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

Abstract

The invention provides a vehicle control method and device, a vehicle and a computer readable storage medium, and relates to the field of vehicle control. The method comprises the steps that under the condition that the vehicle runs on a ramp, if it is detected that a brake pedal is triggered and it is judged that the slip rate of one of a front axle and a rear axle is larger than a slip rate threshold value, the brake pedal is triggered; if yes, anti-lock control is conducted on one of the front axle and the rear axle with the slip rate larger than the slip rate threshold value, and then braking force compensation is conducted on the other one of the front axle and the rear axle under the condition that it is judged that the speed difference value between the actual deceleration of the vehicle and the deceleration expected by the driver is not located in the preset speed interval; the speed difference value is located in the preset speed interval. The stability of the vehicle on the ramp can be improved, when the vehicle falls down or slips, the vehicle can be prevented from losing stability, and the stability and safety of the vehicle in a cross-country scene can be improved.

Description

Technical Field

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

[0002] With the popularity of off-road vehicles, more and more drivers like to choose to drive in complex terrain conditions, especially in mountainous areas, deserts or muddy roads. However, in these extreme environments, especially when climbing on a slope with a large slope, it is easy to fall down or slide down the slope. During the period of falling down or sliding down the slope, the vehicle is prone to instability, which brings safety hazards to the driver and passengers. Summary of the invention

[0003] The embodiments of the present application provide a vehicle control method, device, vehicle and computer-readable storage medium. The embodiments of the present application can prevent the vehicle from becoming unstable when the vehicle is going downhill or sliding down a slope, which is beneficial to improving the stability and safety of the vehicle in off-road scenarios.

[0004] In a first aspect, a vehicle control method is provided, the vehicle control method comprising: when a vehicle is traveling on a slope, if a brake pedal is triggered, obtaining a target slip rate of a first axle; wherein the first axle is one of a front axle and a rear axle; when the target slip rate is greater than a slip rate threshold, performing anti-lock control on the first axle; when it is determined that a speed difference between an actual deceleration of the vehicle and a driver's expected deceleration is not within a preset speed range, performing braking force compensation on a second axle so that the speed difference is within the preset speed range; wherein the second axle is the other of the front axle and the rear axle.

[0005] In the above technical solution, the embodiment of the present application adopts a technical solution in which, when the vehicle is traveling on a slope, if it is detected that the brake pedal is triggered and it is determined that the slip rate of one of the front axle and the rear axle is greater than the slip rate threshold, anti-lock control is performed on the one of the front axle and the rear axle whose slip rate is greater than the slip rate threshold, and then, when it is determined that the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within the preset speed range, braking force compensation is performed on the other of the front axle and the rear axle so that the speed difference is within the preset speed range. By performing anti-lock control on the one of the front axle and the rear axle whose slip rate exceeds the slip rate threshold The braking force of the vehicle is adjusted according to the braking force distribution of the vehicle, ensuring that the vehicle has sufficient braking force during the entire braking process on the slope, which is beneficial to improving the stability of the vehicle on the slope, thereby preventing the vehicle from losing stability when the vehicle reverses or slides down the slope, and is beneficial to improving the stability and safety of the vehicle in off-road scenarios.

[0006] In a possible implementation manner, the vehicle control method further includes: when the speed difference between the actual deceleration and the driver's expected deceleration is not within the preset speed range, determining whether the pressure difference between the hydraulic oil pressure of the brake acting on the second axle and a reference pressure is within the preset pressure range; wherein the reference pressure is a preset pressure corresponding to the brake pedal stroke; if not, executing the step of performing braking force compensation on the second axle to ensure that the actual deceleration of the vehicle is closer to the driver's expected deceleration, which is conducive to improving the accuracy of the decision whether to perform braking force compensation on the second axle, avoiding the situation where the vehicle stability is reduced due to excessive compensation of the braking force of the second axle, and ensuring that even during anti-lock control of a single axle, the entire vehicle can have sufficient braking force to maintain the stability and safety of the vehicle, avoiding negative experience or safety hazards for the driver.

[0007] In a possible implementation manner, the compensating the braking force of the second axle includes: increasing the hydraulic oil pressure to increase the braking force applied by the brake to the second axle.

[0008] In a possible implementation manner, when the first axle is the front axle and the second axle is the rear axle, after increasing the hydraulic oil pressure to increase the braking force applied by the brake to the second axle, the vehicle control method further includes: when it is again determined that the speed difference between the actual deceleration and the driver's expected deceleration is not within the preset speed range, controlling the parking caliper acting on the rear axle to increase the braking force applied to the rear axle.

[0009] In a possible implementation manner, controlling the parking caliper acting on the rear axle to increase the braking force applied to the rear axle includes: increasing the clamping force applied by the parking caliper to the rear axle.

[0010] In a possible implementation manner, after increasing the clamping force applied by the parking caliper to the rear axle, the vehicle control method further includes: when the target slip rate of the rear axle is greater than the slip rate threshold, stopping increasing the clamping force applied by the parking caliper to the rear axle, and maintaining the clamping force applied by the parking caliper to the rear axle unchanged to avoid locking of the rear axle, so as to ensure the stability of the vehicle on the slope.

[0011] In a possible implementation manner, after increasing the clamping force applied by the parking caliper to the rear axle, the vehicle control method further includes: when the brake pedal is released, determining a change in the brake pedal stroke during the brake pedal release process; and reducing the clamping force applied by the parking caliper to the rear axle according to the change, thereby ensuring that the clamping force applied by the parking caliper to the rear axle is slowly cancelled, thereby ensuring the stability of the vehicle during the brake pedal release process.

[0012] In a possible implementation manner, the vehicle control method further includes: when a function switch of a vehicle brake assist function is triggered, obtaining vehicle acceleration information once at a preset time interval to obtain multiple vehicle acceleration information; wherein each vehicle acceleration information includes multiple target longitudinal accelerations, each target longitudinal acceleration is a longitudinal acceleration when the braking force and driving force of the vehicle are both 0; obtaining multiple slopes according to each vehicle acceleration information, determining a slope average value according to the multiple slopes to obtain multiple slope average values; if the sum of the preset time periods corresponding to the multiple vehicle acceleration information is greater than a time threshold, and at least a preset number of slope average values ​​among the multiple slope average values ​​are greater than the slope threshold, it is determined that the vehicle is traveling on a ramp, and the step of obtaining the target slip rate of the first axle if the brake pedal is triggered when the vehicle is traveling on the ramp is executed to prevent the driver from accidentally triggering the vehicle brake assist function.

[0013] In a second aspect, a vehicle control device is provided, the vehicle control device comprising:

[0014] an acquisition module, configured to acquire a target slip ratio of a first axle when a brake pedal is triggered when the vehicle is traveling on a slope; wherein the first axle is one of a front axle and a rear axle;

[0015] a first control module, configured to perform anti-lock control on the first axle when the target slip ratio is greater than a slip ratio threshold;

[0016] The second control module is used to compensate the braking force of the second axle when the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within the preset speed range, so that the speed difference is within the preset speed range; wherein the second axle is the other of the front axle and the rear axle.

[0017] In a possible implementation manner, the second control module includes:

[0018] a judgment unit, configured to judge whether a pressure difference between a hydraulic oil pressure of a brake acting on the second axle and a reference pressure is within a preset pressure range when the speed difference between the actual deceleration and the driver's desired deceleration is not within the preset speed range; wherein the reference pressure is a preset pressure corresponding to a brake pedal stroke;

[0019] The control unit is used to compensate the braking force of the second axle when it is determined that the pressure difference between the hydraulic oil pressure of the brake acting on the second axle and the reference pressure is not within a preset pressure range.

[0020] In a possible implementation manner, the control unit includes:

[0021] The first compensation subunit is used to increase the hydraulic oil pressure to increase the braking force applied by the brake to the second axle.

[0022] In a possible implementation manner, when the first axle is the front axle and the second axle is the rear axle, the control unit includes:

[0023] The second compensation subunit is used to control the parking caliper acting on the rear axle to increase the braking force applied to the rear axle after the first compensation subunit increases the hydraulic oil pressure to increase the braking force applied to the second axle by the brake, if it is determined again that the speed difference between the actual deceleration and the driver's expected deceleration is not within the preset speed range.

[0024] In a possible implementation manner, the second compensation subunit, in controlling the parking caliper acting on the rear axle to increase the braking force applied to the rear axle, is specifically used to increase the clamping force applied by the parking caliper to the rear axle.

[0025] In a possible implementation manner, after increasing the clamping force applied by the parking caliper to the rear axle, the second compensation subunit is further used to stop increasing the clamping force applied by the parking caliper to the rear axle and maintain the clamping force applied by the parking caliper to the rear axle unchanged when it is determined that the target slip rate of the rear axle is greater than the slip rate threshold.

[0026] In a possible implementation manner, after increasing the clamping force applied by the parking caliper to the rear axle, the second compensation subunit is further used to, when it is determined that the brake pedal is released, determine a change in the brake pedal stroke during the brake pedal release process; and reduce the clamping force applied by the parking caliper to the rear axle according to the change.

[0027] In a possible implementation manner, the acquisition module is specifically used to: when a function switch of a vehicle brake assist function is triggered, acquire vehicle acceleration information once at a preset time interval to obtain multiple vehicle acceleration information; wherein each vehicle acceleration information includes multiple target longitudinal accelerations, and each target longitudinal acceleration is a longitudinal acceleration when the braking force and driving force of the vehicle are both 0; obtain multiple slopes according to each vehicle acceleration information, and determine a slope average value according to the multiple slopes to obtain multiple slope average values; if the sum of the preset time periods corresponding to the multiple vehicle acceleration information is greater than a time threshold, and at least a preset number of slope average values ​​among the multiple slope average values ​​are greater than the slope threshold, it is determined that the vehicle is traveling on a ramp, and the step of obtaining the target slip rate of the first axle when the brake pedal is triggered when the vehicle is traveling on the ramp is executed.

[0028] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the first aspect or any possible implementation of the first aspect.

[0029] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0030] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A schematic flow chart of a vehicle control method provided in an embodiment of the present application is shown;

[0032] Figure 2 A schematic diagram showing a vehicle driving on a ramp is shown;

[0033] Figure 3 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application is shown;

[0034] Figure 4 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0035] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0036] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0037] With the popularity of off-road vehicles, more and more drivers like to choose to drive in complex terrain conditions, especially in mountainous areas, deserts or muddy roads. However, in these extreme environments, especially when climbing a slope with a large slope, it is easy to reverse or slide down the slope. The vehicle is prone to instability during the reverse or slide down the slope, which brings safety hazards to the driver and passengers. For example, during the reverse or slide down the slope, due to the problem of axle load transfer, the normal pressure of the front axle tire will be greatly reduced, and the front axle will be very likely to brake and lock; and due to the problem of the vehicle's driving direction (the vehicle is driving towards the slope), the actual front axle of the vehicle is equivalent to the actual driving rear axle. Once the front axle is locked, the vehicle will lose its steering ability at the same time and will have a tail swing, that is, the vehicle is prone to instability during the reverse or slide down the slope, which brings safety hazards to the driver and passengers.

[0038] Based on the above problems, the embodiments of the present application provide a vehicle control method, device, vehicle and computer-readable storage medium. In the embodiments of the present application, for a scenario where the vehicle is located on a slope, by performing anti-lock control on one of the front axle and the rear axle whose slip rate exceeds the slip rate threshold, the risk of loss of control of the vehicle due to wheel locking in a slope scenario can be effectively prevented; when anti-lock control is performed on one of the front axle and the rear axle whose slip rate exceeds the slip rate threshold, if it is determined that the actual deceleration of the vehicle is lower than the driver's expected value, braking force compensation is performed on the other of the front axle and the rear axle, thereby achieving distribution adjustment of the braking force of the whole vehicle, ensuring that the vehicle has sufficient braking force during the entire braking process on the slope, which is beneficial to improving the stability of the vehicle on the slope, thereby preventing the vehicle from becoming unstable when the vehicle reverses or slides down the slope, and is beneficial to improving the stability and safety of the vehicle in off-road scenarios, thereby preventing the vehicle from becoming unstable when the vehicle reverses or slides down the slope, and is beneficial to improving the stability and safety of the vehicle in off-road scenarios.

[0039] The following is an embodiment of a vehicle control method provided in this application specification.

[0040] Figure 1 A schematic flow chart of a vehicle control method provided by an embodiment of the present application is shown, such as Figure 1 As shown, the vehicle control method provided in the embodiment of the present application is applied to the central control unit of the vehicle, the front axle and the rear axle of the vehicle can both independently perform anti-lock control, the front axle and the rear axle can both be driven by independent drive motors, the parking caliper acting on the front axle can independently apply clamping force to the front axle, and the parking caliper acting on the rear axle can independently apply clamping force to the rear axle, that is, the front wheels and the rear wheels can both independently perform anti-lock control, the parking caliper acting on the front wheels can independently apply clamping force to the front wheels, and the parking caliper acting on the rear wheels can independently apply clamping force to the rear wheels.

[0041] The above vehicle control method includes the following schemes:

[0042] S110: When the vehicle is traveling on a slope and the brake pedal is triggered, a target slip ratio of a first axle is obtained; wherein the first axle is one of a front axle and a rear axle.

[0043] like Figure 2 As shown, Figure 2 A schematic diagram of a vehicle traveling on a slope is shown, where P represents the slope, C represents the vehicle, T represents the front of the vehicle, B represents the rear of the vehicle, and the arrow represents the direction in which the vehicle slides down the slope (which is also the driving direction of the vehicle, i.e., the direction of sliding down).

[0044] When the vehicle is driving on a slope, if it is detected that the brake pedal is triggered, that is, it is detected that the brake pedal is stepped on by the driver, the control operation of the vehicle brake assist function is performed, that is, the target slip rate of the first axle is obtained, and the first axle is the front axle or the rear axle. The slip rate of each wheel is calculated by the slip rate formula, and the slip rate formula is: slip rate = [(vehicle speed-wheel linear speed) / vehicle speed] × 100%. If the first axle is the front axle, the target slip rate of the front axle is represented by the slip rate of the two front wheels; if the first axle is the rear axle, the target slip rate of the rear axle is represented by the slip rate of the two rear wheels.

[0045] S120: When the target slip ratio is greater than the slip ratio threshold, anti-lock control is performed on the first axle.

[0046] After obtaining the target slip rate of the first axle, determine whether the target slip rate of the first axle is greater than the slip rate threshold. If the first axle is the front axle, the slip rates of the two front wheels are greater than the slip rate threshold, indicating that the target slip rate of the front axle is greater than the slip rate threshold, and also indicating that there is a risk of locking of the front wheels, and it is necessary to prevent the front wheels from locking; at least one of the slip rates of the two front wheels is less than or equal to the slip rate threshold, indicating that the target slip rate of the front axle is less than or equal to the slip rate threshold, and also indicating that there is no risk of locking of the front wheels. If the first axle is the rear axle, the slip rates of the two rear wheels are greater than the slip rate threshold, indicating that the target slip rate of the rear axle is greater than the slip rate threshold, and also indicating that there is a risk of locking of the rear wheels, and it is necessary to prevent the rear wheels from locking; at least one of the slip rates of the two rear wheels is less than or equal to the slip rate, indicating that the target slip rate of the rear axle is less than or equal to the slip rate threshold, and also indicating that there is no risk of locking of the rear wheels.

[0047] If only the target slip ratio of the front axle is greater than the slip ratio threshold, anti-lock control is performed on the front axle to prevent the front wheels from locking; if only the target slip ratio of the rear axle is greater than the slip ratio threshold, anti-lock control is performed on the rear axle to prevent the rear wheels from locking, so as to maintain the vehicle's directional control ability and deceleration.

[0048] S130: When it is determined that the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, braking force compensation is performed on the second axle so that the speed difference is within the preset speed range; wherein the second axle is the other of the front axle and the rear axle.

[0049] If the first axle is the front axle, then the second axle is the rear axle, and compensating the braking force of the second axle means compensating the braking force of the rear wheels, that is, increasing the braking force of the rear wheels; if the first axle is the rear axle, then the second axle is the front axle, and compensating the braking force of the second axle means compensating the braking force of the front wheels, that is, increasing the braking of the front wheels.

[0050] When anti-lock control is performed on the first axle, it is determined whether the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range. If so, it means that the actual deceleration of the vehicle is lower than the driver's expected value and the braking force of the whole vehicle is insufficient. Then, braking force compensation is performed on the second axle to add additional braking force to the second axle, that is, additional braking force is added to the wheels corresponding to the second axle, thereby adjusting the braking force distribution of the whole vehicle so that the actual deceleration of the vehicle is as close as possible to the driver's expected value to maintain the stability of the vehicle on the slope.

[0051] To determine whether the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within the preset speed range, the actual deceleration of the vehicle may be first obtained, and then it may be determined whether the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within the preset speed range; or the whole vehicle braking force of the vehicle may be obtained, and the braking force difference between the whole vehicle braking force of the vehicle and the driver's expected braking force is determined whether it is not within the preset braking force range, so as to determine whether the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within the preset speed range. If the braking force difference is not within the preset braking force range, it means that the speed difference is not within the preset speed range, and vice versa. The driver's expected braking force is the preset whole vehicle braking force corresponding to the brake pedal stroke, the driver's expected deceleration is the preset deceleration corresponding to the brake pedal stroke, and the preset whole vehicle braking force and the preset deceleration corresponding to the same brake pedal stroke are also mutually corresponding.

[0052] The embodiment of the present application adopts a technical solution that, when the vehicle is traveling on a slope, if it is detected that the brake pedal is triggered and it is determined that the slip rate of one of the front axle and the rear axle is greater than the slip rate threshold, anti-lock control is performed on the one of the front axle and the rear axle whose slip rate is greater than the slip rate threshold, and then, when it is determined that the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within a preset speed range, braking force compensation is performed on the other of the front axle and the rear axle to make the speed difference within the preset speed range. By performing anti-lock control on the one of the front axle and the rear axle whose slip rate exceeds the slip rate threshold, it is possible to It effectively prevents the risk of vehicle losing control due to wheel locking in slope scenarios; when anti-lock control is performed on one of the front and rear axles whose slip rate exceeds the slip rate threshold, if it is determined that the actual deceleration of the vehicle is lower than the driver's expectation, braking force compensation is performed on the other of the front and rear axles, thereby adjusting the distribution of the braking force of the entire vehicle and ensuring that the vehicle has sufficient braking force during the entire braking process on the slope, which is beneficial to improving the stability of the vehicle on the slope, thereby preventing the vehicle from becoming unstable when the vehicle reverses or slides down the slope, and is beneficial to improving the stability and safety of the vehicle in off-road scenarios.

[0053] The following Figure 1 The specific implementation methods of each step in the illustrated embodiment are described as follows:

[0054] In a possible implementation, the vehicle control method further includes the following steps:

[0055] When the speed difference between the actual deceleration and the driver's desired deceleration is not within the preset speed range, determining whether the pressure difference between the hydraulic oil pressure of the brake acting on the second axle and a reference pressure is within the preset pressure range; wherein the reference pressure is a preset pressure corresponding to the brake pedal stroke;

[0056] If not, the step of performing braking force compensation on the second axle is executed.

[0057] In the case of anti-lock control for the first axle, if it is determined that the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, the actual deceleration may be inconsistent with the expected deceleration of the driver, indicating that the braking force of the entire vehicle is initially considered to be insufficient, and then it is determined whether the pressure difference between the hydraulic oil pressure of the brake acting on the second axle and the reference pressure is within the preset pressure range (for example, the second axle is the rear axle, that is, it is determined whether the pressure difference between the hydraulic oil pressure of the brake acting on the rear wheel and the reference pressure is within the preset pressure range). If not, it is further determined that the braking force of the entire vehicle is insufficient. Specifically, it is caused by the low hydraulic oil pressure of the brake, which means that the braking force of the second axle needs to be compensated, and then the braking force compensation operation of the second axle is performed to ensure that the actual deceleration of the vehicle can be closer to the driver's expected deceleration, which is conducive to improving the accuracy of the decision-making whether to compensate for the braking force of the second axle, and avoiding the situation where the stability of the vehicle is reduced due to excessive compensation of the braking force of the second axle. At the same time, it ensures that even during anti-lock control of a single axle, the whole vehicle can have sufficient braking force to maintain the stability and safety of the vehicle, avoiding negative experience or safety hazards to the driver.

[0058] In a possible implementation, when the pressure difference between the hydraulic oil pressure of the brake acting on the second axle and the reference pressure is not within the preset pressure range, the above-mentioned braking force compensation for the second axle includes the following steps:

[0059] Increase hydraulic fluid pressure to increase the brake force applied to the second axle.

[0060] By further determining that the specific reason for the insufficient braking force of the whole vehicle is that the hydraulic oil pressure of the brake acting on the second axle is too low, the hydraulic oil of the brake acting on the second axle (rear axle or front axle) is pressurized to increase the hydraulic oil pressure of the hydraulic oil, thereby increasing the braking force applied to the second axle by the brake until the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is within the preset speed range, and then stop increasing the hydraulic oil pressure of the hydraulic oil and keep the hydraulic oil pressure unchanged.

[0061] like Figure 2As shown, when the vehicle reverses or slides on a slope, the load on the front axle is low and the load on the rear axle is high. The front axle will be locked first because of the low load and large braking force. Therefore, when it is detected that the target slip rate of the front axle is greater than the slip rate threshold, it means that the front axle is at risk of locking, and anti-lock control of the front axle is performed first. If the pressure difference between the hydraulic oil pressure of the brake acting on the rear axle and the reference pressure is within the preset pressure range, the driver will not feel abnormal braking force. If the pressure difference between the hydraulic oil pressure of the brake acting on the rear axle and the reference pressure is not within the preset pressure range, the driver will feel abnormal braking force, that is, the brake pedal has been stepped on very deeply, but the vehicle still has not significantly decelerated. For this, it is necessary to compensate the braking force of the rear axle through other means.

[0062] In a possible implementation, when the first axle is a front axle and the second axle is a rear axle, after increasing the hydraulic oil pressure to increase the braking force applied by the brake to the second axle, the vehicle control method further includes the following steps:

[0063] When it is determined again that the speed difference between the actual deceleration and the driver's desired deceleration is not within the preset speed range, the parking caliper acting on the rear axle is controlled to increase the braking force applied to the rear axle.

[0064] After performing anti-lock control on the front axle and increasing the hydraulic oil pressure of the brake acting on the rear axle, if it is again determined that the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, it means that the ability to increase the braking force applied to the rear axle by simply increasing the hydraulic oil pressure of the hydraulic oil is limited, the braking force of the entire vehicle is still insufficient, and the difference between the actual deceleration of the vehicle and the deceleration expected by the driver is large. Therefore, the parking caliper acting on the rear axle is further controlled to increase the braking force applied to the rear axle to compensate for the braking force of the rear axle until the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is within the preset speed range.

[0065] In a possible implementation, the above-mentioned control acting on the parking caliper of the rear axle to increase the braking force applied to the rear axle includes the following steps:

[0066] Increases the clamping force of the parking calipers on the rear axle.

[0067] Increasing the clamping force applied by the parking caliper to the rear axle includes: the parking brake system controls the current of the driving motor of the parking caliper acting on the rear axle, after the current of the driving motor is adjusted, the parking caliper acting on the rear axle increases the clamping force applied to the rear axle, the clamping force applied by the parking caliper to the rear axle is equivalent to the braking force applied to the rear axle, thereby achieving compensation of the braking force of the rear axle by the parking caliper acting on the rear axle.

[0068] The above-mentioned secondary compensation after compensating the braking force of the second axle by means of supercharging, in addition to using the parking caliper to compensate the braking force of the second axle, can also be performed by only using the negative torque output by the drive motor acting on the second axle to compensate the braking force of the second axle, or by using the negative torque output by the drive motor acting on the second axle and the clamping force applied by the parking caliper acting on the second axle to compensate the braking force of the second axle.

[0069] In a possible implementation, after increasing the clamping force applied by the parking caliper to the rear axle, the vehicle control method further comprises the following steps:

[0070] When the target slip ratio of the rear axle is greater than the slip ratio threshold, the clamping force applied by the parking caliper to the rear axle is stopped from increasing, and the clamping force applied by the parking caliper to the rear axle is kept unchanged.

[0071] After increasing the clamping force applied by the parking caliper to the rear axle, if it is determined that the target slip rate of the rear axle is greater than the slip rate threshold, it means that the braking force of the rear axle can no longer be compensated. If continued compensation will cause the rear axle to lock and the rear wheel slip will increase, the clamping force applied by the parking caliper to the rear axle will be stopped from increasing and maintained unchanged to avoid locking of the rear axle and ensure the stability of the vehicle on the slope.

[0072] In a possible implementation, after increasing the clamping force applied by the parking caliper to the rear axle, the vehicle control method further includes the following steps:

[0073] When the brake pedal is released, determining a change in the brake pedal stroke during the brake pedal release process;

[0074] The clamping force of the parking calipers on the rear axle is reduced according to the change.

[0075] The stroke change amount and the reduction ratio of the clamping force have a mapping relationship. The greater the stroke change amount, the greater the reduction ratio of the clamping force. The brake pedal is released, which means that the driver releases the brake pedal. Then, the change amount of the brake pedal stroke during the brake pedal release process is calculated. The change amount of the brake pedal stroke = the brake pedal stroke at the tth moment - the brake pedal stroke at the t+1th moment, where t is greater than or equal to 1.

[0076] By querying the mapping relationship through the change in the brake pedal stroke, the corresponding reduction ratio of the clamping force is obtained, and the clamping force applied to the rear axle by the parking caliper is gradually reduced according to the queried reduction ratio of the clamping force (clamping force after reduction = clamping force before reduction × reduction ratio), thereby ensuring that the clamping force applied to the rear axle by the parking caliper is slowly cancelled, thereby ensuring the stability of the vehicle during the release of the brake pedal.

[0077] In a possible implementation, the vehicle control method further comprises the following steps:

[0078] When the function switch of the vehicle brake assist function is triggered, the vehicle acceleration information is obtained once at a preset time interval to obtain a plurality of vehicle acceleration information; wherein each vehicle acceleration information includes a plurality of target longitudinal accelerations, and each target longitudinal acceleration is a longitudinal acceleration when the braking force and the driving force of the vehicle are both 0;

[0079] Obtaining a plurality of slopes according to the acceleration information of each vehicle, and determining a slope average according to the plurality of slopes to obtain a plurality of slope averages;

[0080] If the sum of the preset time lengths corresponding to multiple vehicle acceleration information is greater than the time length threshold, and at least a preset number of slope averages among the multiple slope averages are greater than the slope threshold, it is determined that the vehicle is traveling on a slope, and when the vehicle is traveling on the slope, if the brake pedal is triggered, the step of obtaining the target slip rate of the first axle is executed.

[0081] The vehicle is provided with a function switch of the vehicle brake assist function, which is a physical switch and / or a virtual switch. In order to prevent the vehicle brake assist function from being triggered by mistake, after detecting that the function switch of the vehicle brake assist function is triggered, the vehicle brake assist function is not activated immediately, that is, the above S110-S130 is not executed, but it is first determined whether the vehicle is traveling on a slope. Determining whether the vehicle is traveling on a slope includes: for example, after detecting that the function switch of the vehicle brake assist function is triggered, the vehicle acceleration information is obtained once at an interval of a preset time length (for example, 100ms), and the duration of each acquisition of the vehicle acceleration information is, for example, 1000ms, and the vehicle acceleration information obtained each time includes 10 target longitudinal accelerations, each target longitudinal acceleration is the longitudinal acceleration when the braking force and driving force of the vehicle are both 0. Assume that the sum of the total preset time lengths is 600ms, and 600ms is greater than the time length threshold (for example, 500ms), that is, a total of 6 vehicle acceleration information is obtained. For each vehicle acceleration information, a slope is calculated for each target longitudinal acceleration in each vehicle acceleration information, thereby obtaining multiple slopes, and then averaging the multiple slopes to obtain a slope average corresponding to each vehicle acceleration information, that is, 6 slope averages are obtained. If at least a preset number (e.g., 5) of the 6 slope averages are greater than the slope threshold, it means that the vehicle is traveling on a ramp and the slope of the road where the vehicle is located is large, and then the above S110-S130 is executed to prevent the driver from accidentally triggering the vehicle brake assist function. If it is detected that the vehicle is traveling on a ramp and the function switch of the vehicle brake assist function is triggered, but the brake pedal is not triggered, the control operation of the vehicle brake assist function is not executed to avoid abnormal activation of the vehicle brake assist function due to the jump in the longitudinal acceleration of the vehicle.

[0082] The following is another embodiment of a vehicle control method provided in this application specification.

[0083] The above vehicle control method includes the following schemes:

[0084] S210: During the driving of the vehicle, obtaining the slope of the road on which the vehicle is located;

[0085] S211: If the slope of the road on which the vehicle is located is greater than the slope threshold, and the driving time of the vehicle on the road with the slope greater than the slope threshold is greater than a preset time, it is determined that the vehicle is driving on a slope, and whether the brake pedal is triggered is detected;

[0086] S212: if it is detected that the brake pedal is triggered, obtaining the slip ratio of all wheels;

[0087] S213: if the slip rate of a first wheel among the slip rates of all wheels is greater than the slip rate threshold, determine whether the slip rate of a second wheel coaxial with the first wheel is greater than the slip rate threshold, if not, do not activate the vehicle brake assist function; if yes, determine whether the first wheel is a front axle wheel or a rear axle wheel, if the first wheel is a front axle wheel, determine whether the slip rate of the front axle exceeds the slip rate threshold; if the first wheel is a rear axle wheel, determine whether the slip rate of the rear axle exceeds the slip rate threshold;

[0088] S21311: When the slip rate of only the rear axle exceeds the slip rate threshold, anti-lock control is performed on the rear axle;

[0089] S21312: When anti-lock control is performed on the rear axle, if it is determined that the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, determine whether the pressure difference between the hydraulic oil pressure of the brake acting on the front axle and the reference pressure is within the preset pressure range;

[0090] S21313: if the pressure difference between the hydraulic oil pressure of the brake acting on the front axle and the reference pressure is not within the preset pressure range, increase the hydraulic oil pressure of the brake acting on the front axle to increase the braking force applied to the front axle by the brake acting on the front axle;

[0091] S21314: If it is determined again that the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, increasing the clamping force applied to the rear axle by the parking caliper acting on the front axle to continue increasing the braking force applied to the front axle;

[0092] S21315: when the slip rate of the front axle is greater than the slip rate threshold, stop increasing the clamping force applied to the front axle by the parking caliper acting on the front axle, and keep the clamping force applied to the front axle by the parking caliper acting on the front axle unchanged;

[0093] S21316: when the brake pedal is released, determining a change in the brake pedal stroke during the brake pedal release process, and reducing a clamping force applied to the rear axle by a parking caliper acting on the front axle according to the change;

[0094] S21312: when only the slip rate of the front axle exceeds the slip rate threshold, anti-lock control is performed on the front axle;

[0095] S21322: When anti-lock control is performed on the front axle, if it is determined that the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, determine whether the pressure difference between the hydraulic oil pressure of the brake acting on the rear axle and the reference pressure is within the preset pressure range;

[0096] S21323: If the pressure difference between the hydraulic oil pressure of the brake acting on the rear axle and the reference pressure is not within the preset pressure range, increase the hydraulic oil pressure of the brake acting on the rear axle to increase the braking force applied to the rear axle by the brake acting on the rear axle;

[0097] S21324: If it is determined again that the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, increasing the clamping force applied to the rear axle by the parking caliper acting on the rear axle to continue increasing the braking force applied to the rear axle;

[0098] S21325: when the slip rate of the rear axle is greater than the slip rate threshold, stop increasing the clamping force applied to the rear axle by the parking caliper acting on the rear axle, and keep the clamping force applied to the rear axle by the parking caliper acting on the rear axle unchanged;

[0099] S21326: When the brake pedal is released, determine the change in the brake pedal stroke during the brake pedal release process, and reduce the clamping force applied to the rear axle by the parking caliper acting on the rear axle according to the change.

[0100] The embodiment of the present application adopts a technical solution that, when the vehicle is traveling on a slope, if it is detected that the brake pedal is triggered and it is determined that the slip rate of one of the front axle and the rear axle is greater than the slip rate threshold, anti-lock control is performed on the one of the front axle and the rear axle whose slip rate is greater than the slip rate threshold, and then, when it is determined that the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within a preset speed range, braking force compensation is performed on the other of the front axle and the rear axle to make the speed difference within the preset speed range. By performing anti-lock control on the one of the front axle and the rear axle whose slip rate exceeds the slip rate threshold, it is possible to It effectively prevents the risk of vehicle losing control due to wheel locking in slope scenarios; when anti-lock control is performed on one of the front and rear axles whose slip rate exceeds the slip rate threshold, if it is determined that the actual deceleration of the vehicle is lower than the driver's expectation, braking force compensation is performed on the other of the front and rear axles, thereby adjusting the distribution of the braking force of the entire vehicle and ensuring that the vehicle has sufficient braking force during the entire braking process on the slope, which is beneficial to improving the stability of the vehicle on the slope, thereby preventing the vehicle from becoming unstable when the vehicle reverses or slides down the slope, and is beneficial to improving the stability and safety of the vehicle in off-road scenarios.

[0101] It is worth noting that the vehicle control method provided in the embodiment of the present application is not only applicable to the travel scenario of the vehicle with the front end facing up on the slope, but also to the travel scenario of the vehicle with the front end facing down on the slope. By adopting the vehicle control method provided in the embodiment of the present application, the stability of the vehicle on the slope can be ensured, and the safety of the vehicle in off-road scenarios can be improved.

[0102] The following are device embodiments of the present application, which can be used to execute the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0103] Figure 3 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown. Figure 3 As shown, the vehicle control device 300 includes:

[0104] The acquisition module 310 is used to acquire a target slip ratio of a first axle when the brake pedal is triggered when the vehicle is traveling on a slope; wherein the first axle is one of a front axle and a rear axle;

[0105] A first control module 320, configured to perform anti-lock control on the first axle when the target slip ratio is greater than a slip ratio threshold;

[0106] The second control module 330 is used to compensate the braking force of the second axle when the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within the preset speed range, so that the speed difference is within the preset speed range; wherein the second axle is the other of the front axle and the rear axle.

[0107] In a possible implementation manner, the second control module 330 includes:

[0108] a judgment unit, configured to judge whether a pressure difference between a hydraulic oil pressure of a brake acting on the second axle and a reference pressure is within a preset pressure range when the speed difference between the actual deceleration and the driver's desired deceleration is not within the preset speed range; wherein the reference pressure is a preset pressure corresponding to a brake pedal stroke;

[0109] The control unit is used to compensate the braking force of the second axle when it is determined that the pressure difference between the hydraulic oil pressure of the brake acting on the second axle and the reference pressure is not within a preset pressure range.

[0110] In a possible implementation manner, the control unit includes:

[0111] The first compensation subunit is used to increase the hydraulic oil pressure to increase the braking force applied by the brake to the second axle.

[0112] In a possible implementation manner, when the first axle is the front axle and the second axle is the rear axle, the control unit includes:

[0113] The second compensation subunit is used to control the parking caliper acting on the rear axle to increase the braking force applied to the rear axle after the first compensation subunit increases the hydraulic oil pressure to increase the braking force applied to the second axle by the brake, if it is determined again that the speed difference between the actual deceleration and the driver's expected deceleration is not within the preset speed range.

[0114] In a possible implementation manner, the second compensation subunit, in controlling the parking caliper acting on the rear axle to increase the braking force applied to the rear axle, is specifically used to increase the clamping force applied by the parking caliper to the rear axle.

[0115] In a possible implementation manner, after increasing the clamping force applied by the parking caliper to the rear axle, the second compensation subunit is further used to stop increasing the clamping force applied by the parking caliper to the rear axle and maintain the clamping force applied by the parking caliper to the rear axle unchanged when it is determined that the target slip rate of the rear axle is greater than the slip rate threshold.

[0116] In a possible implementation manner, after increasing the clamping force applied by the parking caliper to the rear axle, the second compensation subunit is further used to, when it is determined that the brake pedal is released, determine a change in the brake pedal stroke during the brake pedal release process; and reduce the clamping force applied by the parking caliper to the rear axle according to the change.

[0117] In a possible implementation manner, the acquisition module 310 is specifically used to: when a function switch of a vehicle brake assist function is triggered, acquire vehicle acceleration information once at a preset time interval to obtain multiple vehicle acceleration information; wherein each vehicle acceleration information includes multiple target longitudinal accelerations, and each target longitudinal acceleration is a longitudinal acceleration when the braking force and driving force of the vehicle are both 0; obtain multiple slopes according to each vehicle acceleration information, and determine a slope average value according to the multiple slopes to obtain multiple slope average values; if the sum of the preset time periods corresponding to the multiple vehicle acceleration information is greater than a time threshold, and at least a preset number of slope average values ​​among the multiple slope average values ​​are greater than the slope threshold, it is determined that the vehicle is traveling on a ramp, and the step of obtaining the target slip rate of the first axle when the brake pedal is triggered when the vehicle is traveling on the ramp is executed.

[0118] It should be noted that the vehicle control device provided in the above embodiment only uses the division of the above functional modules as an example when executing the vehicle control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiment belongs to the same concept as the vehicle control method embodiment. Therefore, for details not disclosed in the device embodiment of the present application, please refer to the above-mentioned vehicle control method embodiment of the present application, which will not be repeated here.

[0119] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0120] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0121] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0122] In the case of dividing each functional module according to each function, the vehicle may include: an acquisition module, a first control module, a second control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0123] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0124] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0125] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0126] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method in the above-mentioned embodiment.

[0127] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0128] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above embodiments.

[0129] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0130] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0131] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0132] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle control method comprises: When the vehicle is traveling on a slope, if the brake pedal is triggered, a target slip ratio of a first axle is obtained; wherein the first axle is one of a front axle and a rear axle; When the target slip ratio is greater than a slip ratio threshold, performing anti-lock control on the first axle; When it is determined that the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within a preset speed range, braking force compensation is performed on a second axle so that the speed difference is within the preset speed range; wherein the second axle is the other of the front axle and the rear axle.

2. The vehicle control method according to claim 1, characterized in that: The vehicle control method further includes: In the case where the speed difference between the actual deceleration and the driver's desired deceleration is not within the preset speed range, determining whether the pressure difference between the hydraulic oil pressure of the brake acting on the second axle and a reference pressure is within a preset pressure range; wherein the reference pressure is a preset pressure corresponding to the brake pedal stroke; If not, the step of compensating the braking force of the second axle is executed.

3. The vehicle control method according to claim 2, characterized in that: The compensating the braking force of the second axle comprises: The hydraulic oil pressure is increased to increase the braking force applied by the brake to the second axle.

4. The vehicle control method according to claim 3, characterized in that: In the case where the first axle is the front axle and the second axle is the rear axle, after increasing the hydraulic oil pressure to increase the braking force applied by the brake to the second axle, the vehicle control method further includes: When it is determined again that the speed difference between the actual deceleration and the driver's desired deceleration is not within the preset speed range, the parking caliper acting on the rear axle is controlled to increase the braking force applied to the rear axle.

5. The vehicle control method according to claim 4, characterized in that: The controlling the parking caliper acting on the rear axle to increase the braking force applied to the rear axle comprises: The clamping force applied by the parking caliper to the rear axle is increased.

6. The vehicle control method according to claim 5, characterized in that: After increasing the clamping force applied by the parking caliper to the rear axle, the vehicle control method further includes: When the target slip ratio of the rear axle is greater than the slip ratio threshold, increasing the clamping force applied by the parking caliper to the rear axle is stopped, and the clamping force applied by the parking caliper to the rear axle is kept unchanged.

7. The vehicle control method according to claim 5, characterized in that: After increasing the clamping force applied by the parking caliper to the rear axle, the vehicle control method further includes: When the brake pedal is released, determining a change in the brake pedal stroke during the brake pedal release process; The clamping force applied to the rear axle by the parking caliper is reduced according to the change amount.

8. The vehicle control method according to any one of claims 1 to 7, characterized in that: The vehicle control method further includes: When the function switch of the vehicle brake assist function is triggered, the vehicle acceleration information is obtained once at a preset time interval to obtain a plurality of vehicle acceleration information; wherein each vehicle acceleration information includes a plurality of target longitudinal accelerations, and each target longitudinal acceleration is a longitudinal acceleration when the braking force and the driving force of the vehicle are both 0; Obtaining a plurality of slopes according to the acceleration information of each vehicle, and determining a slope average according to the plurality of slopes to obtain a plurality of slope averages; If the sum of the preset time lengths corresponding to the multiple vehicle acceleration information is greater than the time length threshold, and at least a preset number of slope averages among the multiple slope averages are greater than the slope threshold, it is determined that the vehicle is traveling on a ramp, and the step of obtaining the target slip rate of the first axle if the brake pedal is triggered when the vehicle is traveling on the ramp is executed.

9. A vehicle control device, characterized in that: The vehicle control device comprises: an acquisition module, configured to acquire a target slip ratio of a first axle when a brake pedal is triggered when the vehicle is traveling on a slope; wherein the first axle is one of a front axle and a rear axle; a first control module, configured to perform anti-lock control on the first axle when the target slip ratio is greater than a slip ratio threshold; The second control module is used to compensate the braking force of the second axle when the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is not within the preset speed range, so that the speed difference is within the preset speed range; wherein the second axle is the other of the front axle and the rear axle.

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

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

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