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

Abstract

The application 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 following steps: when the vehicle is running 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 a slip rate threshold, anti-lock control is performed on the one of the front axle and the rear axle with the slip rate 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 located in a preset speed interval, brake force compensation is performed on the other of the front axle and the rear axle, so that the speed difference is located in the preset speed interval. The application can improve the stability of the vehicle on the slope, avoid vehicle instability when the vehicle is in a downhill or hill slide situation, and is beneficial to improving the stability and safety of the vehicle in the off-road scene.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a vehicle control method, apparatus, vehicle, and computer-readable storage medium in the field of vehicle control. Background Technology

[0002] With the increasing popularity of off-road vehicles, more and more drivers prefer to drive in complex terrain conditions, especially in mountainous areas, deserts, or muddy roads. However, in these extreme environments, especially when climbing steep slopes, vehicles are prone to backsliding or rolling backwards. During this process, the vehicle is susceptible to instability, posing safety hazards to the driver and passengers. Summary of the Invention

[0003] This application provides a vehicle control method, device, vehicle, and computer-readable storage medium. This application can prevent vehicle instability when the vehicle is on a slope or slipping, which helps to improve 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 the vehicle is traveling on a slope, if the brake pedal is triggered, obtaining a target slip ratio of a first axle; wherein the first axle is one of a front axle and a rear axle; if the target slip ratio is greater than a slip ratio threshold, performing anti-lock braking control on 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 a preset speed range, performing braking force compensation on a second axle to make the speed difference 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, this application embodiment employs a method where, when the vehicle is traveling on a slope, if the brake pedal is detected to be triggered and it is determined that the slip ratio of either the front or rear axle is greater than a slip ratio threshold, anti-lock braking control is applied to the axle with the slip ratio exceeding the threshold. Then, if it is determined that the speed difference between the vehicle's actual deceleration and the driver's desired deceleration is not within a preset speed range, braking force compensation is applied to the other axle to bring the speed difference within the preset speed range. This method achieves anti-lock braking control by applying anti-lock braking to the axle with the slip ratio exceeding the slip ratio threshold. This system effectively prevents the risk of loss of directional control due to wheel lock-up on slopes. When anti-lock braking control is applied to the front or rear axle with a slip ratio exceeding the slip ratio threshold, if the actual deceleration of the vehicle is determined to be lower than the driver's expected value, braking force compensation is applied to the other axle. This achieves the distribution adjustment of the vehicle's braking force, ensuring sufficient braking force throughout the braking process on slopes. This improves the vehicle's stability on slopes and prevents instability in the event of a rollback or slippage, thus enhancing the vehicle's stability and safety in off-road scenarios.

[0006] In one possible implementation, the vehicle control method further includes: if 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 fluid pressure of the brake applied to 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 travel; if not, performing the step of compensating for the braking force of the second axle to ensure that the actual deceleration of the vehicle is closer to the driver's desired deceleration, which helps improve the accuracy of the decision on whether to compensate for the braking force of the second axle, avoids the situation where the vehicle stability is reduced due to over-compensation of the braking force of the second axle, and ensures that even during anti-lock braking control of a single axle, the whole vehicle can have sufficient braking force to maintain the stability and safety of the vehicle, and avoids negative experiences or safety hazards for the driver.

[0007] One possible implementation includes compensating the second axle for braking force by increasing the hydraulic fluid pressure to increase the braking force applied to the second axle by the brake.

[0008] In one possible implementation, when the first axle is the front axle and the second axle is the rear axle, after increasing the hydraulic fluid pressure to increase the braking force applied to the second axle by the brake, the vehicle control method further includes: if 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, controlling the parking caliper acting on the rear axle to increase the braking force applied to the rear axle.

[0009] In one possible implementation, the control applied to the parking caliper on the rear axle to increase the braking force applied to the rear axle includes increasing the clamping force applied to the rear axle by the parking caliper.

[0010] In one possible implementation, after increasing the clamping force applied to the rear axle by the parking caliper, the vehicle control method further includes: if the target slip ratio of the rear axle is greater than the slip ratio threshold, stopping the increase of the clamping force applied to the rear axle by the parking caliper, and keeping the clamping force applied to the rear axle by the parking caliper unchanged to avoid the rear axle locking up, thereby ensuring the stability of the vehicle on a slope.

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

[0012] In one possible implementation, the vehicle control method further includes: when the function switch of the vehicle brake assist function is triggered, acquiring vehicle acceleration information once at preset time intervals to obtain multiple vehicle acceleration information; wherein, each vehicle acceleration information includes multiple target longitudinal accelerations, each target longitudinal acceleration being the longitudinal acceleration when both the vehicle's braking force and driving force are 0; obtaining multiple slopes based on each vehicle acceleration information, determining the average slope based on the multiple slopes to obtain multiple average slopes; if the sum of the preset time intervals corresponding to each of the multiple vehicle acceleration information is greater than a time interval threshold, and at least a preset number of the average slopes are greater than the slope threshold, determining that the vehicle is traveling on a slope, and performing the step of acquiring the target slip ratio of the first axle when the brake pedal is triggered while the vehicle is traveling on a slope, to prevent the driver from accidentally triggering the vehicle brake assist function.

[0013] Secondly, a vehicle control device is provided, the vehicle control device comprising:

[0014] The acquisition module is used to acquire the target slip ratio of the first axle when the brake pedal is triggered while the vehicle is driving on a slope; wherein the first axle is one of the front axle and the rear axle.

[0015] The first control module is used to perform anti-lock control on the first axle when the target slip ratio is greater than the 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 deceleration expected by the driver 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 one possible implementation, the second control module includes:

[0018] The judgment unit is used to determine whether the pressure difference between the hydraulic oil pressure of the brake applied to the second axle and the reference pressure is within a preset pressure range when the speed difference between the actual deceleration and the driver's expected deceleration is not within the preset speed range; wherein the reference pressure is the preset pressure corresponding to the brake pedal travel.

[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 acting on the brake of the second axle and the reference pressure is not within a preset pressure range.

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

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

[0022] In one possible implementation, where 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 increase the braking force applied to the second axle by increasing the hydraulic oil pressure in the first compensation subunit. If 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 second compensation subunit controls the parking caliper acting on the rear axle to increase the braking force applied to the rear axle.

[0024] In one possible implementation, 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 to the rear axle by the parking caliper.

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

[0026] In one possible implementation, the second compensation subunit, after increasing the clamping force applied to the rear axle by the parking caliper, is further configured to, when it is determined that the brake pedal is released, determine the amount of change in the brake pedal travel during the brake pedal release process; and reduce the clamping force applied to the rear axle by the parking caliper based on the amount of change.

[0027] In one possible implementation, the acquisition module is specifically configured to: acquire vehicle acceleration information once at preset time intervals when the function switch of the vehicle braking assist function is triggered, to obtain multiple vehicle acceleration information; wherein, each vehicle acceleration information includes multiple target longitudinal accelerations, each target longitudinal acceleration being the longitudinal acceleration when both the vehicle's braking force and driving force are 0; obtain multiple slopes based on each vehicle acceleration information, determine the average slope based on the multiple slopes, to obtain multiple average slopes; if the sum of the preset time intervals corresponding to the multiple vehicle acceleration information is greater than a time interval threshold, and at least a preset number of the average slopes are greater than the slope threshold, determine that the vehicle is traveling on a slope, and execute the step of acquiring the target slip ratio of the first axle when the brake pedal is triggered while the vehicle is traveling on a slope.

[0028] Thirdly, a vehicle is provided, including 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, causing the vehicle to perform the vehicle control method of the first aspect or any possible implementation thereof.

[0029] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the vehicle control method in the first aspect or any possible implementation thereof.

[0030] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the vehicle control method of the first aspect or any possible implementation thereof. Attached Figure Description

[0031] Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this application is shown;

[0032] Figure 2 A schematic diagram showing a vehicle traveling on a slope is provided.

[0033] Figure 3 This paper shows a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0034] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of this application is shown. Detailed Implementation

[0035] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0037] With the increasing popularity of off-road vehicles, more and more drivers enjoy driving in complex terrain conditions, especially in mountainous areas, deserts, or muddy roads. However, in these extreme environments, particularly when climbing steep slopes, vehicles are prone to rolling backwards or sliding, leading to instability and posing safety hazards to the driver and passengers. For example, during this process, the normal pressure on the front axle tires is significantly reduced due to axle load transfer, making the front axle highly susceptible to brake lock-up. Furthermore, due to the vehicle's direction of travel (downhill), the front axle effectively acts as the rear axle; if the front axle locks up, the vehicle loses steering ability and may fishtail, further exacerbating instability and posing a safety risk to the driver and passengers.

[0038] To address the aforementioned issues, this application provides a vehicle control method, device, vehicle, and computer-readable storage medium. In a slope scenario, this application implements anti-lock braking control on the front or rear axle whose slip ratio exceeds a threshold. This effectively prevents the risk of loss of directional control due to wheel lock-up on slopes. Furthermore, if the actual deceleration of the vehicle is determined to be lower than the driver's expected value, braking force compensation is applied to the other axle. This achieves a distribution adjustment of the vehicle's braking force, ensuring sufficient braking force throughout the braking process on the slope. This improves vehicle stability on slopes and prevents vehicle instability in the event of a rollback or slippage, thus enhancing vehicle stability and safety 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 flowchart of a vehicle control method provided in an embodiment of this application is shown, such as... Figure 1 As shown, the vehicle control method provided in this application embodiment is applied to the central control unit of a vehicle. The front axle and rear axle of the vehicle can be independently anti-lock braking controlled. The front axle and rear axle can 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 rear wheels can be independently anti-lock braking controlled. The parking caliper acting on the front wheel can independently apply clamping force to the front wheel, and the parking caliper acting on the rear wheel can independently apply clamping force to the rear wheel.

[0041] The above vehicle control methods include the following schemes:

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

[0043] like Figure 2 As shown, Figure 2 The diagram shows a vehicle traveling on a slope. 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 indicates the direction in which the vehicle is rolling down the slope (which is also the direction in which the vehicle is traveling, i.e., the direction of descent).

[0044] When the vehicle is traveling on a slope, if the brake pedal is detected to be activated (i.e., the driver has pressed the brake pedal), the vehicle's brake assist function is activated by obtaining the target slip ratio of the first axle, which can be either the front or rear axle. The slip ratio of each wheel is calculated using the slip ratio formula: Slip Ratio = [(Vehicle Speed ​​- Wheel Linear Velocity) / Vehicle Speed] × 100%. If the first axle is the front axle, the target slip ratio is represented by the slip ratios of the two front wheels; if the first axle is the rear axle, the target slip ratio is represented by the slip ratios of the two rear wheels.

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

[0046] After obtaining the target slip ratio of the first axle, it is determined whether the target slip ratio of the first axle is greater than the slip ratio threshold. If the first axle is the front axle, and the slip ratios of both front wheels are greater than the slip ratio threshold, it indicates that the target slip ratio of the front axle is greater than the slip ratio threshold, and it also indicates that the front wheels are at risk of locking up, requiring prevention. If at least one of the slip ratios of the two front wheels is less than or equal to the slip ratio threshold, it indicates that the target slip ratio of the front axle is less than or equal to the slip ratio threshold, and it also indicates that the front wheels are not at risk of locking up. If the first axle is the rear axle, and the slip ratios of both rear wheels are greater than the slip ratio threshold, it indicates that the target slip ratio of the rear axle is greater than the slip ratio threshold, and it also indicates that the rear wheels are at risk of locking up, requiring prevention. If at least one of the slip ratios of the two rear wheels is less than or equal to the slip ratio threshold, it indicates that the target slip ratio of the rear axle is less than or equal to the slip ratio threshold, and it also indicates that the rear wheels are not at risk of locking up.

[0047] If only the target slip ratio of the front axle is greater than the slip ratio threshold, anti-lock braking system (ABS) is applied to the front axle to prevent the front wheels from locking up; if only the target slip ratio of the rear axle is greater than the slip ratio threshold, ABS is applied to the rear axle to prevent the rear wheels from locking up, thus maintaining the vehicle's directional control and deceleration.

[0048] S130: If the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within the preset speed range, brake force compensation is applied to the second axle to make the speed difference within the preset speed range; wherein, the second axle is the other one 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. Compensating for the braking force of the second axle means compensating for 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. Compensating for the braking force of the second axle means compensating for the braking force of the front wheels, that is, increasing the braking force of the front wheels.

[0050] When anti-lock braking is applied to 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 indicates 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 applied to the second axle to add extra braking force to the second axle, that is, to add extra braking force to the wheel 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, so as to maintain the stability of the vehicle on the slope.

[0051] Determining whether the speed difference between the vehicle's actual deceleration and the driver's desired deceleration falls outside a preset speed range can be achieved by either first acquiring the vehicle's actual deceleration and then determining whether the speed difference between the actual deceleration and the driver's desired deceleration falls outside the preset speed range, or by acquiring the vehicle's total braking force and determining whether the braking force difference between the total braking force and the driver's desired braking force falls outside the preset braking force range. A braking force difference outside the preset braking force range indicates that the speed difference is outside the preset speed range, and vice versa. Here, the driver's desired braking force is the preset total braking force corresponding to the brake pedal travel, and the driver's desired deceleration is the preset deceleration corresponding to the brake pedal travel. Furthermore, the preset total braking force and preset deceleration corresponding to the same brake pedal travel are mutually corresponding.

[0052] This application embodiment employs a technical solution that, when a vehicle is traveling on a slope, if the brake pedal is detected to be triggered and it is determined that the slip ratio of either the front or rear axle exceeds a slip ratio threshold, anti-lock braking control is applied to the axle with the slip ratio exceeding the threshold. Then, if it is determined that the speed difference between the vehicle's actual deceleration and the driver's desired deceleration is not within a preset speed range, braking force compensation is applied to the other axle to bring the speed difference within the preset speed range. By applying anti-lock braking control to the axle with a slip ratio exceeding the slip ratio threshold, it is possible to... It effectively prevents the risk of loss of directional control due to wheel lock-up on slopes; when anti-lock braking control is applied to the front or rear axle with a slip ratio exceeding the slip ratio threshold, if the actual deceleration of the vehicle is determined to be lower than the driver's expected value, braking force compensation is applied to the other axle, realizing the distribution adjustment of the vehicle's braking force. This ensures that the vehicle has sufficient braking force throughout the braking process on the slope, which helps improve the vehicle's stability on slopes. Thus, it can prevent vehicle instability in the event of reverse or slippage, thereby improving the stability and safety of the vehicle in off-road scenarios.

[0053] The following are Figure 1 The specific implementation methods of each step in the illustrated embodiment will be explained below:

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

[0055] If the speed difference between the actual deceleration and the driver's desired deceleration is not within the preset speed range, determine whether the pressure difference between the hydraulic oil pressure of the brake applied to the second axle and the reference pressure is within the preset pressure range; wherein, the reference pressure is the preset pressure corresponding to the brake pedal travel;

[0056] If not, proceed with the step of compensating for the braking force on the second axle.

[0057] When anti-lock braking is applied to the first axle, if the speed difference between the actual deceleration of the vehicle and the driver's expected deceleration is determined to be outside the preset speed range, it indicates that the actual deceleration may not match the driver's expected deceleration. This initially suggests insufficient braking force of the entire vehicle. Then, it is determined whether the pressure difference between the hydraulic fluid pressure acting on the brakes of the second axle and the reference pressure is within the preset pressure range (for example, if the second axle is the rear axle, this means determining whether the pressure difference between the hydraulic fluid pressure acting on the brakes of the rear wheels and the reference pressure is within the preset pressure range). If not, it is further determined that the overall braking force of the vehicle is insufficient. Specifically, this was caused by excessively low hydraulic fluid pressure in the brake system, indicating the need to compensate for the braking force on the second axle. This requires performing braking force compensation on the second axle to ensure the vehicle's actual deceleration is closer to the driver's desired deceleration. This improves the accuracy of decisions regarding second axle braking force compensation, preventing over-compensation that could reduce vehicle stability. It also ensures sufficient braking force even during single-axle anti-lock braking, maintaining vehicle stability and safety, and avoiding negative experiences or safety hazards for the driver.

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

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

[0060] If the specific cause of insufficient braking force of the vehicle is determined to be the low hydraulic oil pressure of the brake applied to the second axle, then the hydraulic oil of the brake applied to the second axle (rear axle or front axle) is pressurized to increase the hydraulic oil pressure, 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, then the increase in hydraulic oil pressure is stopped and the hydraulic oil pressure is kept constant.

[0061] like Figure 2As shown, when a vehicle rolls backward or slides on a slope, the front axle has a low load and the rear axle has a high load. Due to the low load and high braking force, the front axle is more likely to lock up. Therefore, when the target slip ratio of the front axle is detected to be greater than the slip ratio threshold, it indicates that the front axle is at risk of locking up. In this case, anti-lock braking control is prioritized for the front axle. If the pressure difference between the hydraulic fluid pressure of the brake applied to the rear axle and the reference pressure is within the preset pressure range, the driver will not feel any abnormal braking force. If the pressure difference between the hydraulic fluid pressure of the brake applied to the rear axle and the reference pressure is not within the preset pressure range, the driver will feel any abnormal braking force, that is, even though the brake pedal is pressed very deeply, the vehicle still does not decelerate significantly. In this case, other means are needed to compensate for the braking force of the rear axle.

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

[0063] 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, the parking caliper acting on the rear axle is controlled to increase the braking force applied to the rear axle.

[0064] After implementing anti-lock braking control on the front axle and increasing the hydraulic pressure of the brakes applied to the rear axle, 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, it indicates that simply increasing the hydraulic pressure of the hydraulic fluid to increase the braking force applied to the rear axle is limited, and the overall vehicle braking force is still insufficient. The difference between the actual deceleration of the vehicle and the deceleration expected by the driver is large. Therefore, the parking calipers applied to the rear axle are further controlled to increase the braking force applied to the rear axle in order 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 one possible implementation, the above control acts on the parking caliper of the rear axle, increasing the braking force applied to the rear axle by including the following steps:

[0066] Increase the clamping force applied to the rear axle by the parking caliper.

[0067] Increasing the clamping force applied to the rear axle by the parking brake system includes: controlling the current of the drive motor of the parking caliper acting on the rear axle. After the current of the drive motor is adjusted, the clamping force applied to the rear axle by the parking caliper increases. The clamping force applied to the rear axle by the parking caliper is equivalent to the braking force applied to the rear axle, thus achieving compensation for the braking force of the rear axle by the parking caliper acting on the rear axle.

[0068] The above-mentioned compensation for the braking force of the second axle through pressurization can be further compensated by using parking calipers to compensate the braking force of the second axle, or by using only 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 both the negative torque output by the drive motor acting on the second axle and the clamping force applied by the parking calipers acting on the second axle to compensate the braking force of the second axle.

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

[0070] If the target slip ratio of the rear axle is greater than the slip ratio threshold, stop increasing the clamping force applied to the rear axle by the parking caliper and keep the clamping force applied to the rear axle by the parking caliper unchanged.

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

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

[0073] Determine the change in brake pedal travel during the brake pedal release process, assuming the brake pedal is released.

[0074] The clamping force applied to the rear axle by the parking caliper is reduced based on the change in force.

[0075] There is a mapping relationship between the change in travel and the reduction in clamping force; the greater the change in travel, the greater the reduction in clamping force. The release of the brake pedal signifies that the driver has released the brake pedal. The change in brake pedal travel during the release process is then calculated as: Change in brake pedal travel = Brake pedal travel at time t - Brake pedal travel at time t+1, where t is greater than or equal to 1.

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

[0077] In one possible implementation, the above vehicle control method further includes the following steps:

[0078] When the vehicle brake assist function is activated, vehicle acceleration information is acquired at preset intervals to obtain multiple vehicle acceleration information. Each vehicle acceleration information includes multiple target longitudinal accelerations, and each target longitudinal acceleration is the longitudinal acceleration when the vehicle's braking force and driving force are both 0.

[0079] Multiple slopes are obtained based on the acceleration information of each vehicle, and the average slope is determined based on the multiple slopes to obtain multiple average slope values;

[0080] If the sum of the preset durations corresponding to the acceleration information of multiple vehicles is greater than the duration threshold, and at least a preset number of the average slope values ​​are greater than the slope threshold, it is determined that the vehicle is traveling on a slope, and the step of obtaining the target slip ratio of the first axle is executed when the brake pedal is triggered while the vehicle is traveling on a slope.

[0081] The vehicle is equipped with a function switch for vehicle braking assist, which can be a physical switch or a virtual switch. To prevent accidental triggering of the vehicle braking assist function, after detecting that the function switch for vehicle braking assist has been triggered, the vehicle braking assist function is not activated immediately, i.e., steps S110-S130 above are not executed. Instead, 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 for vehicle braking assist has been triggered, acquiring vehicle acceleration information at preset intervals (e.g., 100ms). The duration of each acquisition of vehicle acceleration information is, for example, 1000ms. Each acquisition of vehicle acceleration information includes 10 target longitudinal accelerations, each of which is the longitudinal acceleration when both the vehicle's braking force and driving force are 0. Assuming that the sum of the preset intervals is 600ms, which is greater than the duration threshold (e.g., 500ms), a total of 6 vehicle acceleration information acquisitions are obtained. For each vehicle acceleration information, a slope is calculated for each target longitudinal acceleration in each vehicle acceleration information, resulting in multiple slopes. The average of these multiple slopes is then calculated to obtain an average slope for each vehicle acceleration information, resulting in six average slopes. If at least a preset number (e.g., five) of these six average slopes are greater than a slope threshold, it indicates that the vehicle is traveling on a slope and the slope of the road where the vehicle is located is significant. In this case, steps S110-S130 are executed to prevent the driver from accidentally triggering the vehicle's brake assist function. If it is detected that the vehicle is traveling on a slope and the brake assist function switch is triggered, but the brake pedal is not activated, the control operation of the brake assist function is not executed to prevent abnormal activation of the brake assist function due to abrupt changes in the vehicle's longitudinal acceleration.

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

[0083] The above vehicle control methods include the following schemes:

[0084] S210: Obtain the slope of the road where the vehicle is located while the vehicle is in motion;

[0085] S211: If the slope of the road where the vehicle is located is greater than the slope threshold, and the vehicle travels on the road with a slope greater than the slope threshold for a longer period than the preset time, determine that the vehicle is traveling on a slope and detect whether the brake pedal is triggered.

[0086] S212: If the brake pedal is detected to be triggered, obtain the slip ratio of all wheels;

[0087] S213: If the slip ratio of any wheel among all wheels is greater than the slip ratio threshold, determine whether the slip ratio of the second wheel on the same axle as the first wheel is greater than the slip ratio threshold. If not, do not activate the vehicle braking assist function; if so, 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 ratio of the front axle exceeds the slip ratio threshold; if the first wheel is a rear axle wheel, determine whether the slip ratio of the rear axle exceeds the slip ratio threshold.

[0088] S21311: For cases where only the rear axle slip ratio exceeds the slip ratio threshold, anti-lock braking control is applied to the rear axle.

[0089] S21312: When anti-lock braking is applied to 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, it is determined whether the pressure difference between the hydraulic oil pressure of the brake applied to 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 applied to the front axle and the reference pressure is not within the preset pressure range, increase the hydraulic oil pressure of the brake applied to the front axle to increase the braking force applied to the front axle by the brake applied to 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, increase the clamping force applied to the rear axle by the parking caliper acting on the front axle to continue to increase the braking force applied to the front axle.

[0092] S21315: When the slip ratio of the front axle is greater than the slip ratio threshold, stop increasing the clamping force applied to the front axle by the parking caliper and keep the clamping force applied to the front axle by the parking caliper unchanged.

[0093] S21316: When the brake pedal is released, determine the change in brake pedal travel during the brake pedal release process, and reduce the clamping force applied to the rear axle by the parking caliper acting on the front axle based on the change.

[0094] S21312: When only the front axle slip ratio exceeds the slip ratio threshold, anti-lock braking control is applied to the front axle.

[0095] S21322: When anti-lock braking is applied to 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, it is determined whether the pressure difference between the hydraulic oil pressure of the brake applied to 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 applied to the rear axle and the reference pressure is not within the preset pressure range, increase the hydraulic oil pressure of the brake applied to the rear axle to increase the braking force applied to the rear axle by the brake applied to 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, the clamping force applied to the rear axle by the parking caliper is increased to further increase the braking force applied to the rear axle.

[0098] S21325: When the slip ratio of the rear axle is greater than the slip ratio threshold, stop increasing the clamping force applied to the rear axle by the parking caliper and keep the clamping force applied to the rear axle by the parking caliper unchanged.

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

[0100] This application embodiment employs a technical solution that, when a vehicle is traveling on a slope, if the brake pedal is detected to be triggered and it is determined that the slip ratio of either the front or rear axle exceeds a slip ratio threshold, anti-lock braking control is applied to the axle with the slip ratio exceeding the threshold. Then, if it is determined that the speed difference between the vehicle's actual deceleration and the driver's desired deceleration is not within a preset speed range, braking force compensation is applied to the other axle to bring the speed difference within the preset speed range. By applying anti-lock braking control to the axle with a slip ratio exceeding the slip ratio threshold, it is possible to... It effectively prevents the risk of loss of directional control due to wheel lock-up on slopes; when anti-lock braking control is applied to the front or rear axle with a slip ratio exceeding the slip ratio threshold, if the actual deceleration of the vehicle is determined to be lower than the driver's expected value, braking force compensation is applied to the other axle, realizing the distribution adjustment of the vehicle's braking force. This ensures that the vehicle has sufficient braking force throughout the braking process on the slope, which helps improve the vehicle's stability on slopes. Thus, it can prevent vehicle instability in the event of reverse or slippage, thereby improving the stability and safety of the vehicle in off-road scenarios.

[0101] It is worth noting that the vehicle control method provided in this application embodiment is applicable not only to the scenario where the vehicle is traveling uphill on a slope, but also to the scenario where the vehicle is traveling downhill on a slope. By adopting the vehicle control method provided in this application embodiment, the stability of the vehicle on a slope can be ensured, and the safety of the vehicle in off-road scenarios can be improved.

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

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

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

[0105] The first control module 320 is used to perform anti-lock control on the first axle when the target slip ratio is greater than the 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 deceleration expected by the driver 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 one possible implementation, the second control module 330 includes:

[0108] The judgment unit is used to determine whether the pressure difference between the hydraulic oil pressure of the brake applied to the second axle and the reference pressure is within a preset pressure range when the speed difference between the actual deceleration and the driver's expected deceleration is not within the preset speed range; wherein the reference pressure is the preset pressure corresponding to the brake pedal travel.

[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 acting on the brake of the second axle and the reference pressure is not within a preset pressure range.

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

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

[0112] In one possible implementation, where 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 increase the braking force applied to the second axle by increasing the hydraulic oil pressure in the first compensation subunit. If 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 second compensation subunit controls the parking caliper acting on the rear axle to increase the braking force applied to the rear axle.

[0114] In one possible implementation, 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 to the rear axle by the parking caliper.

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

[0116] In one possible implementation, the second compensation subunit, after increasing the clamping force applied to the rear axle by the parking caliper, is further configured to, when it is determined that the brake pedal is released, determine the amount of change in the brake pedal travel during the brake pedal release process; and reduce the clamping force applied to the rear axle by the parking caliper based on the amount of change.

[0117] In one possible implementation, the acquisition module 310 is specifically configured to: acquire vehicle acceleration information once at preset time intervals when the function switch of the vehicle braking assist function is triggered, to obtain multiple vehicle acceleration information; wherein, each vehicle acceleration information includes multiple target longitudinal accelerations, each target longitudinal acceleration being the longitudinal acceleration when both the vehicle's braking force and driving force are 0; obtain multiple slopes based on each vehicle acceleration information, determine the average slope based on the multiple slopes, to obtain multiple average slopes; if the sum of the preset time intervals corresponding to the multiple vehicle acceleration information is greater than a time interval threshold, and at least a preset number of the average slopes are greater than the slope threshold, determine that the vehicle is traveling on a slope, and execute the step of acquiring the target slip ratio of the first axle when the brake pedal is triggered while the vehicle is traveling on a slope.

[0118] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the vehicle control method. In practical 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 and the vehicle control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this application, please refer to the embodiments of the vehicle control method of this application, which will not be repeated here.

[0119] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0120] Figure 4 This application provides a schematic diagram of the structure of a vehicle according to an embodiment of the present application. Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402. The memory 401 stores 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] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0122] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, a first control module, a second control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

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

[0124] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

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

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

[0127] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle control method as described in the above embodiment.

[0128] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle control method in the above embodiments.

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

[0130] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. 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.

[0131] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0132] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The vehicle control method includes: When the vehicle is traveling on a slope, if the brake pedal is activated, the target slip ratio of the first axle is obtained; wherein the first axle is one of the front axle and the rear axle. If the target slip ratio is greater than the slip ratio threshold, anti-lock control is applied to the first axle; If the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within a preset speed range, it is determined whether the pressure difference between the hydraulic oil pressure of the brake applied to the second axle and the reference pressure is within a preset pressure range. The second axle is the other of the front axle and the rear axle, and the reference pressure is the preset pressure corresponding to the brake pedal travel. If the pressure difference is not within the preset pressure range, braking force compensation is applied to the second axle to increase the braking force of the second axle, so that the speed difference is within the preset speed range.

2. The vehicle control method according to claim 1, characterized in that, The braking force compensation for the second axle includes: Increase the hydraulic fluid pressure to increase the braking force applied by the brake to the second axle.

3. The vehicle control method according to claim 2, characterized in that, When the first axle is the front axle and the second axle is the rear axle, after increasing the hydraulic fluid pressure to increase the braking force applied to the second axle by the brake, the vehicle control method further includes: If 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.

4. The vehicle control method according to claim 3, characterized in that, The control action applied to the parking caliper on the rear axle, increasing the braking force applied to the rear axle, includes: Increase the clamping force applied to the rear axle by the parking caliper.

5. The vehicle control method according to claim 4, characterized in that, After increasing the clamping force applied to the rear axle by the parking caliper, the vehicle control method further includes: If the target slip ratio of the rear axle is greater than the slip ratio threshold, the clamping force applied to the rear axle by the parking caliper is stopped from increasing, and the clamping force applied to the rear axle by the parking caliper is kept constant.

6. The vehicle control method according to claim 4, characterized in that, After increasing the clamping force applied to the rear axle by the parking caliper, the vehicle control method further includes: When the brake pedal is released, determine the amount of change in brake pedal travel during the brake pedal release process; The clamping force applied to the rear axle by the parking caliper is reduced according to the change.

7. The vehicle control method according to any one of claims 1 to 6, characterized in that, The vehicle control method further includes: When the vehicle brake assist function is activated, vehicle acceleration information is acquired at preset intervals to obtain multiple vehicle acceleration information. Each vehicle acceleration information includes multiple target longitudinal accelerations, and each target longitudinal acceleration is the longitudinal acceleration when the vehicle's braking force and driving force are both 0. Multiple slopes are obtained based on the acceleration information of each vehicle, and the average slope is determined based on the multiple slopes to obtain multiple average slopes; If the sum of the preset durations corresponding to the multiple vehicle acceleration information is greater than the duration threshold, and at least a preset number of the multiple slope averages are greater than the slope threshold, it is determined that the vehicle is traveling on a slope, and the step of obtaining the target slip ratio of the first axle when the brake pedal is triggered while the vehicle is traveling on a slope is executed.

8. A vehicle control device, characterized in that, The vehicle control device includes: The acquisition module is used to acquire the target slip ratio of the first axle when the brake pedal is triggered while the vehicle is driving on a slope; wherein the first axle is one of the front axle and the rear axle. The first control module is used to perform anti-lock control on the first axle when the target slip ratio is greater than the slip ratio threshold. The second control module is used to determine whether the pressure difference between the hydraulic oil pressure of the brake applied to the second axle and a reference pressure is within a preset pressure range when the speed difference between the actual deceleration of the vehicle and the deceleration expected by the driver is not within a preset speed range. Here, the second axle is the other of the front axle and the rear axle, and the reference pressure is a preset pressure corresponding to the brake pedal travel. If the pressure difference is not within the preset pressure range, braking force compensation is performed on the second axle to increase the braking force of the second axle so that the speed difference is within the preset speed range.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the vehicle control method as described in any one of claims 1 to 7.

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