

[0008] Controlling the vehicle to decelerate according to the preset acceleration until the speed of the vehicle is no greater than a first preset threshold;

[0009] Within a second preset time period, adjusting the first braking force to a first target braking force according to a second target adjustment speed, wherein the first braking force is a braking force corresponding to the preset acceleration, the first target braking force is a braking force corresponding to the slope of the vehicle, and the second target adjustment speed is an adjustment speed that enables the vehicle to smoothly transition from the first braking force to the first target braking force;

[0010] The vehicle is braked to a stop according to the braking force control during the braking force adjustment process.

[0011] In a possible implementation, adjusting the first acceleration to a preset acceleration according to a first target adjustment speed within a first preset time period includes:

[0012] Constructing a smooth curve of the acceleration of the vehicle from the first acceleration to the preset acceleration within the first preset time period, wherein the first preset time period includes a plurality of target moments, wherein the absolute value of a target slope corresponding to any one of the target moments is less than a second preset threshold, the target slope is a tangent slope of the smooth curve at a point corresponding to the target moment, and the second preset threshold is a preset threshold for making the vehicle smoothly transition from the first acceleration to the preset acceleration;

[0013] The first acceleration is adjusted to the preset acceleration according to the smooth curve.

[0014] In a possible implementation, before adjusting the first braking force to the first target braking force according to the second target adjustment speed within the second preset time period, the method further includes:

[0015] obtaining the first target braking force;

[0016] calculating a difference between the first target braking force and the first braking force;

[0017] The ratio of the difference and the second preset time length is determined as the second target adjustment speed.

[0018] In a possible implementation manner, obtaining the first target braking force includes:

[0019] When the vehicle speed is not greater than the first preset threshold, a first braking duration is calculated according to a first vehicle speed and a second acceleration, wherein the first vehicle speed is the vehicle speed when the vehicle speed is not greater than the first preset threshold, and the second acceleration is the acceleration corresponding to the first vehicle speed;

[0020] When the first braking time is less than a third preset time and the throttle opening is less than a third preset threshold, the first target braking force is obtained.

[0021] In a possible implementation manner, obtaining the first target braking force includes:

[0022] Obtaining the mass of the vehicle and a first slope of the vehicle;

[0023] The first target braking force is calculated based on the mass and the first slope.

[0024] In a possible implementation, after controlling the vehicle to stop according to the braking force in the braking force adjustment process, the method further includes:

[0025] After a fourth preset time period after the vehicle stops, obtaining the mass of the vehicle and the second slope of the vehicle;

[0026] calculating a second target braking force according to the mass and the second slope;

[0027] adjusting the first target braking force to the second target braking force;

[0028] The vehicle is controlled to start according to the second target braking force.

[0029] In a possible implementation, when a braking instruction is received or it is determined that the vehicle has a braking tendency, before adjusting the first acceleration to a preset acceleration according to a first target adjustment speed within a first preset time period, the method further includes:

[0030] When the vehicle speed is not greater than a fourth preset threshold, a second braking duration is calculated according to a second vehicle speed and a third acceleration, wherein the second vehicle speed is the vehicle speed when the vehicle speed is not greater than the fourth preset threshold, and the third acceleration is the acceleration corresponding to the second vehicle speed;

[0031] When the second braking time is shorter than a fifth preset time, it is determined that the vehicle has a braking trend.

[0032] In a second aspect, an embodiment of the present application provides a vehicle control device, the device comprising:

[0033] a first adjustment module, configured to adjust the first acceleration to a preset acceleration according to a first target adjustment speed within a first preset time period when a braking command is received or when it is determined that the vehicle has a braking tendency, wherein the first target adjustment speed is an adjustment speed that enables the vehicle to smoothly transition from the first acceleration to the preset acceleration, and the first acceleration is an acceleration calculated by the adaptive cruise control system when the braking command is received or when it is determined that the vehicle has a braking tendency;

[0034] A first control module, configured to control the vehicle to decelerate according to the preset acceleration until the vehicle speed is no greater than a first preset threshold;

[0035] a second adjustment module, configured to adjust the first braking force to a first target braking force according to a second target adjustment speed within a second preset time period, wherein the first braking force is a braking force corresponding to the preset acceleration, the first target braking force is a braking force corresponding to the slope of the vehicle, and the second target adjustment speed is an adjustment speed that enables the vehicle to smoothly transition from the first braking force to the first target braking force;

[0036] The second control module is used to control the vehicle to stop according to the braking force during the braking force adjustment process.

[0037] In a third aspect, an embodiment of the present application provides an electronic device, the electronic device comprising: a processor and a memory storing computer program instructions;

[0038] When the processor executes the computer program instructions, the processor implements any possible implementation method of the first aspect described above.

[0039] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implements a method in any possible implementation method of the first aspect described above.

[0040] In a fifth aspect, an embodiment of the present application provides a vehicle, the vehicle comprising at least one of the following:

[0041] A vehicle control device as in any one of the embodiments of the second aspect;

[0042] An electronic device as in any one of the embodiments of the third aspect;

[0043] A computer-readable storage medium as in any embodiment of the fourth aspect.

[0044] In the vehicle control method, device, equipment, storage medium and vehicle of the embodiment of the present application, since the first target adjustment speed is the adjustment speed for making the vehicle smoothly transition from the first acceleration to the preset acceleration, by adjusting the first acceleration to the preset acceleration according to the first target adjustment speed within the first preset time, a smooth transition from the first acceleration to the preset acceleration can be achieved, and a large fluctuation of the acceleration can be avoided. After the first acceleration is smoothly transitioned to the preset acceleration, the vehicle is controlled to decelerate according to the preset acceleration, and the stability of the acceleration of the vehicle during the deceleration process can be ensured. Since the first target braking force is the braking force corresponding to the slope of the vehicle, the vehicle can be controlled to stop by the first target braking force instead of the first braking force, which can avoid the vehicle from sliding or stalling, and improve the driving safety. Since the second target adjustment speed is the adjustment speed for making the vehicle smoothly transition from the first braking force to the first target braking force, by adjusting the first braking force to the first target braking force according to the second target adjustment speed within the second preset time, a smooth transition from the first braking force to the first target braking force can be achieved, and a large fluctuation of the braking force can be avoided. By controlling the vehicle to stop according to the braking force during the braking force adjustment process, the stability of the vehicle during the braking process can be ensured. In this way, through the embodiments of the present application, the stability of the vehicle during the entire process from receiving a braking command or determining that the vehicle has a braking tendency to stopping can be ensured, and then the vehicle can be smoothly controlled when the adaptive cruise control function is used to stop, thereby improving driving safety and the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0046] Figure 1 is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0047] Figure 2 is a schematic diagram of a first vehicle control method provided in an embodiment of the present application;

[0048] Figure 3 is a schematic diagram of a second vehicle control method provided in an embodiment of the present application;

[0049] Figure 4 is a schematic diagram of a third vehicle control method provided in an embodiment of the present application;

[0050] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0051] Figure 6 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] In order to more clearly understand the above-mentioned purposes, features and advantages of the present application, the scheme of the present application will be further described below. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0053] In the following description, many specific details are set forth to facilitate a full understanding of the present application, but the present application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only part of the embodiments of the present application, rather than all of the embodiments.

[0054] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprises" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0055] As described in the background technology section, in order to solve the problems of the prior art, the embodiments of the present application provide a vehicle control method, device, equipment, storage medium and vehicle. Among them, the vehicle control method can be applied to an adaptive cruise control system.

[0056] The following first introduces the vehicle control method provided in the embodiment of the present application.

[0057] Figure 1 FIG. 1 is a flow chart of a vehicle control method provided by an embodiment of the present application. Figure 1 As shown, the vehicle control method provided in the embodiment of the present application includes steps S110 to S140.

[0058] S110, when a braking command is received or it is determined that the vehicle has a braking tendency, within a first preset time period, the first acceleration is adjusted to a preset acceleration according to a first target adjustment speed, the first target adjustment speed is an adjustment speed that allows the vehicle to smoothly transition from the first acceleration to the preset acceleration, and the first acceleration is the acceleration calculated by the adaptive cruise control system when a braking command is received or it is determined that the vehicle has a braking tendency.

[0059] Here, the preset acceleration may be a preset acceleration that can smoothly decelerate the vehicle. The preset acceleration may be determined experimentally. The first preset duration may be a preset transition duration for adjusting the first acceleration to the preset acceleration. The first preset duration may be, for example, denoted as T1. In addition, the first target adjustment speed may be an adjustment speed of the acceleration within the first preset duration. The first target adjustment speed may be variable or constant, which is not limited here.

[0060] As an example, during the driving of the vehicle, the adaptive cruise control system can calculate the acceleration in combination with the driving conditions of the vehicle and the preceding vehicle. Before the vehicle has a tendency to brake or receives a braking command, the vehicle can be controlled to follow the preceding vehicle according to the calculated acceleration. The direction of the acceleration can be opposite to the direction of the speed. That is, before the vehicle has a tendency to brake or receives a braking command, it can decelerate. When the vehicle has a tendency to brake or receives a braking command, the first acceleration calculated by the adaptive cruise control system for decelerating the vehicle can be obtained, and within a first preset time, the first acceleration can be adjusted to a preset acceleration according to a first target adjustment speed. Since the vehicle is still in the driving stage during the acceleration adjustment process, the adaptive cruise control system can smoothly control the vehicle during the deceleration of the vehicle by smoothly transitioning the first acceleration to the preset acceleration.

[0061] Based on this, in some embodiments, adjusting the first acceleration to the preset acceleration according to the first target adjustment speed within the first preset time period may specifically include:

[0062] Constructing a smooth curve of the acceleration of the vehicle from the first acceleration to the preset acceleration within a first preset time period, wherein the first preset time period includes a plurality of target moments, the absolute value of the target slope corresponding to any target moment is less than a second preset threshold, the target slope is the tangent slope of the smooth curve at the point corresponding to the target moment, and the second preset threshold is a preset threshold for making the vehicle smoothly transition from the first acceleration to the preset acceleration;

[0063] The first acceleration is adjusted to a preset acceleration according to a smooth curve.

[0064] Here, the tangent slope of the smooth curve can represent the adjustment speed of the acceleration. The second preset threshold can be a preset adjustment threshold of the acceleration. That is, in the process of adjusting the acceleration, the adjustment speed of the acceleration can be less than the second preset threshold. The second preset threshold can be, for example, 3 m / s 3 In addition, the smooth curve can be a straight line or a quadratic curve, which is not limited here.

[0065] As an example, if the smooth curve is a straight line, after determining the first acceleration and the preset acceleration, the difference between the first acceleration and the preset acceleration can be calculated to obtain the first difference, and then the absolute value of the first difference can be taken to obtain the second difference. Among them, if the first difference is positive, the second difference is the same as the first difference. If the first difference is negative, the second difference is opposite to the first difference. After obtaining the second difference, the ratio between the second difference and the second preset threshold can be calculated to obtain the first target duration. Afterwards, a first preset duration that is not less than the first target duration can be taken. If the point corresponding to the first acceleration is recorded as (X1 , A1), then the point corresponding to the preset acceleration can be recorded as (X1+T1 , A0). Among them, (X1 , A1) can indicate that the acceleration of the vehicle at time X1 is A1, (X1+T1 , A0) can indicate that the acceleration of the vehicle at the time X1+T1 is A0. Afterwards, a point corresponding to the first acceleration and a point corresponding to the preset acceleration are connected to obtain a straight line, and then the first acceleration can be adjusted to the preset acceleration according to the straight line.

[0066] It should be noted that in the embodiments of the present application, the construction method of the smooth curve is not limited, and any curve construction method that can adjust the first acceleration to the preset acceleration according to the first target adjustment speed within the first preset time period is within the protection scope of the present application.

[0067] In addition, as an example, the adaptive cruise control system may include a planning module and a control module. The planning module may send a control instruction to the control module. After receiving the control instruction, the control module may perform an operation corresponding to the control instruction. Based on this, if the planning module sends a brake stop instruction to the control module, the control module may control the vehicle to brake in response to the brake stop instruction.

[0068] Based on this, in order to ensure the smoothness of the vehicle braking, in some embodiments, before the above S110, the following steps may also be included:

[0069] When the vehicle speed is not greater than a fourth preset threshold, the second braking duration is calculated according to the second vehicle speed and the third acceleration, the second vehicle speed being the vehicle speed when the vehicle speed is not greater than the fourth preset threshold, and the third acceleration being the acceleration corresponding to the second vehicle speed;

[0070] When the second braking time is less than the fifth preset time, it is determined that the vehicle has a braking trend.

[0071] Here, the fourth preset threshold value may be a pre-set critical vehicle speed for determining whether the vehicle has a tendency to brake. The fourth preset threshold value may be, for example, denoted as V1. When the vehicle speed is greater than the fourth preset threshold value, it may be determined that the vehicle has no tendency to brake. When the vehicle speed is not greater than the fourth preset threshold value, it may be determined in combination with other conditions whether the vehicle has a tendency to brake.

[0072] In addition, the second vehicle speed may be a vehicle speed obtained when the vehicle speed is not greater than a fourth preset threshold value. The third acceleration may be an acceleration measured by the IMU sensor when the vehicle speed is the second vehicle speed. In actual situations, if the vehicle has a tendency to brake, the vehicle may be in a deceleration state. When the vehicle is in a deceleration state, the direction of the second vehicle speed and the direction of the third acceleration may be opposite. Based on this, the second braking duration may be the duration taken for the vehicle speed to drop from the second vehicle speed to zero based on the third acceleration.

[0073] In addition, the fifth preset time length may be the time length used for the vehicle speed to drop from the fourth preset threshold to zero. The fifth preset time length may be, for example, recorded as T0. Based on this, if the second braking time length is less than the fifth preset time length, it can be determined that the vehicle has been in the deceleration stage, and further it can be determined that the vehicle has a braking trend.

[0074] In this way, when the second braking duration is less than the fifth preset duration, it is determined that the vehicle has a braking tendency, and whether the vehicle has a braking tendency is accurately determined. Further, by adjusting the strategy for controlling the vehicle braking when it is determined that the vehicle has a braking tendency, the smoothness of the vehicle braking can be ensured.

[0075] S120: Control the vehicle to decelerate according to a preset acceleration until the vehicle speed is no greater than a first preset threshold.

[0076] Here, the whole process from deceleration to braking of the vehicle may include a first control stage and a second control stage. Among them, the first control stage may be a stage of controlling the vehicle to decelerate to near braking, and the second control stage may be a stage of controlling the vehicle from near braking to braking. The stage from near braking to braking may also be a braking pressure-maintaining stage. Based on this, the first preset threshold may be a pre-set critical vehicle speed for judging whether the vehicle enters the braking pressure-maintaining stage. The first preset threshold may be, for example, denoted as V2. When the vehicle speed is greater than the first preset threshold, it may be determined that the vehicle has not entered the braking pressure-maintaining stage. In addition, since it has been determined that the vehicle has a braking tendency or has received a braking instruction, when the vehicle speed is not greater than the first preset threshold, it may be determined that the vehicle has entered the braking pressure-maintaining stage. Of course, when the vehicle speed is not greater than the first preset threshold, it may also be combined with other conditions to jointly judge whether the vehicle enters the braking pressure-maintaining stage to further accurately determine whether the vehicle enters the braking pressure-maintaining stage.

[0077] In addition, since there may be a corresponding relationship between the preset acceleration and the braking force of the vehicle, controlling the vehicle to decelerate according to the preset acceleration may be controlling the vehicle to decelerate according to the braking force corresponding to the preset acceleration. The braking force corresponding to the preset acceleration may be the first braking force.

[0078] S130, within a second preset time length, the first braking force is adjusted to the first target braking force according to the second target adjustment speed, the first braking force is the braking force corresponding to the preset acceleration, the first target braking force is the braking force corresponding to the slope of the vehicle, and the second target adjustment speed is the adjustment speed that allows the vehicle to smoothly transition from the first braking force to the first target braking force.

[0079] Here, the second preset time length may be a preset time length for adjusting the first braking force to the first target braking force. The second preset time length may be, for example, recorded as T3. In addition, the second target adjustment speed may be an adjustment speed of the braking force within the second preset time length. The second target adjustment speed may be no greater than 3000 N / s. 3000 N / s may be predetermined by experiments. The second target adjustment speed may be variable or constant, which is not limited here.

[0080] Based on this, when the second target adjustment speed remains unchanged, in order to obtain the second target adjustment acceleration, in some embodiments, before S130, the following may also be included:

[0081] obtaining a first target braking force;

[0082] calculating a difference between the first target braking force and the first braking force;

[0083] The ratio of the difference value to the second preset time length is determined as the second target adjustment speed.

[0084] Here, if the first braking force is recorded as F1, the first target braking force is recorded as F0, and the second target adjustment speed is recorded as V, V can be calculated by the following formula: V=|(F0-F1) / T3|.

[0085] In addition, the slope may be greater than a target preset threshold or may not be greater than the target preset threshold. The target preset threshold may be a preset critical value of the slope used to determine where the vehicle is located. If the slope is greater than the target preset threshold, it can be considered that the vehicle is on a slope. If the slope is not greater than the target preset threshold, it can be considered that the vehicle is on flat ground.

[0086] As an example, when it is determined that the vehicle has entered the brake stop and pressure-maintaining stage, if the slope is not greater than the target preset threshold, the first target braking force and the first braking force may be the same or different. That is, the first braking force may not be adjusted, or the first braking force may be compensated, which is not limited here. If the first braking force is compensated, a fixed value may be compensated. That is, the first target braking force may be a preset fixed value. The fixed value (i.e., the first target braking force) may be a braking force determined experimentally to enable the vehicle to stop smoothly.

[0087] As another example, when it is determined that the vehicle has entered the braking and pressure-maintaining stage, if the slope is greater than a target preset threshold, the first target braking force may be calculated based on the slope.

[0088] Based on this, in some embodiments, the obtaining of the first target braking force may specifically include:

[0089] Obtain the mass of the vehicle and the first slope of the vehicle;

[0090] A first target braking force is calculated based on the mass and the first slope.

[0091] Here, the first slope can be the slope of the ramp measured by the sensor during the driving of the vehicle. After obtaining the first slope, the first target braking force can be calculated according to the mass and the first slope. The method for calculating the first target braking force can refer to the existing method for calculating the braking force, which will not be described in detail here. Based on this, in order to further accurately determine whether the vehicle has entered the brake stop and pressure maintenance stage, in some embodiments, the above-mentioned acquisition of the first target braking force may specifically include:

[0092] When the vehicle speed is not greater than a first preset threshold, a first braking duration is calculated according to a first vehicle speed and a second acceleration, wherein the first vehicle speed is the vehicle speed when the vehicle speed is not greater than the first preset threshold, and the second acceleration is the acceleration corresponding to the first vehicle speed;

[0093] When the first braking time is less than the third preset time and the throttle opening is less than the third preset threshold, the first target braking force is obtained.

[0094] Here, the first vehicle speed may be the vehicle speed obtained when the vehicle speed is not greater than the first preset threshold. The second acceleration may be the acceleration measured by the IMU sensor when the vehicle speed is the first vehicle speed. When the vehicle is in a deceleration state, the direction of the first vehicle speed and the direction of the second acceleration may be opposite. Based on this, the first braking duration may be the duration taken for the vehicle speed to drop from the first vehicle speed to zero based on the second acceleration.

[0095] In addition, the third preset duration may be the duration for the vehicle speed to drop from the first preset threshold to zero. The third preset duration may be, for example, recorded as T2. Based on this, if the first braking duration is less than the third preset duration, it can be determined that the vehicle is always in the deceleration stage. In addition, the third preset threshold may be a preset throttle opening. If the throttle opening is less than the third preset threshold, it can be considered that the driver has no intention to accelerate. If the throttle opening is not less than the third preset threshold, it can be considered that the driver has an intention to accelerate.

[0096] In this way, by obtaining the first target braking force (i.e. determining that the vehicle enters the braking and pressure maintaining stage) when the vehicle speed is not greater than the first preset threshold, the first braking time is less than the third preset time, and the throttle opening is less than the third preset threshold, it is possible to further accurately determine whether the vehicle enters the braking and pressure maintaining stage.

[0097] S140, controlling the vehicle to stop according to the braking force during the braking force adjustment process.

[0098] Here, controlling the vehicle to stop according to the braking force in the adjustment process can be to maintain the pressure of the vehicle before the vehicle stops. Compared with increasing the pressure of the vehicle after the vehicle stops, it can ensure that the vehicle will not slide or stall on the slope, thereby ensuring driving safety.

[0099] Since the first slope is the slope measured during the vehicle's driving process, and considering that the pitch of the vehicle during the deceleration phase may lead to slope estimation deviation, the accuracy of the first slope may be low. Based on this, in order to improve the accuracy of the braking force, in some embodiments, after controlling the vehicle to stop according to the braking force in the braking force adjustment process, the following may also be included:

[0100] After a fourth preset time period after the vehicle stops, obtaining the mass of the vehicle and the second slope of the vehicle;

[0101] calculating a second target braking force according to the mass and the second slope;

[0102] adjusting the first target braking force to a second target braking force;

[0103] The vehicle is controlled to start moving according to the second target braking force.

[0104] Here, the second slope may be the slope of the ramp measured by the sensor after the fourth preset time after the vehicle stops. The fourth preset time may be a preset stable time after the vehicle stops. That is, a more accurate second slope may be obtained after the fourth preset time after the vehicle stops. The fourth preset time may be, for example, recorded as T4. In addition, after the second slope is obtained, the second target braking force may be calculated based on the mass and the second slope. The method for calculating the second target braking force may refer to the existing method for calculating the braking force, which will not be described in detail here.

[0105] In this way, by adjusting the first target braking force to the second target braking force, the accuracy of the braking force can be improved. In actual situations, the absolute value of the first target braking force is usually greater than the absolute value of the second target braking force. Therefore, by adjusting the first target braking force to the second target braking force and controlling the vehicle start according to the second target braking force, the starting pressure can be reduced, the starting efficiency can be improved, and the service life of the braking system can be extended.

[0106] In the vehicle control method of the embodiment of the present application, since the first target adjustment speed is the adjustment speed for making the vehicle smoothly transition from the first acceleration to the preset acceleration, by adjusting the first acceleration to the preset acceleration according to the first target adjustment speed within the first preset time, a smooth transition from the first acceleration to the preset acceleration can be achieved, and a large fluctuation of the acceleration can be avoided. After the first acceleration is smoothly transitioned to the preset acceleration, the vehicle is controlled to decelerate according to the preset acceleration, and the stability of the acceleration of the vehicle during the deceleration process can be ensured. Since the first target braking force is the braking force corresponding to the slope of the vehicle, the vehicle can be controlled to stop by the first target braking force instead of the first braking force, which can avoid the vehicle from sliding or stalling, and improve the driving safety. Since the second target adjustment speed is the adjustment speed for making the vehicle smoothly transition from the first braking force to the first target braking force, by adjusting the first braking force to the first target braking force according to the second target adjustment speed within the second preset time, a smooth transition from the first braking force to the first target braking force can be achieved, and a large fluctuation of the braking force can be avoided. By controlling the vehicle to stop according to the braking force during the braking force adjustment process, the stability of the vehicle during the braking process can be ensured. In this way, through the embodiments of the present application, the stability of the vehicle during the entire process from receiving a braking command or determining that the vehicle has a braking tendency to stopping can be ensured, and then the vehicle can be smoothly controlled when the adaptive cruise control function is used to stop, thereby improving driving safety and the user's driving experience.

[0107] In order to better describe the entire solution, some specific examples are given based on the above embodiments.

[0108] For example, Figure 2As shown in the figure, when the vehicle stops at a low speed, the vehicle can first decelerate based on the first acceleration calculated by the adaptive cruise control system. As can be seen from the figure, the fluctuation of the first acceleration is large. When the vehicle speed is decelerated to a speed not less than V1, if it is determined that the vehicle has a tendency to stop, the first acceleration can be adjusted to the preset acceleration. Figure 2 As shown in , when the vehicle speed is V1, the acceleration can be A1. If the braking time calculated based on V1 and A1 is less than T0, it can be determined that the vehicle has a braking tendency. Figure 2 As shown, the pre-constructed smooth curve from the first acceleration to the preset acceleration within T1 may be a quadratic curve. According to the quadratic curve, the first acceleration may be adjusted to the preset acceleration A0, and then the vehicle may be decelerated based on A0 to a vehicle speed not less than V2.

[0109] like Figure 3 As shown, when the vehicle speed is not less than V2, if it is determined that the vehicle enters the braking and pressure-maintaining stage, i.e., the second stage, the first braking force F1 can be adjusted to the first target braking force F0. Figure 3 As shown in FIG. 1 , when the vehicle speed is V2, the acceleration can be A0. If the braking time calculated based on V2 and A0 is less than T2, and the throttle opening is less than the third preset threshold, it can be determined that the vehicle enters the braking pressure holding stage. In addition, if Figure 3 As shown, after the vehicle enters the brake-stop and pressure-maintaining stage, within the duration of T3, F1 can be uniformly adjusted to F0, and the vehicle can be controlled to stop according to the braking force during the adjustment process. In fact, when the vehicle has stopped, the braking force may not reach F0. That is, before the vehicle stops, the vehicle is pressure-maintained, and after the vehicle has stopped, the braking force can continue to be adjusted to F0. Compared with pressurizing the vehicle after the vehicle stops, it can ensure that the vehicle will not slide or stall on the slope, thereby ensuring driving safety. In addition, after the vehicle has stopped and stabilized for T4 duration, the first target braking force F0 can be adjusted to the second target braking force. By controlling the vehicle to start with the second target braking force, the starting efficiency can be improved.

[0110] As described above, the entire process from deceleration to braking of the vehicle may include a first control stage and a second control stage. Among them, the first control stage may be a stage of controlling the vehicle to decelerate to near braking, and the second control stage may be a stage of controlling the vehicle from near braking to braking. The stage from near braking to braking may also be a braking pressure maintenance stage. In addition, the braking pressure maintenance stage may include a first sub-control stage (i.e., the first braking force maintenance stage) and a second sub-control stage (the second braking pressure maintenance stage). Among them, the first sub-control stage may be a stage of adjusting the first braking force to the first target braking force. The second sub-control stage may be a stage of adjusting the first target braking force to the second target braking force, and controlling the vehicle to start according to the second target braking force. Accordingly, the first control stage may be controlled by the first control state machine. The second control stage may be controlled by the second control state machine. Specifically, the second control state machine may control the first sub-control stage and the second sub-control stage. The schematic diagram of controlling the vehicle by the first control state machine and the second control state machine may be as shown below. Figure 4 shown.

[0111] Therefore, by smoothly adjusting the vehicle's acceleration when the vehicle is decelerating to the stage near braking, and when the vehicle is on a slope, uniformly adjusting the vehicle's braking force when the vehicle is near braking to the stage near braking, smooth control of the vehicle can be achieved and the user's driving experience can be improved.

[0112] Based on the vehicle control method provided in the above embodiment, the present application also provides a specific implementation of a vehicle control device. Please refer to the following embodiment.

[0113] like Figure 5 As shown, the vehicle control device 500 provided in the embodiment of the present application includes the following modules:

[0114] A first adjustment module 510 is used to adjust the first acceleration to a preset acceleration according to a first target adjustment speed within a first preset time period when a braking command is received or when it is determined that the vehicle has a braking trend. The first target adjustment speed is an adjustment speed that allows the vehicle to smoothly transition from the first acceleration to the preset acceleration. The first acceleration is an acceleration calculated by the adaptive cruise control system when a braking command is received or when it is determined that the vehicle has a braking trend.

[0115] The first control module 520 is used to control the vehicle to decelerate according to a preset acceleration until the vehicle speed is no greater than a first preset threshold;

[0116] A second adjustment module 530 is used to adjust the first braking force to a first target braking force according to a second target adjustment speed within a second preset time period, wherein the first braking force is a braking force corresponding to a preset acceleration, the first target braking force is a braking force corresponding to a slope of the vehicle, and the second target adjustment speed is an adjustment speed that enables the vehicle to smoothly transition from the first braking force to the first target braking force;

[0117] The second control module 540 is used to control the vehicle to stop according to the braking force during the braking force adjustment process.

[0118] The vehicle control device 500 is described in detail below, as shown below:

[0119] In some embodiments, the first adjustment module 510 may specifically include:

[0120] A construction submodule, for constructing a smooth curve of the acceleration of the vehicle from a first acceleration to a preset acceleration within a first preset time period, wherein the first preset time period includes a plurality of target moments, wherein the absolute value of a target slope corresponding to any target moment is less than a second preset threshold, the target slope is a tangent slope of the smooth curve at a point corresponding to the target moment, and the second preset threshold is a preset threshold for making the vehicle smoothly transition from the first acceleration to the preset acceleration;

[0121] The first adjustment submodule is used to adjust the first acceleration to a preset acceleration according to the smooth curve.

[0122] In some of the embodiments, the vehicle control device 500 may further include:

[0123] A first acquisition module, used for acquiring a first target braking force;

[0124] A first calculation module, used for calculating the difference between the first target braking force and the first braking force;

[0125] The first determining module is used to determine the ratio of the difference value and the second preset time length as the second target adjustment speed.

[0126] In some embodiments, the first acquisition module may specifically include:

[0127] a first calculation submodule, for calculating a first braking duration according to a first vehicle speed and a second acceleration when the vehicle speed is not greater than a first preset threshold, wherein the first vehicle speed is the vehicle speed when the vehicle speed is not greater than the first preset threshold, and the second acceleration is an acceleration corresponding to the first vehicle speed;

[0128] The first acquisition submodule is used to acquire the first target braking force when the first braking time is less than a third preset time and the throttle opening is less than a third preset threshold.

[0129] In some embodiments, the first acquisition module may further include:

[0130] A second acquisition submodule is used to acquire the mass of the vehicle and the first slope of the vehicle;

[0131] The second calculation submodule is used to calculate the first target braking force according to the mass and the first slope.

[0132] In some of the embodiments, the vehicle control device 500 may further include:

[0133] A second acquisition module is used to acquire the mass of the vehicle and the second slope of the vehicle after the vehicle is stopped according to the braking force in the adjustment process and after a fourth preset time after the vehicle is stopped;

[0134] A second calculation module, used for calculating a second target braking force according to the mass and the second slope;

[0135] a third adjustment module, configured to adjust the first target braking force to a second target braking force;

[0136] The third control module is used to control the vehicle to start according to the second target braking force.

[0137] In some of the embodiments, the vehicle control device 500 may further include:

[0138] a third calculation module, for calculating a second braking duration according to a second vehicle speed and a third acceleration when the vehicle speed is not greater than a fourth preset threshold, wherein the second vehicle speed is the vehicle speed when the vehicle speed is not greater than the fourth preset threshold, and the third acceleration is an acceleration corresponding to the second vehicle speed;

[0139] The second determination module is used to determine that the vehicle has a braking tendency when the second braking time is less than a fifth preset time.

[0140] In the vehicle control device of the embodiment of the present application, since the first target adjustment speed is the adjustment speed for making the vehicle smoothly transition from the first acceleration to the preset acceleration, by adjusting the first acceleration to the preset acceleration according to the first target adjustment speed within the first preset time, a smooth transition from the first acceleration to the preset acceleration can be achieved, and a large fluctuation of the acceleration can be avoided. By controlling the vehicle to decelerate according to the preset acceleration after the first acceleration is smoothly transitioned to the preset acceleration, the stability of the acceleration of the vehicle during the deceleration process can be ensured. Since the first target braking force is the braking force corresponding to the slope of the vehicle, the vehicle can be prevented from sliding or stalling by controlling the vehicle to stop by the first target braking force instead of the first braking force, thereby improving the driving safety. Since the second target adjustment speed is the adjustment speed for making the vehicle smoothly transition from the first braking force to the first target braking force, by adjusting the first braking force to the first target braking force according to the second target adjustment speed within the second preset time, a smooth transition from the first braking force to the first target braking force can be achieved, and a large fluctuation of the braking force can be avoided. By controlling the vehicle to stop according to the braking force during the braking force adjustment process, the stability of the vehicle during the braking process can be ensured. In this way, through the embodiments of the present application, the stability of the vehicle during the entire process from receiving a braking command or determining that the vehicle has a braking tendency to stopping can be ensured, and then the vehicle can be smoothly controlled when the adaptive cruise control function is used to stop, thereby improving driving safety and the user's driving experience.

[0141] Based on the vehicle control method provided in the above embodiment, the embodiment of the present application also provides a specific implementation of the electronic device. Figure 6 A schematic diagram of an electronic device 600 provided in an embodiment of the present application is shown.

[0142] The electronic device 600 may include a processor 610 and a memory 620 storing computer program instructions.

[0143] Specifically, the processor 610 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0144] The memory 620 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 620 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 620 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 620 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 620 is a non-volatile solid-state memory.

[0145] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, typically, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect of the present application.

[0146] The processor 610 implements any one of the vehicle control methods in the above embodiments by reading and executing computer program instructions stored in the memory 620 .

[0147] In one example, the electronic device 600 may further include a communication interface 630 and a bus 640. Figure 6 As shown, the processor 610, the memory 620, and the communication interface 630 are connected via a bus 640 and communicate with each other.

[0148] The communication interface 630 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0149] Bus 640 includes hardware, software or both, and the parts of electronic equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 640 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the application considers any suitable bus or interconnection.

[0150] Exemplarily, the electronic device 600 may be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA).

[0151] The electronic device can execute the vehicle control method in the embodiment of the present application, thereby realizing the combination Figure 1 and Figure 5 A vehicle control method and device are described.

[0152] In addition, in combination with the vehicle control method in the above embodiments, the embodiment of the present application can provide a computer-readable storage medium for implementation. The computer-readable storage medium stores computer program instructions; when the computer program instructions are executed by a processor, any one of the vehicle control methods in the above embodiments is implemented.

[0153] In addition, the embodiment of the present application further provides a vehicle, which may include at least one of the following:

[0154] A vehicle control device as in any one of the embodiments of the second aspect;

[0155] An electronic device as in any one of the embodiments of the third aspect;

[0156] The computer-readable storage medium in any one of the embodiments of the fourth aspect will not be described in detail here.

[0157] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0158] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0159] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0160] The above reference is according to the method of the embodiment of the present application, the flow chart of the device (system) and the computer program product and / or the block diagram described various aspects of the present application.It should be understood that each square box in the flow chart and / or the block diagram and the combination of each square box in the flow chart and / or the block diagram can be realized by computer program instructions.These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the realization of the function / action specified in one or more square boxes of the flow chart and / or the block diagram.Such a processor can be but is not limited to a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit.It can also be understood that each square box in the block diagram and / or the flow chart and the combination of the square boxes in the block diagram and / or the flow chart can also be realized by the dedicated hardware that performs the specified function or action, or can be realized by the combination of dedicated hardware and computer instructions.

[0161] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A vehicle control method, characterized in that: include: When a braking command is received or it is determined that the vehicle has a braking tendency, within a first preset time period, the first acceleration is adjusted to a preset acceleration according to a first target adjustment speed, the first target adjustment speed being an adjustment speed that enables the vehicle to smoothly transition from the first acceleration to the preset acceleration, the first acceleration being an acceleration calculated by the adaptive cruise control system when the braking command is received or it is determined that the vehicle has a braking tendency; Controlling the vehicle to decelerate according to the preset acceleration until the speed of the vehicle is no greater than a first preset threshold; Within a second preset time period, adjusting the first braking force to a first target braking force according to a second target adjustment speed, wherein the first braking force is a braking force corresponding to the preset acceleration, the first target braking force is a braking force corresponding to the slope of the vehicle, and the second target adjustment speed is an adjustment speed that enables the vehicle to smoothly transition from the first braking force to the first target braking force; The vehicle is braked to a stop according to the braking force control during the braking force adjustment process.

2. The method according to claim 1, characterized in that The step of adjusting the first acceleration to a preset acceleration according to a first target adjustment speed within a first preset time period includes: Constructing a smooth curve of the acceleration of the vehicle from the first acceleration to the preset acceleration within the first preset time period, wherein the first preset time period includes a plurality of target moments, wherein the absolute value of a target slope corresponding to any one of the target moments is less than a second preset threshold, the target slope is a tangent slope of the smooth curve at a point corresponding to the target moment, and the second preset threshold is a preset threshold for making the vehicle smoothly transition from the first acceleration to the preset acceleration; The first acceleration is adjusted to the preset acceleration according to the smooth curve.

3. The method according to claim 1, characterized in that Before adjusting the first braking force to the first target braking force according to the second target adjustment speed within the second preset time period, the method further includes: obtaining the first target braking force; calculating a difference between the first target braking force and the first braking force; The ratio of the difference and the second preset time length is determined as the second target adjustment speed.

4. The method according to claim 3, characterized in that The obtaining of the first target braking force includes: When the vehicle speed is not greater than the first preset threshold, a first braking duration is calculated according to a first vehicle speed and a second acceleration, wherein the first vehicle speed is the vehicle speed when the vehicle speed is not greater than the first preset threshold, and the second acceleration is the acceleration corresponding to the first vehicle speed; When the first braking time is less than a third preset time and the throttle opening is less than a third preset threshold, the first target braking force is obtained.

5. The method according to claim 3 or 4, characterized in that: Acquiring the first target braking force includes: Obtaining the mass of the vehicle and a first slope of the vehicle; The first target braking force is calculated based on the mass and the first slope.

6. The method according to claim 1, characterized in that After controlling the vehicle to stop according to the braking force in the braking force adjustment process, the method further includes: After a fourth preset time period after the vehicle stops, obtaining the mass of the vehicle and the second slope of the vehicle; calculating a second target braking force according to the mass and the second slope; adjusting the first target braking force to the second target braking force; The vehicle is controlled to start according to the second target braking force.

7. The method according to claim 1, characterized in that When a braking instruction is received or it is determined that the vehicle has a braking tendency, before adjusting the first acceleration to a preset acceleration according to a first target adjustment speed within a first preset time period, the method further includes: When the speed of the vehicle is not greater than a fourth preset threshold, a second braking duration is calculated according to a second vehicle speed and a third acceleration, wherein the second vehicle speed is the vehicle speed when the speed of the vehicle is not greater than the fourth preset threshold, and the third acceleration is the acceleration corresponding to the second vehicle speed; When the second braking time is shorter than a fifth preset time, it is determined that the vehicle has a braking trend.

8. A vehicle control device, characterized in that: The device comprises: a first adjustment module, configured to adjust the first acceleration to a preset acceleration according to a first target adjustment speed within a first preset time period when a braking command is received or when it is determined that the vehicle has a braking tendency, wherein the first target adjustment speed is an adjustment speed that enables the vehicle to smoothly transition from the first acceleration to the preset acceleration, and the first acceleration is an acceleration calculated by the adaptive cruise control system when the braking command is received or when it is determined that the vehicle has a braking tendency; A first control module, configured to control the vehicle to decelerate according to the preset acceleration until the vehicle speed is no greater than a first preset threshold; a second adjustment module, configured to adjust the first braking force to a first target braking force according to a second target adjustment speed within a second preset time period, wherein the first braking force is a braking force corresponding to the preset acceleration, the first target braking force is a braking force corresponding to the slope of the vehicle, and the second target adjustment speed is an adjustment speed that enables the vehicle to smoothly transition from the first braking force to the first target braking force; The second control module is used to control the vehicle to stop according to the braking force during the braking force adjustment process.

9. An electronic device, characterized in that: The electronic device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the vehicle control method according to any one of claims 1 to 8 is implemented.

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

11. A vehicle, characterized in that: Include at least one of the following: The vehicle control device as claimed in claim 8; The electronic device as claimed in claim 9; The computer readable storage medium of claim 10.

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