A control method, device, system and vehicle of an automatic parking function

Abstract

The embodiment of the application provides a kind of automatic parking function control method, device, system and vehicle, can be when vehicle driving state and external environment satisfy certain condition, automatically open automatic parking function, do not need driver to manually open, improve the use experience of driver, also avoid the safety accident possibly caused by driver forgets to manually open automatic parking function.Therein, the control method of automatic parking function includes: determining that the driver is in the main driving position;Obtain the first driving parameter information and the first external environment information of the vehicle;In response to determining that the first vehicle driving parameter information meets the preset condition, and determining that the first external environment information indicates that the vehicle is in the target driving scene, control the automatic parking function to open, and the target driving scene is an uphill scene, a waiting traffic signal light scene or a congestion scene.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicles, and in particular, to a control method, device and system of an automatic parking function and a vehicle. BACKGROUND

[0002] At present, most vehicles are equipped with an automatic parking function (AUTO HOLD), and the automatic parking function after being activated enables a user to conveniently realize temporary parking. However, the automatic parking function needs to be manually turned on by the user after each power-on of the vehicle, which is relatively cumbersome and the user is likely to forget. SUMMARY

[0003] Embodiments of the present application provide a control method, device and system of an automatic parking function and a vehicle, which can automatically turn on the automatic parking function when the driving state of the vehicle and the external environment meet certain conditions, without the need for the driver to manually turn on the automatic parking function, thereby improving the user experience of the driver and avoiding possible safety accidents due to the driver forgetting to manually turn on the automatic parking function.

[0004] In a first aspect, embodiments of the present application provide a control method of an automatic parking function, the method comprising:

[0005] determining that a driver is in a main driver position;

[0006] obtaining first driving parameter information and first external environment information of the vehicle, the first driving parameter information comprising a vehicle state, a gear state and a vehicle speed;

[0007] in response to determining that the first vehicle driving parameter information meets a preset condition and determining that the first external environment information indicates that the vehicle is in a target driving scene, controlling the automatic parking function to be turned on, wherein the preset condition comprises that the vehicle state is in a starting state or a drivable state, the gear state is in a forward gear or a reverse gear, and the vehicle speed is less than a set threshold, and the target driving scene is an uphill scene, a traffic signal waiting scene or a congestion scene.

[0008] In embodiments of the present application, when the driving state of the vehicle meets certain conditions, for example, the vehicle state is in a starting state or a drivable state, the gear is in a forward gear or a reverse gear, and the vehicle speed is relatively low, and the external environment of the vehicle meets certain conditions, for example, the external environment is an uphill scene, a traffic signal waiting scene or a congestion scene, it can be considered that the vehicle has a relatively high possibility of needing temporary parking, and therefore the automatic parking function can be automatically turned on, without the need for the driver to manually turn on the automatic parking function, thereby improving the user experience of the driver and avoiding possible safety accidents due to the driver forgetting to manually turn on the automatic parking function.

[0009] Optionally, the first external environment information comprises road directional arrow information, traffic signal lamp graphics and traffic signal lamp colors, and determining that the first external environment information indicates that the vehicle is in a target driving scenario comprises:

[0010] determining a matched traffic signal lamp graphic according to a direction indicated by the road directional arrow information;

[0011] in response to determining that a traffic signal lamp color corresponding to the traffic signal lamp graphic represents warning / inhibition of passing, determining that the vehicle is in the waiting traffic signal lamp scenario.

[0012] In the embodiments of the present application, the direction indicated by the road directional arrow can be considered as the current driving direction of the vehicle, and then a corresponding traffic signal lamp graphic (left-turn graphic, straight-ahead graphic, right-turn graphic) is matched according to the current driving direction of the vehicle, and if the signal lamp color corresponding to the traffic signal lamp graphic represents warning / inhibition of passing, it indicates that the vehicle is not allowed to continue driving in the current driving direction, so that it can be accurately determined that the vehicle is currently in the waiting traffic signal lamp scenario.

[0013] Optionally, the first external environment information comprises the speed of a front vehicle in the same lane and the relative distance between the front vehicle and the vehicle, and determining that the first external environment information indicates that the vehicle is in a target driving scenario comprises:

[0014] in response to determining that the speed is less than a preset speed threshold and the relative distance is less than a preset distance threshold, determining that the vehicle is in the congestion scenario.

[0015] In the embodiments of the present application, if the speed of the front vehicle in the same lane is small and the relative distance between the front vehicle and the vehicle in the same lane is also small, it indicates that the current vehicle cannot drive fast in the current lane, so that it can be accurately determined that the vehicle is currently in the congestion scenario.

[0016] Optionally, the first external environment information comprises an initial slope value, and determining that the first external environment information indicates that the vehicle is in a target driving scenario comprises:

[0017] determining an initial slope correction coefficient, the initial slope correction coefficient being related to a real-time vehicle speed, a set vehicle speed range and a vehicle wheelbase;

[0018] determining a target slope correction coefficient based on the initial slope correction coefficient and a slope update period;

[0019] determining a slope value of a current period according to the initial slope value, a slope value of a previous period and the target slope correction coefficient;

[0020] If the slope value of the current period is greater than a preset slope value, it is determined that the vehicle is in the uphill scene.

[0021] In the embodiments of the present application, during the uphill process of the vehicle, the vehicle speed and the wheelbase of the vehicle affect the pitch state of the vehicle, and the pitch state of the vehicle has a significant influence on the estimation of the slope. Therefore, in the case of obtaining the initial slope value, the initial slope correction coefficient can be determined according to the actual vehicle speed and the wheelbase of the current vehicle, and on this basis, the target slope correction coefficient can be determined. Then, the initial slope value, the slope value of the last period and the target slope correction coefficient are combined to accurately determine the slope value of the current period. If the determined slope value of the current period is large, it can be accurately judged that the current vehicle is in the uphill scene.

[0022] Optionally, the initial slope correction coefficient is determined by:

[0023] When the real-time vehicle speed is less than the lower limit value of the set vehicle speed range, the initial slope correction coefficient is determined according to the lower limit value of the set vehicle speed range and the wheelbase;

[0024] When the real-time vehicle speed is within the set vehicle speed range, the initial slope correction coefficient is determined according to the real-time vehicle speed and the wheelbase;

[0025] When the real-time vehicle speed is greater than the upper limit value of the set vehicle speed range, the initial slope correction coefficient is determined according to the upper limit value of the set vehicle speed range and the wheelbase.

[0026] In the embodiments of the present application, when the real-time vehicle speed is within the set vehicle speed range, it indicates that the size of the real-time vehicle speed is appropriate, and the initial slope correction coefficient can be directly determined by combining the real-time vehicle speed and the wheelbase. At this time, the determined initial slope correction coefficient can better play a correction role. If the real-time vehicle speed is less than the lower limit value of the set vehicle speed range, it indicates that the real-time vehicle speed is small. At this time, if the real-time vehicle speed and the wheelbase are directly used to determine the initial slope correction coefficient, the initial slope correction coefficient will also be small, so that it cannot play a correction role. Therefore, the lower limit value of the set vehicle speed range and the wheelbase can be used to jointly determine the initial slope correction coefficient, so as to increase the initial slope correction coefficient to a certain extent, so that it can play a correction role. Conversely, if the real-time vehicle speed is greater than the upper limit value of the set vehicle speed range, it indicates that the real-time vehicle speed is large. At this time, if the real-time vehicle speed and the wheelbase are directly used to jointly determine the initial slope correction coefficient, the initial slope correction coefficient will be large, so that it is corrected too much. Therefore, the upper limit value of the set vehicle speed range and the wheelbase can be used to jointly determine the initial slope correction coefficient, so as to reduce the initial slope correction coefficient to a certain extent, so that it will not be corrected too much.

[0027] Optionally, the slope value of the current period is determined according to the initial slope value, the slope value of the last period and the target slope correction coefficient, and the method comprises the following steps:

[0028] If the initial slope value is less than the difference between the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the difference between the slope value of the last period and the target slope correction coefficient.

[0029] If the initial slope value is not less than the difference between the slope value of the last period and the target slope correction coefficient and is not greater than the sum of the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the initial slope value.

[0030] If the initial slope value is greater than the sum of the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the sum of the slope value of the last period and the target slope correction coefficient.

[0031] In the embodiments of the present application, generally, the slope value of the current period will not suddenly change compared with the slope value of the last period, and therefore, after the slope value of the last period is known and the target slope correction coefficient is determined, it is considered to be reasonable that the slope value of the current period is within the slope range determined by the slope value of the last period and the target slope correction coefficient. Therefore, if the initial slope value is not less than the difference between the slope value of the last period and the target slope correction coefficient and is not greater than the sum of the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the initial slope value; if the initial slope value is less than the difference between the slope value of the last period and the target slope correction coefficient, it is considered that the initial slope value is too small compared with the slope value of the last period, which is not reasonable, and therefore, the slope value of the current period is set to the lower limit value of the slope range determined by the slope value of the last period and the target slope correction coefficient, i.e. the difference between the slope value of the last period and the target slope correction coefficient; if the initial slope value is greater than the sum of the slope value of the last period and the target slope correction coefficient, it is considered that the initial slope value is too large compared with the slope value of the last period, which is not reasonable, and therefore, the slope value of the current period is set to the upper limit value of the slope range determined by the slope value of the last period and the target slope correction coefficient, i.e. the sum of the slope value of the last period and the target slope correction coefficient.

[0032] Optionally, after the automatic parking function is controlled to be turned on, the method further comprises the following steps:

[0033] obtaining second driving parameter information of the vehicle;

[0034] in response to determining that the second driving parameter information meets the preset condition for activating the automatic parking function and detecting a pressing operation on the automatic parking switch, controlling the automatic parking function to be turned off.

[0035] In the embodiments of the present application, after the vehicle is controlled to actively start the automatic parking function, if the activation condition of the automatic parking function is met, the automatic parking function should be activated at this time, so that the vehicle enters a temporary parking state. At this time, if it is detected that the user manually presses the automatic parking switch, it indicates that the user does not want to use the automatic parking function, and therefore the automatic parking function can be controlled to be closed.

[0036] Optionally, after the automatic parking function is controlled to be closed, the method further comprises:

[0037] obtaining third driving parameter information and second external environment information of the vehicle;

[0038] in response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scene, the automatic parking function is prohibited from being started.

[0039] In the embodiments of the present application, in the case where it is determined that the user does not want to use the automatic parking function and the automatic parking function is closed, if the vehicle again meets the condition of actively starting the automatic parking function, the automatic parking function will not be actively started again in the current power-on period, so as to give priority to meeting the user's demand.

[0040] Optionally, in response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scene, the automatic parking function is prohibited from being started, comprising:

[0041] updating a first value of a target field to a second value, the first value representing that the automatic parking function is allowed to be actively started, and the second value representing that the automatic parking function is not allowed to be actively started;

[0042] in response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scene, and the target field is the second value, the automatic parking function is prohibited from being started.

[0043] In the embodiments of the present application, a target field is used to manage whether the vehicle is allowed to automatically start the automatic parking function. When the vehicle is powered on, the target field is set to a first value, that is, it is by default allowed to actively start the automatic parking function. In the case where it is determined that the user does not want to use the automatic parking function, the target field is set to a second value, that is, it is represented that the automatic parking function is not allowed to be actively started. On this basis, even if the vehicle again meets the condition of actively starting the automatic parking function, since the target field is currently the second value, the automatic parking function cannot be actively started again, thereby avoiding the need to manually close the automatic parking function multiple times in the same power-on period when the user does not want to use the automatic parking function.

[0044] Optionally, the method further comprises:

[0045] restoring the target field from the second value to the first value after determining that the vehicle is re-powered.

[0046] In the embodiments of the present application, after the vehicle is re-powered, the target field is restored from the second value to the first value, so that after re-powering, the demand of the user for actively starting the automatic parking function can be met.

[0047] In a second aspect, the embodiments of the present application provide an automatic parking function control device, which comprises:

[0048] A determination unit configured to determine that a driver is in a main driving position.

[0049] A obtaining unit configured to obtain first driving parameter information and first external environment information of a vehicle, wherein the first driving parameter information comprises a vehicle state, a gear state and a vehicle speed.

[0050] A control unit configured to, in response to determining that the first vehicle driving parameter information meets a preset condition and determining that the first external environment information indicates that the vehicle is in a target driving scene, control the automatic parking function to be started, wherein the preset condition comprises that the vehicle state is in a starting state or a drivable state, the gear state is a forward gear or a reverse gear, and the vehicle speed is less than a set threshold, and the target driving scene is an uphill scene, a traffic signal waiting scene or a congestion scene.

[0051] Optionally, the first external environment information comprises road directional arrow information, traffic signal light graphics and traffic signal light colors, and the control unit is specifically configured to:

[0052] determine a matching traffic signal light graphic according to a direction indicated by the road directional arrow information.

[0053] In response to determining that a traffic signal light color corresponding to the traffic signal light graphic represents warning / inhibition of passing, determine that the vehicle is in the traffic signal waiting scene.

[0054] Optionally, the first external environment information comprises a speed of a same-lane front vehicle and a relative distance between the same-lane front vehicle and the vehicle, and the control unit is specifically configured to:

[0055] In response to determining that the speed is less than a preset speed threshold and the relative distance is less than a preset distance threshold, determine that the vehicle is in the congestion scene.

[0056] Optionally, the first external environment information comprises an initial slope value, and the control unit comprises:

[0057] a coefficient determining sub-unit, configured to determine an initial slope correction coefficient, the initial slope correction coefficient being related to a real-time vehicle speed, a set vehicle speed range, and a wheelbase of the vehicle;

[0058] The coefficient determining sub-unit is further configured to determine a target slope correction coefficient based on the initial slope correction coefficient and a slope update period;

[0059] a slope determining sub-unit, configured to determine a slope value of a current period according to the initial slope value, a slope value of a previous period, and the target slope correction coefficient;

[0060] a scene determining sub-unit, configured to determine that the vehicle is in the uphill scene if the slope value of the current period is greater than a preset slope value.

[0061] Optionally, the coefficient determining sub-unit is specifically configured to:

[0062] determine the initial slope correction coefficient according to a lower limit value of the set vehicle speed and the wheelbase when the real-time vehicle speed is less than the lower limit value of the set vehicle speed range;

[0063] determine the initial slope correction coefficient according to the real-time vehicle speed and the wheelbase when the real-time vehicle speed is within the set vehicle speed range;

[0064] determine the initial slope correction coefficient according to an upper limit value of the set vehicle speed range and the wheelbase when the real-time vehicle speed is greater than the upper limit value of the set vehicle speed range.

[0065] Optionally, the slope determining sub-unit is specifically configured to:

[0066] if the initial slope value is less than a difference between the slope value of the previous period and the target slope correction coefficient, the slope value of the current period is the difference between the slope value of the previous period and the target slope correction coefficient;

[0067] if the initial slope value is not less than the difference between the slope value of the previous period and the target slope correction coefficient, and is not greater than a sum of the slope value of the previous period and the target slope correction coefficient, the slope value of the current period is the initial slope value;

[0068] if the initial slope value is greater than the sum of the slope value of the previous period and the target slope correction coefficient, the slope value of the current period is the sum of the slope value of the previous period and the target slope correction coefficient.

[0069] Optionally, the acquisition unit is further configured to:

[0070] acquire second driving parameter information of the vehicle.

[0071] The control unit is further configured to:

[0072] In response to determining that the second driving parameter information meets a preset condition for activating the automatic parking function and detecting a pressing operation on the automatic parking switch, the control unit controls the automatic parking function to be closed.

[0073] Optionally, the acquisition unit is further configured to:

[0074] acquire third driving parameter information and second external environment information of the vehicle.

[0075] The control unit is further configured to:

[0076] In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scenario, the control unit controls the automatic parking function to be prohibited from being started.

[0077] Optionally, the control unit is specifically configured to:

[0078] update a first value of a target field to a second value, the first value representing that the automatic parking function is allowed to be actively started, and the second value representing that the automatic parking function is not allowed to be actively started.

[0079] In response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scenario, and the target field being the second value, the control unit controls the automatic parking function to be prohibited from being started.

[0080] Optionally, the control unit is further configured to:

[0081] In response to determining that the vehicle is powered on again, the control unit controls the target field to be restored from the second value to the first value.

[0082] In a third aspect, an electronic stability control system is provided, which includes a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the electronic stability control system is triggered to perform the steps of the method according to any of the embodiments of the second aspect.

[0083] In a fourth aspect, a vehicle is provided, which includes the electronic stability control system according to the third aspect.

[0084] In a fifth aspect, an embodiment of the present application provides a computer readable storage medium, which stores computer instructions, and the computer instructions make a computer execute steps of the method according to any one of the embodiments of the first aspect when the computer runs.

[0085] It should be understood that the second to fifth aspects of the embodiments of the present application are consistent with the technical solution of the first aspect of the embodiments of the present application, and the beneficial effects obtained by each aspect and the corresponding feasible implementation manner are similar, and will not be repeated. BRIEF DESCRIPTION OF DRAWINGS

[0086] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0087] Figure 1 A flowchart of a control method of an automatic parking function provided by the embodiments of the present application;

[0088] Figure 2 A flowchart of a method for determining a waiting traffic signal scene provided by the embodiments of the present application;

[0089] Figure 3 A flowchart of a method for determining a congestion scene provided by the embodiments of the present application;

[0090] Figure 4 A flowchart of a method for determining an uphill scene provided by the embodiments of the present application;

[0091] Figure 5 A flowchart of a method for determining an initial slope correction coefficient provided by the embodiments of the present application;

[0092] Figure 6 A flowchart of a method for determining a slope value of a current period provided by the embodiments of the present application;

[0093] Figure 7 A flowchart of a method for turning off an automatic parking function provided by the embodiments of the present application;

[0094] Figure 8 A flowchart of a method for prohibiting active opening of an automatic parking function provided by the embodiments of the present application;

[0095] Figure 9 A flowchart of a method for prohibiting active opening of an automatic parking function provided by the embodiments of the present application;

[0096] Figure 10A structural schematic diagram of a control device of an automatic parking function provided in an embodiment of the present application;

[0097] Figure 11 A structural schematic diagram of an electronic stability control system provided in an embodiment of the present application;

[0098] Figure 12 A structural schematic diagram of a vehicle provided in an embodiment of the present application.

CONCRETE IMPLEMENTATION

[0099] In order to better understand the technical solutions of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0100] It should be clear that the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0101] The terms used in the embodiments of the present application are only for the purpose of describing the specific embodiments, and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0102] At present, most vehicles are equipped with an automatic parking function. After being activated, the automatic parking function enables the user to conveniently realize temporary parking. However, in order to make the automatic parking function work, the user often needs to manually turn on the automatic parking function after each power-on of the vehicle, which is relatively cumbersome and the user is likely to forget.

[0103] In view of this, the embodiments of the present application provide a control method of an automatic parking function. In the method, when the driving state of the vehicle and the external environment meet certain conditions, it can be considered that the vehicle is more likely to need temporary parking, so the automatic parking function can be controlled to be actively turned on without the driver manually turning it on, which improves the user experience of the driver and also avoids safety accidents that may be caused by the driver forgetting to manually turn on the automatic parking function.

[0104] The technical solutions protected by the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0105] Please refer to Figure 1 A flowchart of a control method of an automatic parking function provided in an embodiment of the present application. The method is applied to an electronic stability control system (ESC), and the flow of the method is described as follows:

[0106] Step 101: determining that the driver is in the main driving position.

[0107] In the embodiments of the present application, the driver being in the main driving position is taken as one of the prerequisites for actively starting the automatic parking function, aiming to ensure that the vehicle is in a controllable state after the automatic parking function is activated in the subsequent process. The way of determining that the driver is in the main driving position is described in detail below.

[0108] Firstly, whether the driver is in the main driving position is checked based on the gravity sensor. The main driving position is provided with a gravity sensor, and if the gravity value of the gravity sensor obtained by the ESC is greater than a set threshold value, it is determined that the driver is in the main driving position.

[0109] Secondly, it is determined based on the vehicle state parameters related to the driving behavior of the driver. As one possible implementation, if the ESC detects that the seat belt state switches from the unactivated state to the activated state, it is determined that the driver is in the main driving position; as another possible implementation, if the ESC detects that the lane deviation degree is less than a set degree, it is determined that the driver is in the main driving position. Of course, it can also be determined that the driver is in the main driving position only when the above two conditions are met at the same time, which is not particularly limited in the present application.

[0110] Step 102: obtaining first driving parameter information and first external environment information of the vehicle.

[0111] In the embodiments of the present application, the first driving parameter information and the first external environment information of the vehicle can be combined to determine whether the automatic parking function needs to be actively started. For example, the first driving parameter information includes the vehicle state, the gear state and the vehicle speed, and of course it can also include other driving parameters, which are not particularly limited in the present application.

[0112] Step 103: in response to determining that the first vehicle driving parameter information meets the preset condition.

[0113] In the embodiments of the present application, the vehicle needs to actively start the parking function, usually when it needs to temporarily park in the driving state, then before temporarily parking, the vehicle state should be in the starting state or the drivable state, the gear state should be in the forward gear or the reverse gear, and the vehicle speed should be lower than a set threshold value. It should be understood that the vehicle speed lower than the set threshold value indicates that the current vehicle speed is relatively low, so the possibility of temporary parking demand is higher, and therefore the vehicle speed lower than the set threshold value is also taken as a prerequisite for determining whether the automatic parking function needs to be actively started.

[0114] Step 104: in response to determining that the first external environment information indicates that the vehicle is in a target driving scene.

[0115] In the embodiments of the present application, after determining that the driving state of the vehicle meets the precondition for actively opening the automatic parking function, it is further needed to determine whether the external environment of the vehicle also meets the precondition for actively opening the automatic parking function. For example, based on the first external environment information, it is determined whether the vehicle is in a target driving scene. The target driving scene can be an uphill scene, a traffic signal waiting scene, or a congestion scene. The following will be described in detail how to determine the above three scenes.

[0116] Please refer to Figure 2 A flowchart for determining a traffic signal waiting scene is provided for the embodiments of the present application. Step 104 can be implemented by executing sub-step 1041 to sub-step 1042.

[0117] Step 1041: Determine the matching traffic signal light pattern according to the direction indicated by the road directional arrow information.

[0118] Step 1042: In response to determining that the traffic signal light pattern corresponds to a traffic signal light color representing warning / inhibition of passing, it is determined that the vehicle is in a traffic signal waiting scene.

[0119] In the embodiments of the present application, the first external environment information can include road directional arrow information, traffic signal light pattern, and traffic signal light color. The direction indicated by the road directional arrow can be considered as the current driving direction of the vehicle. Then, according to the current driving direction of the vehicle, the corresponding traffic signal light pattern (left turn pattern, straight ahead pattern, right turn pattern) is matched. If the traffic signal light color corresponding to the traffic signal light pattern represents warning / inhibition of passing, it means that the vehicle is not allowed to continue driving in the current driving direction, so that it can be accurately determined that the vehicle is currently in a traffic signal waiting scene.

[0120] For example, when the road directional arrow is left turn, the matching traffic signal light pattern is determined to be left turn signal light. If the left turn signal light is yellow or red, it is determined to be in a left turn traffic signal waiting scene.

[0121] For example, when the road directional arrow is right turn, the matching traffic signal light pattern is determined to be right turn signal light. If the right turn signal light is yellow or red, it is determined to be in a right turn traffic signal waiting scene.

[0122] For example, when the road directional arrow is straight ahead, the matching traffic signal light pattern is determined to be straight ahead signal light. If the straight ahead signal light is yellow or red, it is determined to be in a straight ahead traffic signal waiting scene.

[0123] Please refer to Figure 3 A flowchart for determining a congestion scene is provided for the embodiments of the present application. Step 104 can be implemented by executing sub-step 1043.

[0124] Step 1043: In response to determining that the speed of the vehicle in the same lane ahead is less than the preset speed threshold, and the relative distance between the vehicle and the vehicle in the same lane ahead is less than the preset distance threshold, it is determined that the vehicle is in a congestion scene.

[0125] In the embodiment of the application, if the speed of the vehicle in the same lane ahead is small, and the relative distance between the vehicle and the vehicle in the same lane ahead is also small, it indicates that the current vehicle cannot drive fast in the current lane, so that the current vehicle can be accurately judged to be in a congestion scene.

[0126] Please refer to Figure 4 A flowchart for determining an uphill scene is provided in the embodiment of the application. Step 104 can be implemented by executing sub-steps 1044 to 1047:

[0127] Step 1044: Determine the initial slope correction coefficient.

[0128] In the embodiment of the application, during the uphill process of the vehicle, the speed of the vehicle and the wheelbase will affect the pitch state of the vehicle, and the pitch state of the vehicle has a significant influence on the estimation of the slope. Therefore, the initial slope correction coefficient can be determined according to the actual speed of the current vehicle, the set speed range and the wheelbase.

[0129] The method for determining the initial slope correction coefficient according to the actual speed of the vehicle, the set speed range and the wheelbase is described in detail below.

[0130] Please refer to Figure 5 A flowchart of a method for determining an initial slope correction coefficient is provided in the embodiment of the application. Step 1044 can be implemented by executing sub-steps 10441 to 10443:

[0131] Step 10441: When the real-time speed is less than the lower limit value of the set speed range, the initial slope correction coefficient is determined according to the lower limit value of the set speed range and the wheelbase.

[0132] In the embodiment of the application, if the real-time speed is less than the lower limit value of the set speed range, it indicates that the real-time speed is small. At this time, if the real-time speed and the wheelbase are directly used to determine the initial slope correction coefficient, the initial slope correction coefficient will also be small, which will not be able to play a correction role. Therefore, the lower limit value of the set speed range and the wheelbase can be used to determine the initial slope correction coefficient together, so as to increase the initial slope correction coefficient to a certain extent, so that it can play a correction role.

[0133] Step 10442: When the real-time speed is within the set speed range, the initial slope correction coefficient is determined according to the real-time speed and the wheelbase.

[0134] In the embodiment of the present application, when the real-time vehicle speed is within the set vehicle speed range, it indicates that the real-time vehicle speed is appropriate in size, and the initial slope correction coefficient can be determined directly by combining the real-time vehicle speed and the wheelbase. At this time, the determined initial slope correction coefficient can better play a correction role.

[0135] Step 10443: When the real-time vehicle speed is greater than the upper limit value of the set vehicle speed range, the initial slope correction coefficient is determined according to the upper limit value of the set vehicle speed range and the wheelbase.

[0136] In the embodiment of the present application, if the real-time vehicle speed is greater than the upper limit value of the set vehicle speed range, it indicates that the real-time vehicle speed is large. At this time, if the real-time vehicle speed and the wheelbase are directly used to determine the initial slope correction coefficient, the initial slope correction coefficient will be large, which will cause excessive correction. Therefore, the upper limit value of the set vehicle speed range and the wheelbase are used to determine the initial slope correction coefficient, so as to reduce the initial slope correction coefficient to a certain extent and prevent excessive correction.

[0137] It is worth noting that, since the vehicle speed is positively correlated with the pitch state, and the wheelbase is negatively correlated with the pitch state, when the initial slope correction coefficient is determined based on the vehicle speed and the wheelbase, the initial slope correction coefficient is positively correlated with the vehicle speed and negatively correlated with the wheelbase.

[0138] The calculation method of the initial slope correction coefficient is shown in formula (1):

[0139] x = n * k / L (1)

[0140] Wherein, x represents the initial slope correction coefficient, n represents the slope correction number, k represents the vehicle speed value in the set vehicle speed range, and L represents the wheelbase of the vehicle.

[0141] When the real-time vehicle speed V < V_LimMin, k = V_LimMin; when V_LimMin ≤ Vx ≤ VxLimMax, k = V; when the vehicle speed V > V_LimMax, k = V_LimMax, wherein V_LimMin represents the lower limit value of the set vehicle speed range, and V_LimMax represents the upper limit value of the set vehicle speed range.

[0142] Step 1045: The target slope correction coefficient is determined based on the initial slope correction coefficient and the slope update period.

[0143] In the embodiment of the present application, the slope update period can be considered as the interval length of the vehicle calculating the slope each time. The initial slope correction coefficient calculated in step 1044 can be considered as the slope correction value in a unit time, and then according to the target slope correction coefficient determined by the initial slope correction coefficient and the slope update period, the slope value that needs to be corrected in a slope update period can be considered, that is, the maximum change amount of the slope value in a slope update period.

[0144] The calculation method of the target slope correction coefficient is shown in formula (2):

[0145] Del_Slope = x * t (2)

[0146] Wherein, Del_Slope represents the target slope correction coefficient, x represents the initial slope correction coefficient, and t represents the slope update period.

[0147] Step 1046: determining the slope value of the current period according to the initial slope value, the slope value of the last period and the target slope correction coefficient.

[0148] In the embodiment of the present application, the initial slope value can be included in the first external environment information, and on this basis, the slope value of the current period can be determined in combination with the slope value of the last period and the target slope correction coefficient. How to determine the slope value of the current period is described in detail below.

[0149] Please refer to Figure 6 The flowchart of a method for determining the slope value of the current period provided in the embodiment of the present application. Step 1046 can be realized by executing sub-steps 10461 to 10463:

[0150] Step 10461: if the initial slope value is less than the difference between the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the difference between the slope value of the last period and the target slope correction coefficient.

[0151] In the embodiment of the present application, if the initial slope value is less than the difference between the slope value of the last period and the target slope correction coefficient, it is considered that the initial slope value is less than the slope value of the last period more, and in general, the slope value of the current period will not be mutated compared with the slope value of the last period, therefore, the slope value of the current period is set to the lower limit value of the slope range determined by the slope value of the last period and the target slope correction coefficient, that is, the difference between the slope value of the last period and the target slope correction coefficient, which avoids that the slope value of the current period is much smaller than the slope value of the last period, and improves the accuracy of the determined slope value of the current period.

[0152] Step 10462: If the initial slope value is not less than the difference between the slope value of the last period and the target slope correction coefficient, and is not greater than the sum of the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the initial slope value.

[0153] In the embodiments of the present application, if the initial slope value is not less than the difference between the slope value of the last period and the target slope correction coefficient, and is not greater than the sum of the slope value of the last period and the target slope correction coefficient, it can be considered that the determined initial slope value is more reasonable, and therefore, the determined initial slope value can be used as the slope value of the current period.

[0154] Step 10463: If the initial slope value is greater than the sum of the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the sum of the slope value of the last period and the target slope correction coefficient.

[0155] In the embodiments of the present application, if the initial slope value is greater than the sum of the slope value of the last period and the target slope correction coefficient, it is considered that the initial slope value is greater than the slope value of the last period by more, and in general, the slope value of the current period will not be mutated compared with the slope value of the last period, and therefore, the slope value of the current period is set to the upper limit value of the slope range determined by the slope value of the last period and the target slope correction coefficient, i.e., the sum of the slope value of the last period and the target slope correction coefficient, which avoids that the slope value of the current period is much greater than the slope value of the last period, and improves the accuracy of the determined slope value of the current period.

[0156] The calculation method of the slope value of the current period is shown in formulas (3)-(5):

[0157] When Slope_Init < Slope_Init_K1 - Del_Slope:

[0158] Slope_Est_K0 = Slope_Est_K1 - Del_Slope (3)

[0159] When Slope_Est_K1 - Del_Slope ≤ Slope_Init ≤ Slope_Est_K1 + Del_Slope:

[0160] Slope_Est_K0 = Slope_Init (4)

[0161] When Slope_Init > Slope_Est_K1 + Del_Slope:

[0162] Slope_Est_K0 = Slope_Est_K1 + Del_Slope (5)

[0163] Slope_Est_K0 = Slope_Est_K1 + Del_Slope * (Slope_Init - Slope_Est_K1), wherein, Slope_Est_K0 represents the slope value of the current period, Slope_Est_K1 represents the slope value of the previous period, Del_Slope represents the target slope correction coefficient, and Slope_Init represents the initial slope value.

[0164] Step 1047: If the slope value of the current period is greater than the preset slope value, it is determined that the vehicle is in an uphill scene.

[0165] In the embodiments of the present application, the actual driving road cannot be completely flat, that is, the actual driving road has more or less a certain slope. Therefore, if the slope value of the current period is greater than the preset slope value, it is determined that the vehicle is in an uphill scene.

[0166] Step 105: The automatic parking function is controlled to be turned on.

[0167] In the embodiments of the present application, when it is determined that the driving state of the vehicle and the external environment meet the preset conditions, the automatic parking function can be controlled to be turned on.

[0168] In some embodiments, considering that not every driver wants to actively turn on the automatic parking function during driving, in the embodiments of the present application, after the automatic parking function is turned on, the automatic parking function can be closed according to the needs of the driver.

[0169] Please refer to Figure 7 A flowchart of a method for closing the automatic parking function provided in the embodiments of the present application. After step 105 is executed, steps 106 to 107 can also be executed:

[0170] Step 106: Obtain second driving parameter information of the vehicle.

[0171] Step 107: In response to determining that the second driving parameter information meets the preset condition for activating the automatic parking function and detecting a pressing operation on the automatic parking switch, the automatic parking function is controlled to be closed.

[0172] In the embodiments of the present application, after the vehicle is actively controlled to turn on the automatic parking function, second driving parameter information of the vehicle can be obtained, which includes gear state, brake pedal state and automatic parking function state. If the gear state is forward gear or reverse gear, the brake pedal state is stepped down (it is detected that the brake pedal switch is closed, and the brake master cylinder pressure is not less than the set threshold), and the automatic parking function state is in the activated state, the vehicle should be in the temporary parking state at this time. On this basis, if it is detected that the user manually presses the automatic parking switch, it indicates that the user does not want to use the automatic parking function, and therefore the automatic parking function can be controlled to be closed.

[0173] In some embodiments, after the driver manually turns off the automatic parking function, the vehicle may appear to be in a driving state and external environment that again meets the conditions for actively turning on the automatic parking function during subsequent driving. In the embodiments of the present application, in order to avoid the driver needing to manually turn off the automatic parking function multiple times within the same power-on period, the mechanism for actively turning on the automatic parking function can be designed such that if the driver turns off the automatic parking function within the same power-on period, the automatic parking function cannot be actively turned on again even if the relevant conditions are met again during subsequent driving, thereby prioritizing meeting the needs of the driver.

[0174] Referring to Figure 8 A flowchart of a method for prohibiting actively turning on an automatic parking function is provided in the embodiments of the present application. After step 107, steps 108 to 109 can also be performed:

[0175] Step 108: Obtain third driving parameter information and second external environment information of the vehicle.

[0176] Step 109: In response to determining that the third driving parameter information meets the preset conditions and that the second external environment information indicates that the vehicle is in a target driving scenario, prohibit turning on the automatic parking function.

[0177] In the embodiments of the present application, if the vehicle again meets the conditions for actively turning on the automatic parking function after it is determined that the user does not want to use the automatic parking function and the automatic parking function is turned off, the automatic parking function will not be actively turned on again within the current power-on period, thereby prioritizing meeting the needs of the user.

[0178] The method for prohibiting actively turning on the automatic parking function is described in detail below.

[0179] Referring to Figure 9 A flowchart of a method for prohibiting actively turning on an automatic parking function is provided in the embodiments of the present application. Step 109 can be implemented by performing sub-step 1091 to sub-step 1092:

[0180] Step 1091: Update a first value of a target field to a second value, the first value representing that the automatic parking function is allowed to be actively turned on, and the second value representing that the automatic parking function is not allowed to be actively turned on.

[0181] Step 1092: In response to determining that the third driving parameter information meets the preset conditions, determining that the second external environment information indicates that the vehicle is in a target driving scenario, and that the target field is the second value, prohibit turning on the automatic parking function.

[0182] In the embodiments of the present application, whether the vehicle is allowed to automatically start the automatic parking function is managed through a target field (for example, Auto_AVH_Enable). When the vehicle is powered on, the target field is set to a first value, that is, the automatic parking function is allowed to be actively started by default. When it is determined that the user does not want to use the automatic parking function, the target field is set to a second value, that is, the automatic parking function is not allowed to be actively started. On this basis, even if the vehicle again meets the condition for actively starting the automatic parking function, the automatic parking function cannot be actively started again because the target field is currently the second value, thereby avoiding the need to manually close the automatic parking function multiple times in the same power-on period when the user does not want to use the automatic parking function.

[0183] It is worth noting that after the target field is updated from the first value to the second value, the target field will always be in the second value in the current power-on period. Until the vehicle is powered on again, the target field will return to the first value, at which time the vehicle will again be in a state where the automatic parking function can be actively started under certain conditions.

[0184] Please refer to Figure 10 Based on the same inventive concept, the embodiments of the present application provide a control device of an automatic parking function, which comprises:

[0185] A determination unit 201 is configured to determine whether a driver is in a main driving position.

[0186] A obtaining unit 202 is configured to obtain first driving parameter information and first external environment information of a vehicle, wherein the first driving parameter information comprises a vehicle state, a gear state and a vehicle speed.

[0187] A control unit 203 is configured to, in response to determining that the first vehicle driving parameter information meets a preset condition and determining that the first external environment information indicates that the vehicle is in a target driving scene, control the automatic parking function to be started, wherein the preset condition comprises that the vehicle state is in a starting state or a drivable state, the gear state is in a forward gear or a reverse gear, and the vehicle speed is less than a set threshold, and the target driving scene is an uphill scene, a traffic signal waiting scene or a congestion scene.

[0188] Optionally, the first external environment information comprises road directional arrow information, traffic signal lamp graphics and traffic signal lamp colors, and the control unit 203 is specifically configured to:

[0189] determine a matching traffic signal lamp graphic according to a direction indicated by the road directional arrow information;

[0190] determine that the vehicle is in the traffic signal waiting scene in response to determining that a traffic signal lamp color corresponding to the traffic signal lamp graphic represents a warning / inhibition of passing.

[0191] Optionally, the first external environment information comprises a speed of a vehicle in front of the vehicle in the same lane and a relative distance between the vehicle and the vehicle in front of the vehicle in the same lane, and the control unit 203 is specifically configured to:

[0192] In response to determining that the speed is less than a preset speed threshold and the relative distance is less than a preset distance threshold, it is determined that the vehicle is in a congestion scene.

[0193] Optionally, the first external environment information comprises an initial slope value, and the control unit 203 comprises:

[0194] a coefficient determination sub-unit configured to determine an initial slope correction coefficient, the initial slope correction coefficient being related to a real-time vehicle speed, a set vehicle speed range and a wheelbase of the vehicle;

[0195] the coefficient determination sub-unit is further configured to determine a target slope correction coefficient based on the initial slope correction coefficient and a slope update period;

[0196] a slope determination sub-unit configured to determine a slope value of a current period according to the initial slope value, a slope value of a last period and the target slope correction coefficient;

[0197] a scene determination sub-unit configured to determine that the vehicle is in the uphill scene if the slope value of the current period is greater than a preset slope value.

[0198] Optionally, the coefficient determination sub-unit is specifically configured to:

[0199] when the real-time vehicle speed is less than a lower limit value of the set vehicle speed range, determine the initial slope correction coefficient according to the lower limit value of the set vehicle speed and the wheelbase;

[0200] when the real-time vehicle speed is within the set vehicle speed range, determine the initial slope correction coefficient according to the real-time vehicle speed and the wheelbase;

[0201] when the real-time vehicle speed is greater than an upper limit value of the set vehicle speed range, determine the initial slope correction coefficient according to the upper limit value of the set vehicle speed range and the wheelbase.

[0202] Optionally, the slope determination sub-unit is specifically configured to:

[0203] if the initial slope value is less than a difference between the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the difference between the slope value of the last period and the target slope correction coefficient;

[0204] if the initial slope value is not less than the difference between the slope value of the last period and the target slope correction coefficient and is not greater than a sum of the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the initial slope value.

[0205] If the initial slope value is greater than the sum of the slope value of the last period and the target slope correction coefficient, the slope value of the current period is the sum of the slope value of the last period and the target slope correction coefficient.

[0206] Optionally, the obtaining unit 201 is further configured to:

[0207] obtain second driving parameter information of the vehicle.

[0208] The control unit 203 is further configured to:

[0209] In response to determining that the second driving parameter information meets the preset condition for activating the automatic parking function and detecting the pressing operation on the automatic parking switch, the control unit 203 controls the automatic parking function to be closed.

[0210] Optionally, the obtaining unit 201 is further configured to:

[0211] obtain third driving parameter information and second external environment information of the vehicle.

[0212] The control unit 203 is further configured to:

[0213] In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scene, the control unit 203 controls the automatic parking function to be prohibited from being started.

[0214] Optionally, the control unit 203 is specifically configured to:

[0215] update a first value of a target field to a second value, the first value representing that the automatic parking function is allowed to be actively started, and the second value representing that the automatic parking function is not allowed to be actively started.

[0216] In response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scene, and determining that the target field is the second value, the control unit 203 controls the automatic parking function to be prohibited from being started.

[0217] Optionally, the control unit 203 is further configured to:

[0218] After determining that the vehicle is powered on again, the control unit 203 controls the target field to be restored from the second value to the first value.

[0219] Please refer to Figure 11 , based on the same inventive concept, the embodiments of the present application also provide an electronic stability control system, the electronic stability control system comprises at least one processor 301, the processor 301 is used for executing the computer program stored in the memory, realizing the flow chart of the control method of the automatic parking function provided by the embodiments of the present application as shown in Figures 1-9 .

[0220] Optionally, the processor 301 can be a central processor, a specific ASIC, and can be one or more integrated circuits for controlling program execution.

[0221] Optionally, the electronic stability control system can further include a memory 302 connected with the at least one processor 301, and the memory 302 can include a ROM, a RAM and a disk memory. The memory 302 is used to store data required by the processor 301 during operation, that is, the memory 302 stores instructions executable by the at least one processor 301, and the at least one processor 301 executes the method shown in Figures 1-9 by executing the instructions stored in the memory 302. Wherein the number of memories 302 is one or more. Wherein the number of memories 302 is one or more.

[0222] Please refer to Figure 12 , based on the same inventive concept, the embodiments of the present application provide a vehicle, which includes the electronic stability control system shown in Figure 11 , and the vehicle can be a pure electric vehicle, can be a plug-in hybrid vehicle, or can be a range extender vehicle, and the present application does not make special limitations here.

[0223] The embodiments of the present application also provide a computer storage medium, wherein the computer storage medium stores computer instructions, and when the computer instructions are run on a computer, the computer executes the method shown in Figures 1-9 .

[0224] The above only describes the preferred embodiments of the present application, and does not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A control method of an automatic parking function, characterized by, The method comprises: determining that the driver is in a main driving position; obtaining first driving parameter information and first external environment information of the vehicle, the first driving parameter information comprising a vehicle state, a gear state and a vehicle speed; in response to determining that the first driving parameter information meets a preset condition and that the first external environment information indicates that the vehicle is in a target driving scene, controlling the automatic parking function to be turned on, wherein the preset condition comprises that the vehicle state is in a starting state or a drivable state, the gear state is in a forward gear or a reverse gear, and the vehicle speed is less than a set threshold, and the target driving scene is an uphill scene; the first external environment information comprises an initial slope value, and determining that the first external environment information indicates that the vehicle is in a target driving scene comprises: determining an initial slope correction coefficient, the initial slope correction coefficient being related to a real-time vehicle speed, a set vehicle speed range and a vehicle wheelbase; determining a target slope correction coefficient based on the initial slope correction coefficient and a slope update period; determining a current period slope value according to the initial slope value, a last period slope value and the target slope correction coefficient; if the current period slope value is greater than a preset slope value, determining that the vehicle is in the uphill scene; determining the initial slope correction coefficient comprises: when the real-time vehicle speed is less than a lower limit value of the set vehicle speed range, determining the initial slope correction coefficient according to the lower limit value of the set vehicle speed and the wheelbase; when the real-time vehicle speed is within the set vehicle speed range, determining the initial slope correction coefficient according to the real-time vehicle speed and the wheelbase; when the real-time vehicle speed is greater than an upper limit value of the set vehicle speed range, determining the initial slope correction coefficient according to the upper limit value of the set vehicle speed range and the wheelbase.

2. The method of claim 1, wherein, determining the current period slope value according to the initial slope value, the last period slope value and the target slope correction coefficient comprises: if the initial slope value is less than a difference between the last period slope value and the target slope correction coefficient, the current period slope value is the difference between the last period slope value and the target slope correction coefficient; if the initial slope value is not less than the difference between the last period slope value and the target slope correction coefficient and not greater than a sum of the last period slope value and the target slope correction coefficient, the current period slope value is the initial slope value; if the initial slope value is greater than the sum of the last period slope value and the target slope correction coefficient, the current period slope value is the sum of the last period slope value and the target slope correction coefficient.

3. The method according to any of claims 1-2, characterized in that, after controlling the automatic parking function to be turned on, the method further comprises: obtaining second driving parameter information of the vehicle; in response to determining that the second driving parameter information meets a preset condition for activating the automatic parking function and detecting a pressing operation on an automatic parking switch, controlling the automatic parking function to be turned off.

4. The method of claim 3, wherein, after controlling the automatic parking function to be turned off, the method further comprises: obtaining third driving parameter information and second external environment information of the vehicle; In response to determining that the third driving parameter information meets the preset condition and that the second external environment information indicates that the vehicle is in the target driving scene, the automatic parking function is prohibited from being started.

5. The method of claim 4, wherein, In response to determining that the third driving parameter information meets the preset condition and that the second external environment information indicates that the vehicle is in the target driving scene, the automatic parking function is prohibited from being started, including: updating a first value of a target field to a second value, the first value representing that the automatic parking function is allowed to be actively started, and the second value representing that the automatic parking function is not allowed to be actively started; In response to determining that the third driving parameter information meets the preset condition, that the second external environment information indicates that the vehicle is in the target driving scene, and that the target field is the second value, the automatic parking function is prohibited from being started.

6. The method of claim 5, wherein, The method further includes: after determining that the vehicle is re-powered, restoring the target field from the second value to the first value.

7. A control device of an automatic parking function, characterized by The device includes: a determination unit configured to determine that a driver is in a main driving position; an acquisition unit configured to acquire first driving parameter information and first external environment information of a vehicle, the first driving parameter information including a vehicle state, a gear state, and a vehicle speed; a control unit configured to, in response to determining that the first driving parameter information meets a preset condition and that the first external environment information indicates that the vehicle is in a target driving scene, control the automatic parking function to be started, wherein the preset condition includes that the vehicle state is in a starting state or a drivable state, the gear state is a forward gear or a reverse gear, and the vehicle speed is less than a set threshold, and the target driving scene is an uphill scene; The first external environment information includes an initial slope value, and the control unit includes: a coefficient determination subunit configured to determine an initial slope correction coefficient, the initial slope correction coefficient being related to a real-time vehicle speed, a set vehicle speed range, and a vehicle wheelbase; The coefficient determination subunit is further configured to determine a target slope correction coefficient based on the initial slope correction coefficient and a slope update period; a slope determination subunit configured to determine a slope value of a current period based on the initial slope value, a slope value of a previous period, and the target slope correction coefficient; a scene determination subunit configured to determine that the vehicle is in the uphill scene if the slope value of the current period is greater than a preset slope value; The coefficient determination subunit is specifically configured to: when the real-time vehicle speed is less than a lower limit value of the set vehicle speed range, determine the initial slope correction coefficient based on the lower limit value of the set vehicle speed and the wheelbase; when the real-time vehicle speed is within the set vehicle speed range, determine the initial slope correction coefficient based on the real-time vehicle speed and the wheelbase; when the real-time vehicle speed is greater than an upper limit value of the set vehicle speed range, determine the initial slope correction coefficient based on the upper limit value of the set vehicle speed range and the wheelbase.

8. An electronic stability control system, characterized by The electronic stability control system comprises a memory for storing computer program instructions and a processor for executing the program instructions, wherein the computer program instructions, when executed by the processor, trigger the electronic stability control system to perform the steps of the method according to any one of claims 1-6.

9. A vehicle characterized by comprising: The vehicle comprises an electronic stability control system according to claim 8.

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