Vehicle control method and device and vehicle

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium, and relates to the technical field of vehicles. The control method comprises the steps that if it is detected that the vehicle is in a trailer working condition, target operation on the vehicle is obtained; determining a target parameter based on the target operation; wherein the target parameter comprises the request torque of the vehicle; based on the target parameters, target braking force of the vehicle is obtained; and controlling the vehicle based on the target operation and the target braking force. According to the control method, the safety of the trailer can be improved in the trailer process.

Description

Technical Field

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

[0002] The vehicle towing function is mainly used to rescue trapped vehicles in some special circumstances to free them. At present, the traditional vehicle towing function is limited to configuring towing devices such as towing equipment for the vehicle; however, during the towing process, if the towed vehicle suddenly gets out of trouble or the towing equipment (such as a rope) breaks, the trailer may suddenly lose the drag resistance, resulting in excessive traction, and the driver cannot respond quickly, causing the trailer to accelerate forward rapidly; or the trailer may move backward due to the influence of the towed vehicle, resulting in safety hazards such as secondary collisions.

[0003] Therefore, how to improve the safety of trailers during the towing process is a technical problem that urgently needs to be solved. Summary of the invention

[0004] The present application provides a vehicle control method, device and vehicle, wherein the control method can improve the safety of a trailer during towing.

[0005] In a first aspect, a vehicle control method is provided, which includes: if it is detected that the vehicle is in a trailer condition, obtaining a target operation for the vehicle; based on the target operation, determining target parameters; wherein the target parameters include a requested torque of the vehicle; based on the target parameters, obtaining a target braking force of the vehicle; and controlling the vehicle based on the target operation and the target braking force.

[0006] The present application provides a vehicle control method, if it is detected that the vehicle is in a trailer condition, the target operation of the vehicle can be obtained; and based on the target operation, the target parameters are determined; because the target parameters include the requested torque of the vehicle, and the requested torque can reflect the driving state of the vehicle when the vehicle is in the trailer condition; therefore, based on the target parameters, the target braking force of the vehicle is obtained; and the vehicle is controlled based on the target operation and the target braking force; compared with the related art that only configures a towing device for the trailer without intervening on the trailer under the trailer condition, this solution can prevent the safety hazards caused by the towing device to the vehicle; therefore, this solution can improve the safety of the trailer during the towing process.

[0007] In combination with the first aspect, in certain implementations of the first aspect, based on the target operation, a target parameter is determined, including: if the target operation is an activation operation of the accelerator pedal, the target parameter is determined to be the vehicle's current requested torque and the road slope of the road on which the vehicle is located; if the target operation is a release operation of the accelerator pedal, the target parameter is determined to be the vehicle's historical maximum requested torque; wherein the historical maximum requested torque is the maximum requested torque within a first preset time period before the release operation; based on the target parameter, a target braking force of the vehicle is obtained, including: if the target operation is an activation operation, the target braking force is obtained based on the current requested torque and the road slope; if the target operation is a release operation, the target braking force is obtained based on the historical maximum requested torque; the historical maximum requested torque is positively correlated with the target braking force.

[0008] In the embodiments of the present application, the target braking force determined by different target operations is different; by taking into account the different situations of the target operation, the target braking force is determined based on the parameters of the accelerator pedal. This can prevent different situations such as sudden acceleration or reverse of the vehicle, thereby improving the accuracy of controlling the vehicle's braking, and thus improving the safety of the trailer during the towing process.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, a target braking force is obtained based on a current requested torque and a road slope, including: determining a target coefficient of the vehicle based on the current requested torque and the road slope; wherein the target coefficient is positively correlated with the current requested torque, and the target coefficient is negatively correlated with the road slope; determining the target braking force based on the target coefficient and a first braking force; wherein the first braking force is related to the vehicle model.

[0010] In an embodiment of the present application, a target coefficient is obtained through the current requested torque and the road slope, and the target braking force is determined based on the target coefficient and the first braking force; since the target coefficients determined by different current requested torques and road slopes are different, this can increase the flexibility of determining the target braking force, further improving the safety of the trailer during the towing process.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method provided in the embodiment of the present application also includes: obtaining the change in the driving distance of the vehicle within a preset period; determining the target coefficient of the vehicle based on the current requested torque and the road slope, including: obtaining an initial coefficient based on the current requested torque and the road slope; obtaining a target attenuation amount based on the change in driving distance; wherein the target attenuation amount is negatively correlated with the change in driving distance; performing attenuation processing on the initial coefficient based on the target attenuation amount to obtain a target coefficient; wherein the target coefficient is within a preset numerical range.

[0012] In an embodiment of the present application, since the risk of loss of control of the vehicle when moving forward is taken into account based on the current requested torque and the road slope, the target attenuation amount is determined by the vehicle's driving distance within a preset period, and then the target coefficient is obtained, thereby further improving the prevention of sudden acceleration of the vehicle and thereby improving the safety of the trailer during the towing process.

[0013] In combination with the first aspect and the above-mentioned implementations, in some implementations of the first aspect, controlling the vehicle based on the target operation and the target braking force includes: controlling the vehicle driving based on the target operation; and applying the target braking force to the vehicle during the vehicle driving.

[0014] In the embodiments of the present application, by applying a target braking force to the vehicle in combination with different situations of the target operation, sudden acceleration or reverse movement of the vehicle can be avoided, thereby improving the safety of the vehicle during the towing process.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, if the target operation is an activation operation; the method provided in the embodiment of the present application also includes: determining whether the braking force of the vehicle is the same within a second preset time period, and whether the vehicle speed is less than the preset speed within the second preset time period; if the braking force of the vehicle is the same, and the vehicle speed is less than the preset speed, based on the current requested torque, stop applying the target braking force to the vehicle within the target time period; wherein the target time period is negatively correlated with the current requested torque.

[0016] In an embodiment of the present application, when the target braking force has not changed and the vehicle speed is less than a preset speed, since the continuous target braking force may excessively restrict the movement of the vehicle, the loss of traction of the vehicle by the braking system can be reduced by applying the first braking force to the vehicle within the target duration, thereby ensuring that the vehicle can maintain sufficient power during the towing process, thereby improving the braking effect.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, if the target operation is a release operation; the method provided in the embodiment of the present application also includes: when the duration of applying the target braking force reaches a third preset duration, the target braking force is gradient attenuated according to a preset attenuation gradient to obtain an updated braking force; during the driving of the vehicle, the target braking force is applied to the vehicle, including: during the driving of the vehicle, the updated braking force is applied to the vehicle.

[0018] In an embodiment of the present application, by performing gradient attenuation processing on the target braking force, it is possible to prevent the vehicle from moving backward while preventing the vehicle from being in a continuous braking state and causing damage to the braking system. In addition, by performing gradient attenuation processing on the target braking force with a preset attenuation gradient, it is possible to avoid sudden vehicle movement caused by a sudden disappearance of the braking force, thereby improving safety during the towing process.

[0019] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method provided in the embodiment of the present application also includes: in the process of performing gradient attenuation processing on the target braking force, obtaining the vehicle's retreat distance; if the retreat distance reaches the preset retreat distance, stopping the gradient attenuation processing.

[0020] In an embodiment of the present application, by obtaining the vehicle's backward distance, it is possible to determine whether the vehicle is stable at this time; if the vehicle is not stable at this time, the gradient attenuation processing is stopped, which can prevent the vehicle from losing control and further improve the safety and stability during the towing process.

[0021] In a second aspect, a vehicle control device is provided, the control device comprising:

[0022] An acquisition module, for acquiring a target operation on the vehicle if it is detected that the vehicle is in a trailer working condition;

[0023] A determination module, configured to determine a target parameter based on the target operation; wherein the target parameter includes a requested torque of the vehicle;

[0024] The determination module is further used to obtain a target braking force of the vehicle based on the target parameter;

[0025] A control module is used to control the vehicle based on the target operation and the target braking force.

[0026] In one possible implementation, the determination module is specifically used to determine the target parameters as the vehicle's current requested torque and the road slope of the road on which the vehicle is located if the target operation is an activation operation of the accelerator pedal; if the target operation is a release operation of the accelerator pedal, determine the target parameter as the vehicle's historical maximum requested torque; wherein the historical maximum requested torque is the maximum requested torque within a first preset time period before the release operation.

[0027] In one possible implementation, a determination module is specifically used to determine a target coefficient of the vehicle based on a current requested torque and a road slope; wherein the target coefficient is positively correlated with the current requested torque, and the target coefficient is negatively correlated with the road slope; and a target braking force is determined based on the target coefficient and a first braking force; wherein the first braking force is related to the vehicle model.

[0028] In a possible implementation, the control module is specifically configured to control vehicle driving based on a target operation; and apply a target braking force to the vehicle during vehicle driving.

[0029] In one possible implementation, the control module is specifically used to determine whether the braking force of the vehicle is the same within a second preset time period, and whether the vehicle speed is less than a preset speed within the second preset time period; if the braking force of the vehicle is the same, and the vehicle speed is less than the preset speed, based on the current requested torque, stop applying the target braking force to the vehicle within the target time period; wherein the target time period is negatively correlated with the current requested torque.

[0030] In one possible implementation, the control module is specifically used to perform gradient attenuation processing on the target braking force according to a preset attenuation gradient to obtain an updated braking force when the duration of applying the target braking force reaches a third preset duration; and apply the updated braking force to the vehicle during vehicle driving.

[0031] In a possible implementation, the acquisition module is further used to acquire the vehicle's retreat distance during the process of performing gradient attenuation processing on the target braking force; the control module is further used to stop the gradient attenuation processing if the retreat distance reaches a preset retreat distance.

[0032] 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 method in the first aspect or any possible implementation of the first aspect.

[0033] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0034] 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 method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is a schematic diagram of a scene under a trailer working condition provided by an embodiment of the present application;

[0036] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0037] Figure 3 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0038] Figure 4is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0039] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0040] 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.

[0041] 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.

[0042] The vehicle towing function is mainly used to rescue trapped vehicles in some special situations to get them out of trouble. For example, Figure 1 As shown, Figure 1 A schematic diagram of a trailer working condition provided in an embodiment of the present application. It should be noted that the embodiment of the present application does not limit whether the trailer working condition is in a climbing state. For example, Figure 1 As shown in (a) of FIG. 1 , scene 100a includes a trailer 110 and a towed object 120. The trailer 110 tows the towed object 120 by means of a towing tool (e.g., a rope). At this time, the trailer 110 is in a climbing driving state. Figure 1 As shown in (b) of FIG. 1 , the scene 100b includes a trailer 110 and a towed object 120. At this time, the trailer 110 is in a flat road driving state.

[0043] It should be noted that the embodiment of the present application does not limit the type of trailer 110; and the embodiment of the present application does not limit the towed object 120; the towed object 120 can be a vehicle or other objects (for example, a box with a certain weight).

[0044] At present, the traditional vehicle towing function is limited to configuring the vehicle with towing devices such as towing equipment; however, during the towing process, if the towed vehicle suddenly breaks free or the towing equipment (such as a rope) breaks, the trailer may suddenly lose the drag resistance, resulting in excessive traction, and the driver cannot respond quickly, causing the trailer to accelerate forward rapidly; or, the trailer may move backward due to the influence of the towed vehicle, resulting in safety hazards such as secondary collisions.

[0045] Therefore, how to improve the safety of trailers during the towing process is a technical problem that urgently needs to be solved.

[0046] In view of this, the embodiments of the present application provide a vehicle control method, device and vehicle. Compared with the related art which only configures a towing device for a trailer but does not intervene in the trailer under the trailer operating condition, the control method can prevent the towing device from causing safety hazards to the vehicle; therefore, the present solution can improve the safety of the trailer during the towing process.

[0047] In order to illustrate the technical solution described in this application, the following is a description through specific embodiments. Figures 2 to 3 The vehicle control method provided in the embodiment of the present application is described in detail.

[0048] Exemplarily, the vehicle control method described below may be a method for controlling a trailer while the trailer is towing a towed vehicle.

[0049] It should be understood that the embodiments of the present application do not particularly limit the execution subject of the vehicle control method, as long as the program that records the code of the vehicle control method of the embodiments of the present application can be run to communicate according to the vehicle control method of the embodiments of the present application. For example, the execution subject of the vehicle control method provided in the embodiments of the present application can be a vehicle, or a vehicle control device used in a vehicle, such as a chip.

[0050] Figure 2 It is a flow chart of a vehicle control method provided in an embodiment of the present application.

[0051] S201. If it is detected that the vehicle is in a trailer condition, obtain a target operation for the vehicle.

[0052] Exemplarily, the target operation may be the driver's control operation of the vehicle's accelerator pedal (i.e., gas pedal); for example, when the driver steps on the vehicle's accelerator pedal, the target operation is the activation operation of the accelerator pedal; when the driver releases the vehicle's accelerator pedal, the target operation is the release operation of the accelerator pedal.

[0053] For example, the vehicle can be in a trailer condition when driving on a hill, or in a trailer condition when driving on a flat road.

[0054] S202. Based on the target operation, determine target parameters; wherein the target parameters include the requested torque of the vehicle.

[0055] Exemplarily, the target parameter may include a requested torque of an accelerator pedal.

[0056] It should be explained that, since the requested torque of the accelerator pedal is affected by parameters such as the opening degree of the accelerator pedal and the vehicle speed, the requested torque of the accelerator pedal can change continuously when the accelerator pedal is in an activated state. In other words, when the accelerator pedal is in an activated state, the requested torque of the accelerator pedal can include multiple requested torques with different values.

[0057] As one example, if the target operation is an activation operation of an accelerator pedal, the requested torque of the accelerator pedal may be a current requested torque of the accelerator pedal.

[0058] As another example, if the target operation is a release operation of the accelerator pedal, the requested torque of the accelerator pedal may be a historical maximum requested torque of the accelerator pedal.

[0059] Exemplarily, to obtain the requested torque of an accelerator pedal in a vehicle, the position of the accelerator pedal may be obtained through a sensor in the accelerator pedal; and the requested torque may be determined based on the position of the accelerator pedal; for details, reference may be made to the prior art, which will not be described in detail here.

[0060] Exemplarily, the vehicle being in a trailer state may refer to the state in which the vehicle is towing another towed vehicle (e.g., a broken-down vehicle). Whether the vehicle is in a trailer state may be determined by identifying whether the vehicle is in a trailer state; for example, identifying that the vehicle is in a trailer state may be by detecting whether the trailer device of the vehicle is activated or subjected to a pulling force; or whether the rotation state of the wheels of the vehicle is different from that during normal driving.

[0061] For a detailed description of S202, please refer to the following embodiments, which will not be described again here.

[0062] S203. Based on the target parameters, obtain the target braking force of the vehicle.

[0063] It should be understood that when the accelerator pedal is in different states, the target braking force can be obtained based on the target parameter. The target braking force can prevent the vehicle from suddenly accelerating or suddenly retreating when the vehicle is in the towing condition, thereby improving the safety of the vehicle during the towing process.

[0064] For a detailed description of S203, please refer to the following embodiments, which will not be described again here.

[0065] S204. Control the vehicle based on the target operation and the target braking force.

[0066] Exemplarily, controlling the vehicle based on the target operation and the target braking force may include: controlling the vehicle to travel based on the target operation; and applying the target braking force to the vehicle during the vehicle's travel.

[0067] For example, when the target operation is the activation operation of the accelerator pedal, the target braking force can be applied to the vehicle to prevent the vehicle from suddenly accelerating due to a sudden increase in the driving force of the vehicle when the vehicle loses drag resistance and may accelerate. In other words, the target braking force can be used to prevent the vehicle from suddenly accelerating forward.

[0068] For another example, when the target operation is the release of the accelerator pedal, the vehicle may move backward when the accelerator pedal is released because the vehicle is being towed by the towed vehicle; by applying the target braking force to the vehicle, resistance can be applied to the vehicle when the vehicle moves backward, so as to maintain the stability of the vehicle and prevent it from moving backward, thereby avoiding safety hazards such as collision. In other words, the target braking force can be used to prevent the vehicle from moving backward.

[0069] The present application provides a vehicle control method, if it is detected that the vehicle is in a trailer condition, the target operation of the vehicle can be obtained; and based on the target operation, the target parameters are determined; because the target parameters include the requested torque of the vehicle, and the requested torque can reflect the driving state of the vehicle when the vehicle is in the trailer condition; therefore, based on the target parameters, the target braking force of the vehicle is obtained; and the vehicle is controlled based on the target operation and the target braking force; compared with the related art that only configures a towing device for the trailer without intervening on the trailer under the trailer condition, this solution can prevent the safety hazards caused by the towing device to the vehicle; therefore, this solution can improve the safety of the trailer during the towing process.

[0070] In a possible embodiment of the present application, the above S202 includes the following two situations:

[0071] Case 1: If the target operation is an activation operation of an accelerator pedal, the target parameter is determined to be the current requested torque of the vehicle and the road gradient of the road on which the vehicle is located.

[0072] For example, when the target operation is an activation operation of the accelerator pedal, it indicates that the driver presses the accelerator pedal in the trailer condition, which may reflect that an acceleration request is received at this time.

[0073] For example, the current requested torque of the accelerator pedal can be used to indicate the magnitude of the current vehicle forward acceleration intention. For example, if the current requested torque is larger, it can indicate a greater degree of forward acceleration of the vehicle; if the current requested torque is smaller, it can indicate a smaller degree of forward acceleration of the vehicle.

[0074] For example, the road slope of the vehicle refers to the degree of inclination of the road during towing. The road slope can affect the difficulty of towing. For example, when the vehicle is going uphill, the greater the road slope, the more gravity the vehicle needs to overcome, and it will be more laborious to go uphill.

[0075] Case 2: If the target operation is a release operation of an accelerator pedal, the target parameter is determined to be a historical maximum requested torque of the vehicle.

[0076] The historical maximum requested torque is the maximum requested torque within a first preset time period before the release operation.

[0077] Exemplarily, the first preset duration may be a duration preconfigured by the vehicle, or a duration manually set, and the embodiment of the present application does not impose any specific limitation on this.

[0078] For example, when the target operation is a release operation of the accelerator pedal, it indicates that the driver releases the accelerator pedal in the trailer condition, which may reflect the stop of the acceleration request at this time.

[0079] It should be noted that the historical maximum requested torque can be used to reflect the maximum driving force generated by the vehicle when the accelerator pedal is in an activated state; since the historical maximum requested torque can indirectly reflect the vehicle's current driving condition (for example, the greater the road slope, the greater the historical maximum requested torque); therefore, the target braking force can be determined by the variable of the historical maximum requested torque, thereby reducing the interference of other parameters on the target braking force, and at the same time, the amount of calculation can also be reduced.

[0080] It should be noted that, when the target operation is the release operation of the accelerator pedal, it may mean that before the target operation is performed, the accelerator pedal in the vehicle is in an activated state; in other words, the driver is stepping on the accelerator pedal; because when the accelerator pedal is in an activated state, the accelerator pedal may be at different openings; different accelerator pedal openings may correspond to different requested torques; the larger the accelerator pedal opening, the greater the requested torque.

[0081] Exemplarily, the historical request torque may include multiple historical request torques. Different historical request torques are request torques corresponding to different openings of the accelerator pedal when the accelerator pedal is in an activated state before the accelerator pedal is released. The accelerator pedal is in an activated state may refer to the activation state before the release operation of the accelerator pedal in the current activation state-release state cycle, and may also include the activation state in one or more previous activation state-release state cycles; specifically, the number of cycles of the previous one or more activation state-release state cycles may be determined by the first preset duration.

[0082] For example, the historical request torque includes historical request torque 1 (corresponding to an opening of the accelerator pedal of 20%), historical request torque 2 (corresponding to an opening of the accelerator pedal of 30%), historical request torque 3 (corresponding to an opening of the accelerator pedal of 40%), and historical request torque 4 (corresponding to an opening of the accelerator pedal of 50%). At this time, the historical maximum request torque is historical request torque 4.

[0083] Furthermore, based on the two different situations corresponding to the above S202, the above S203 includes the following two situations:

[0084] Case 1: If the target operation is an activation operation, the target braking force is obtained based on the current requested torque and the road slope;

[0085] For example, the current requested torque is positively correlated with the target braking force. For example, if the current requested torque is larger, it may mean that the vehicle accelerates forward more and the target braking force is larger; if the current requested torque is smaller, it may mean that the vehicle accelerates forward less and the target braking force is smaller.

[0086] For example, the road slope is negatively correlated with the target braking force. For example, when the vehicle is going uphill, the greater the road slope, the harder it is for the vehicle to accelerate, and the smaller the target braking force required; when the vehicle is going uphill, the smaller the road slope, the easier it is for the vehicle to accelerate, and the larger the target braking force required.

[0087] Regarding how to obtain the target braking force based on the current requested torque and the road slope, reference may be made to the following embodiments, which will not be described in detail here.

[0088] Case 2: If the target operation is a release operation, the target braking force is obtained based on the historical maximum requested torque.

[0089] Among them, the historical maximum requested torque is positively correlated with the target braking force.

[0090] It should be understood that when the vehicle is in the towing condition and the accelerator pedal is released, the vehicle is still in a forward driving state; due to the reduction of driving force, the elastic force generated by the towing device of the vehicle or the resistance caused by the towed vehicle to the vehicle may cause the vehicle to move backward. In order to prevent the vehicle from moving backward, the target braking force can be used to prevent the vehicle from moving backward when the accelerator pedal is released.

[0091] It can be understood that the historical maximum request torque can be used to reflect the maximum power demand of the driver before releasing the accelerator pedal. The target braking force determined by the historical maximum request torque can ensure that the vehicle does not roll back.

[0092] In the embodiments of the present application, the target braking force determined by different target operations is different; by taking into account the different situations of the target operation, the target braking force is determined based on the parameters of the accelerator pedal. This can prevent different situations such as sudden acceleration or reverse of the vehicle, thereby improving the accuracy of controlling the vehicle's braking, and thus improving the safety of the trailer during the towing process.

[0093] In a possible embodiment of the present application, a target braking force is obtained based on a current requested torque and a road slope, including: determining a target coefficient of the vehicle based on the current requested torque and the road slope; and determining the target braking force based on the target coefficient and the first braking force.

[0094] The target coefficient is positively correlated with the current requested torque, and negatively correlated with the road slope. The first braking force is related to the vehicle model.

[0095] For example, due to the differences in weight, power performance, braking system, etc. of different vehicles, the first braking force can be calibrated according to the actual vehicle to improve the safety and accuracy of the vehicle during the towing process. For example, the first braking force is 5000 Newtons (N).

[0096] Exemplarily, the target coefficient is positively correlated with the current requested torque. For example, the larger the current requested torque is, the larger the target coefficient is; and the smaller the current requested torque is, the smaller the target coefficient is.

[0097] Exemplarily, the target coefficient is negatively correlated with the road slope. For example, the smaller the road slope, the larger the target coefficient; the larger the road slope, the smaller the target coefficient.

[0098] It should be noted that the target coefficient can be determined by two parameters: the current requested torque and the road slope. For example, as shown in Table 1, Table 1 is an example table of a two-dimensional lookup table provided in an embodiment of the present application. Among them, the two input parameters of the two-dimensional lookup table are the current requested torque (unit: Newton meter (Nm)) and the road slope (%). The two-dimensional lookup table is used to exemplarily describe the relationship between the target coefficient and the current requested torque and the road slope, which can be determined by the actual scenario. The specific value of the target coefficient is set according to the actual application scenario.

[0099] Table 1 Two-dimensional lookup table

[0100] Current requested torque (Nm) Road slope (%) Target coefficient 200 0 0.85 200 5 0.8 200 10 0.7 200 20 0.5 300 0 0.9 300 5 0.85 300 10 0.75 300 20 0.6 ... ... ...

[0101] For example: when the current requested torque is 200Nm and the road slope is 0 (that is, the vehicle is in a flat road driving state), the target coefficient is 0.85; when the current requested torque is 200Nm and the road slope is 5%, the target coefficient is 0.8; when the current requested torque is 200Nm and the road slope is 10%, the target coefficient is 0.7; when the current requested torque is 200Nm and the road slope is 20%, the target coefficient is 0.5; when the current requested torque is 300Nm and the road slope is 0, the target coefficient is 0.9; when the current requested torque is 300Nm and the road slope is 5%, the target coefficient is 0.85; when the current requested torque is 300Nm and the road slope is 10%, the target coefficient is 0.75; when the current requested torque is 300Nm and the road slope is 20%, the target coefficient is 0.6.

[0102] Exemplarily, based on the target coefficient and the first braking force, the target braking force may be determined by multiplying the first braking force by the target coefficient to obtain the target braking force.

[0103] For example, taking the first braking force of 5000N as an example: if the current requested torque is 200Nm and the road slope is 5%, the target coefficient can be determined to be 0.8 through Table 1; and then the target braking force is determined to be 4000N (0.8*5000N).

[0104] In an embodiment of the present application, a target coefficient is obtained through the current requested torque and the road slope, and the target braking force is determined based on the target coefficient and the first braking force; since the target coefficients determined by different current requested torques and road slopes are different, this can increase the flexibility of determining the target braking force, further improving the safety of the trailer during the towing process.

[0105] In a possible embodiment of the present application, the method provided in the embodiment of the present application further includes: obtaining a change in the driving distance of the vehicle within a preset period; determining a target coefficient of the vehicle based on the current requested torque and the road slope, including: obtaining an initial coefficient based on the current requested torque and the road slope; obtaining a target attenuation based on the change in the driving distance; performing attenuation processing on the initial coefficient based on the target attenuation to obtain a target coefficient;

[0106] Among them, the target attenuation is negatively correlated with the change in driving distance; and the target coefficient is within a preset value range.

[0107] Exemplarily, the preset numerical range may be a numerical range preconfigured by the vehicle, or may be a numerical range set manually, and the present application embodiment does not impose any specific limitation on this. For example, the preset numerical range may be [0, 1].

[0108] Exemplarily, the preset period may be a value pre-configured by the vehicle, or a value set manually, and the present application embodiment does not impose any specific restrictions on this. For example, the preset period may be 5 periods, and each period may be 1 second (s).

[0109] For example, the change in the vehicle's driving distance within a preset period can be used to reflect the stability and dynamic response of the vehicle during the towing process to determine whether the vehicle is at risk of losing control. The greater the change in driving distance, the more unstable the vehicle state is and the greater the possibility of losing control; the smaller the change in driving distance, the smaller the possibility of losing control.

[0110] Exemplarily, the vehicle's driving distance in each cycle within a preset cycle can be collected by a wheel speed sensor; then the change in driving distance between adjacent cycles is calculated; that is, for each cycle, the driving distance of the current cycle is subtracted from the driving distance of the previous cycle to obtain the change in driving distance of the current cycle; then, the change in driving distance of each cycle is processed (for example, by arithmetic mean, etc.) to obtain the change in driving distance within the preset cycle.

[0111] For example: Assume that the preset cycle is 5 cycles, each cycle is 1s. The vehicle's driving distance in the first second (the first cycle) is 5 meters (m), the driving distance in the second second (the second cycle) is 7m, the driving distance in the third second (the third cycle) is 10m, the driving distance in the fourth second (the fourth cycle) is 15m, and the driving distance in the fifth second (the fifth cycle) is 21m. It can be calculated that the driving distance change in the second cycle is 2m, the driving distance change in the third cycle is 3m, the driving distance change in the fourth cycle is 5m, and the driving distance change in the fifth cycle is 6m. It can be obtained that the vehicle's driving distance changes in each cycle, but the change is not significant. Taking the calculation of the average value as an example, the driving distance change in the preset cycle is 4((2+3+5+6) / 4)m.

[0112] For example, the method of obtaining the initial coefficient based on the current requested torque and the road slope can refer to the description of obtaining the target coefficient based on the current requested torque and the road slope in the above text, which will not be repeated here. It should be noted that the target coefficient can be obtained based only on the current requested torque and the road slope in the above text, so that the driver's acceleration intention and the current road conditions can be taken into account; in this embodiment, considering the risk of loss of control when the vehicle is moving forward, the target coefficient can be obtained based on the current requested torque and the road slope through the vehicle's travel distance within a preset period, which can further improve the safety of the trailer during the towing process.

[0113] Exemplarily, the greater the change in driving distance, the smaller the target attenuation; the smaller the change in driving distance, the greater the target attenuation. For example, as shown in Table 2, Table 2 is a correspondence table between a driving distance change (m) and a target attenuation provided in an embodiment of the present application. It should be noted that Table 2 is used to exemplarily describe the correspondence between the driving distance change and the target attenuation, which can be specifically determined by the actual scenario. The specific value of the target coefficient is set according to the actual application scenario.

[0114] Table 2 Correspondence between driving distance change and target attenuation

[0115] Travel distance change (m) Target attenuation 1 0.5 2 0.4 3 0.3 4 0.2 5 0.1 ... ...

[0116] For example: when the driving distance changes by 1m, the target attenuation is 0.5; when the driving distance changes by 2m, the target attenuation is 0.4; when the driving distance changes by 3m, the target attenuation is 0.3; when the driving distance changes by 4m, the target attenuation is 0.2; when the driving distance changes by 5m, the target attenuation is 0.1.

[0117] It should be noted that the attenuation amount may refer to the value by which a certain physical quantity (eg, a target coefficient) is reduced.

[0118] Exemplarily, when the initial coefficient and the target attenuation amount are obtained, the initial coefficient is subtracted from the target attenuation amount to obtain the target coefficient, and the target coefficient should be within a preset value range.

[0119] Optionally, when the target coefficient is not within a preset value range, for example, when the target attenuation is greater than the initial coefficient and the obtained target coefficient is a negative value, the target coefficient may be adjusted to zero.

[0120] For example, take the first braking force of 5000N as an example: if the current requested torque is 200Nm and the road slope is 5%, Table 1 can be used to determine that the current requested torque is 200Nm and the road slope is 5%, and the corresponding initial coefficient is 0.8. If it is detected that the driving distance change is 4m within 5 cycles after the accelerator pedal is pressed, Table 2 can be used to determine that the target attenuation is 0.2; then, the initial coefficient (0.8) is subtracted from the target attenuation (0.2), and the target coefficient is 0.6; then, the target coefficient (0.6) is multiplied by the first braking force (5000N) to obtain a target braking force of 3000N.

[0121] In an embodiment of the present application, since the risk of loss of control of the vehicle when moving forward is taken into account based on the current requested torque and the road slope, the target attenuation amount is determined by the vehicle's driving distance within a preset period, and then the target coefficient is obtained, thereby further improving the prevention of sudden acceleration of the vehicle and thereby improving the safety of the trailer during the towing process.

[0122] In a possible embodiment of the present application, if the target operation is an activation operation of the accelerator pedal; the method provided in the embodiment of the present application also includes: determining whether the braking force of the vehicle is the same within a second preset time period, and whether the vehicle speed is less than a preset speed within the second preset time period; if the braking force of the vehicle is the same, and the vehicle speed is less than the preset speed, based on the current requested torque, stop applying the target braking force to the vehicle within the target time period.

[0123] Among them, the target duration is negatively correlated with the current requested torque.

[0124] For example, the current requested torque can be used to reflect the driver's requested driving force. If the current requested torque is larger, the requested driving force is larger and the target duration is smaller; if the current requested torque is smaller, the requested driving force is smaller and the target duration is larger.

[0125] Exemplarily, the second preset duration and the preset vehicle speed may be values ​​preconfigured for the vehicle or manually set values, and the embodiments of the present application do not impose any specific restrictions on this.

[0126] It should be understood that when the vehicle is in the towing condition, by judging whether the braking force is the same within the second preset time period and whether the vehicle speed is less than the preset speed within the first preset time period, it is possible to detect whether the vehicle encounters a large resistance during the towing process, causing the vehicle to be unable to move forward. If the braking force is the same (that is, the braking force of the vehicle has not changed) and the vehicle speed is less than the preset speed, if the target braking force is still applied to the vehicle, the towing effect of the vehicle may be hindered.

[0127] As an example, after the target braking force is stopped from being applied to the vehicle within the target time, the target braking force can be restored and reapplied to the vehicle, thereby reducing the loss of traction of the vehicle by the braking system while still avoiding safety hazards caused by acceleration of the vehicle.

[0128] As another example, after stopping applying the target braking force to the vehicle within the target duration, the target braking force may be applied to the vehicle within the first target duration; then, the target braking force may be stopped from being applied to the vehicle again within the target duration. The first target duration is negatively correlated with the current requested torque. In other words, a pulsed braking force may be applied to the vehicle when the braking force is the same and the vehicle speed is less than a preset speed. The amplitude of the pulsed braking force is the target braking force, the frequency is the target duration, and the width is the first target duration.

[0129] It is understandable that by applying pulsed braking force to the vehicle, the target braking force can be applied and released intermittently; if the vehicle encounters a large resistance and cannot move forward during the towing process, if the same braking force is continuously applied, it may cause excessive vehicle power loss and poor towing effect. The pulsed braking force can flexibly adjust the application and release of the target braking force, thereby improving the towing effect while maintaining the vehicle power.

[0130] In an embodiment of the present application, when the target braking force has not changed and the vehicle speed is less than a preset speed, since the continued target braking force may excessively restrict the movement of the vehicle, the loss of traction caused by the braking system to the vehicle can be reduced by stopping the application of the target braking force to the vehicle within the target time, thereby ensuring that the vehicle can maintain sufficient power during the towing process, thereby improving the braking effect.

[0131] In a possible embodiment of the present application, if the target operation is the release operation of the accelerator pedal; the method provided in the embodiment of the present application also includes: when the duration of applying the target braking force reaches a third preset duration, the target braking force is gradient attenuated according to a preset attenuation gradient to obtain an updated braking force; during the driving of the vehicle, the target braking force is applied to the vehicle, including: during the driving of the vehicle, the updated braking force is applied to the vehicle.

[0132] Exemplarily, the third preset duration and the preset attenuation gradient may be values ​​preconfigured for the vehicle or manually set values, and the embodiments of the present application do not impose any specific restrictions on this.

[0133] Exemplarily, the gradient attenuation processing can be used for the process of releasing the target braking force according to a preset attenuation gradient when releasing the target braking force; so as to gradually reduce the braking force on the vehicle while ensuring safety, avoid the impact of sudden release of the braking force on the vehicle, and also help to enhance the towing effect.

[0134] Specifically, when the vehicle needs to release the target braking force, the target braking force will be gradually reduced according to the preset attenuation gradient within a third preset time period, and then the updated braking force will be applied to the vehicle until the target braking force is completely released or stops being released after being released to a certain extent.

[0135] It should be understood that during the towing process, if the vehicle is subjected to the target braking force for a long time without releasing it, the towing device may be subjected to excessive tension, increasing the risk of breakage. In addition, if the vehicle is in a braking state for a long time, it may also cause overheating or damage due to the continuous load on the braking system. Therefore, after preventing the vehicle from moving backward for a period of time, the target braking force can be released in a timely manner to improve the safety and stability of towing.

[0136] It should also be understood that when the duration of applying the target braking force to the vehicle reaches the third preset duration, it means that the vehicle may have been continuously subjected to a certain braking force in the towing condition to prevent the vehicle from rolling back. At this time, if the target braking force is subjected to gradient attenuation according to the preset attenuation gradient, the sudden disappearance of the braking force can avoid the sudden rolling back of the vehicle, thereby improving the safety of the towing process.

[0137] In an embodiment of the present application, by performing gradient attenuation processing on the target braking force, it is possible to prevent the vehicle from moving backward while preventing the vehicle from being in a continuous braking state and causing damage to the braking system. In addition, by performing gradient attenuation processing on the target braking force with a preset attenuation gradient, it is possible to avoid sudden vehicle movement caused by a sudden disappearance of the braking force, thereby improving safety during the towing process.

[0138] In a possible embodiment of the present application, the method provided in the embodiment of the present application also includes: in the process of performing gradient attenuation processing on the target braking force, obtaining the vehicle's retreat distance; if the retreat distance reaches a preset retreat distance, stopping the gradient attenuation processing.

[0139] For example, the preset back-off distance may be a distance pre-configured by the vehicle, or a distance set manually, and the present application embodiment does not impose any specific limitation on this. For example, the preset back-off distance may be 5 meters.

[0140] It can be understood that by obtaining the vehicle's reverse distance, it is possible to determine whether the vehicle is in a stable state at this time; when the vehicle's reverse distance is too large (for example, the reverse distance reaches the preset reverse distance), it may mean that the target braking force is released too quickly and the vehicle is in an unstable state; at this time, the gradient attenuation processing can be stopped and the current braking force can be maintained, which can prevent the vehicle from losing control and thereby improve the safety and stability during the towing process.

[0141] For example, the backward distance of the vehicle can be obtained by detecting the rotation distance of the wheels.

[0142] For example, during the process of gradient attenuation of the target braking force (3000N), if at a certain moment, the vehicle's backward distance reaches 5 meters, it is determined that the vehicle is in an unstable state and the gradient attenuation process is stopped immediately. At this time, the current braking force obtained after the gradient attenuation process of the target braking force is 2000N; the braking force of 2000N is kept applied to the vehicle.

[0143] In an embodiment of the present application, by obtaining the vehicle's backward distance, it is possible to determine whether the vehicle is stable at this time; if the vehicle is not stable at this time, the gradient attenuation processing is stopped, which can prevent the vehicle from losing control and further improve the safety and stability during the towing process.

[0144] Figure 3 It is a schematic flowchart of another method for controlling a vehicle provided in an embodiment of the present application.

[0145] For example, Figure 3 The vehicle control method shown may be executed by the vehicle, or may be executed by a vehicle control device in the vehicle, such as a chip.

[0146] like Figure 3 As shown, the method for controlling a vehicle includes S301 to S318, and S301 to S318 are described in detail below.

[0147] S301. Determine whether the state of the accelerator pedal of the vehicle is activated. If yes, execute S302; if no, execute S312.

[0148] For example, when it is detected that the vehicle is in a trailer operating state, it can be determined whether the state of the accelerator pedal of the vehicle is an activated state.

[0149] Exemplarily, the state of the accelerator pedal may include an activated state and a released state.

[0150] As an example, when the driver steps on the accelerator pedal of the vehicle, the state of the accelerator pedal may be an activated state; at this time, there may be a situation where the vehicle suddenly accelerates due to excessive driving force.

[0151] As another example, when the driver releases the accelerator pedal of the vehicle, the state of the accelerator pedal may be a released state; at this time, the vehicle may move backward.

[0152] S302. Obtain the road slope, current requested torque, and first braking force corresponding to the trailer working condition.

[0153] S303. Based on the road gradient and the current requested torque, obtain an initial acceleration prevention factor.

[0154] Regarding the initial acceleration prevention factor, please refer to the initial coefficient described above, which will not be repeated here.

[0155] S304. Obtain the change in the driving distance of the vehicle within a preset period.

[0156] S305. Obtain a target attenuation amount based on the travel distance change.

[0157] For example, the driving distance change can be used to reflect the stability and dynamic response of the vehicle during the towing process to determine whether the vehicle is at risk of losing control. The greater the driving distance change, the more unstable the vehicle state is and the greater the possibility of losing control; the smaller the driving distance change, the smaller the possibility of losing control.

[0158] Exemplarily, the travel distance change is negatively correlated with the target attenuation amount.

[0159] S306. Based on the target attenuation amount, the initial acceleration prevention factor is attenuated to obtain the target acceleration prevention factor.

[0160] S307. Multiply the target acceleration prevention factor by the first braking force to obtain a target braking force.

[0161] S308. Apply target braking force to the vehicle.

[0162] S309. Determine whether the target braking force changes within the preset time length 1. If yes, execute S308; if no, execute S310.

[0163] Exemplarily, the preset duration 1 can refer to the second preset duration mentioned above, which will not be described in detail here.

[0164] S310. Determine whether the vehicle speed is lower than the preset vehicle speed within the preset time 1. If yes, execute S311; if no, execute S308.

[0165] It should be understood that by determining whether the target braking force changes within the preset time length 1 and whether the vehicle speed is less than the preset speed within the preset time length 1, it is possible to detect whether the vehicle encounters a large resistance during the towing process, causing the vehicle to be unable to move forward. If the target braking force does not change and the vehicle speed is less than the preset speed, if the target braking force is still applied to the vehicle, the towing effect of the vehicle may be hindered.

[0166] S311. Apply a pulse target braking force to the vehicle.

[0167] Exemplarily, the pulse target braking force may refer to the pulse braking force described above, which will not be described in detail here.

[0168] S312. Obtain the maximum historical requested torque when the accelerator pedal was last activated.

[0169] S313. Obtain target braking force based on the maximum historical requested torque.

[0170] S314. Apply target braking force to the vehicle.

[0171] S315. When the duration of applying the target braking force to the vehicle reaches a preset duration 2, a gradient attenuation process is performed on the target braking force.

[0172] Exemplarily, the preset duration 2 can refer to the third preset duration mentioned above, which will not be described in detail here.

[0173] S316. Obtain the vehicle's retreat distance.

[0174] S317. Determine whether the retreat distance reaches the preset retreat distance. If yes, execute S318; if no, execute S315.

[0175] S318. Stop the gradient decay process and keep applying the braking force after the gradient decay process to the vehicle.

[0176] In the embodiment of the present application, the target braking force currently suitable for the vehicle's accelerator pedal state is determined by judging the vehicle's accelerator pedal state, the vehicle's requested torque parameter and the vehicle's current trailer condition; and the target braking force is applied to the vehicle, thereby preventing the potential safety hazard caused by the vehicle's rapid forward acceleration or backward movement; in addition, in the process of applying the target braking force to the vehicle, it is possible to detect whether the current vehicle is at risk of losing control; if it is detected that the current vehicle is at risk of losing control, the target braking force can be processed, and the loss of the vehicle's traction force by the braking system can be reduced by pulsing the target braking force, ensuring that the vehicle can maintain sufficient power during the trailer process, thereby improving the braking effect; and, by performing gradient attenuation processing on the target braking force, the sudden retreat of the vehicle caused by the sudden disappearance of the braking force can be avoided, thereby improving the safety during the trailer process. Based on this, the present solution can improve the safety of the trailer during the trailer process.

[0177] For detailed description of S301 to S318, please refer to Figure 1 to Figure 2 The relevant descriptions will not be repeated here.

[0178] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0179] Combination of the above Figures 2 to 3 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0180] Combine the following Figure 4 The vehicle control device provided in the embodiment of the present application is described in detail.

[0181] like Figure 4 As shown, Figure 4 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0182] For example, Figure 4 As shown, the control device includes:

[0183] An acquisition module 410 is used to acquire a target operation of the vehicle if it is detected that the vehicle is in a trailer working state;

[0184] A determination module 420 is configured to determine a target parameter based on the target operation; wherein the target parameter includes a requested torque of the vehicle;

[0185] The determination module 420 is further configured to obtain a target braking force of the vehicle based on the target parameter;

[0186] The control module 430 is configured to control the vehicle based on the target operation and the target braking force.

[0187] In one possible implementation, the determination module 420 is specifically used to determine the target parameters as the vehicle's current requested torque and the road slope of the road on which the vehicle is located if the target operation is an activation operation of the accelerator pedal; if the target operation is a release operation of the accelerator pedal, determine the target parameter as the vehicle's historical maximum requested torque; wherein the historical maximum requested torque is the maximum requested torque within a first preset time period before the release operation.

[0188] In one possible implementation, the determination module 420 is specifically used to determine a target coefficient of the vehicle based on a current requested torque and a road slope; wherein the target coefficient is positively correlated with the current requested torque, and the target coefficient is negatively correlated with the road slope; and the target braking force is determined based on the target coefficient and a first braking force; wherein the first braking force is related to the vehicle model.

[0189] In a possible implementation, the control module 430 is specifically configured to control the vehicle driving based on the target operation; and apply a target braking force to the vehicle during the vehicle driving.

[0190] In one possible implementation, the control module 430 is specifically used to determine whether the braking force of the vehicle is the same within a second preset time period, and whether the vehicle speed is less than the preset speed within the second preset time period; if the braking force of the vehicle is the same, and the vehicle speed is less than the preset speed, based on the current requested torque, stop applying the target braking force to the vehicle within the target time period; wherein the target time period is negatively correlated with the current requested torque.

[0191] In one possible implementation, the control module 430 is specifically used to perform gradient attenuation processing on the target braking force according to a preset attenuation gradient to obtain an updated braking force when the duration of applying the target braking force reaches a third preset duration; and apply the updated braking force to the vehicle during vehicle driving.

[0192] In a possible implementation, the acquisition module 410 is further used to obtain the vehicle's retreat distance during the process of performing gradient attenuation processing on the target braking force; the control module 430 is further used to stop the gradient attenuation processing if the retreat distance reaches a preset retreat distance.

[0193] It should be noted that, when the vehicle control device provided in the above embodiment executes the vehicle control method, 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.

[0194] In addition, the vehicle control device and 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 specification, please refer to the above-mentioned vehicle control method embodiments of this specification, which will not be repeated here.

[0195] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0196] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a vehicle control method.

[0197] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0198] In this embodiment, the control device can be divided into functional modules according to the above method example. For example, each functional module can be corresponded to, 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.

[0199] In the case of dividing each functional module according to each function, the control device may also include an acquisition module, a detection module, a processing module, a 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.

[0200] It should be understood that the device 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.

[0201] In the case of an integrated unit, the control device may include a processing module and a storage module. When the control device is applied to a vehicle, 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 related program codes, etc.

[0202] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present 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.

[0203] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0204] 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 provided by the above-mentioned embodiment.

[0205] 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 provided by the above-mentioned embodiment.

[0206] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0207] 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.

[0208] 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.

[0209] 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 method comprises: If it is detected that the vehicle is in a trailer operating state, obtaining a target operation for the vehicle; Based on the target operation, determining a target parameter; wherein the target parameter includes a requested torque of the vehicle; Based on the target parameter, obtaining a target braking force of the vehicle; The vehicle is controlled based on the target operation and the target braking force.

2. The method according to claim 1, characterized in that The determining of target parameters based on the target operation includes: If the target operation is an activation operation of an accelerator pedal, determining the target parameter to be a current requested torque of the vehicle and a road gradient of a road on which the vehicle is located; If the target operation is a release operation of the accelerator pedal, determining the target parameter as a historical maximum requested torque of the vehicle; wherein the historical maximum requested torque is a maximum requested torque within a first preset time period before the release operation; The step of obtaining a target braking force of the vehicle based on the target parameter includes: If the target operation is the activation operation, obtaining the target braking force based on the current requested torque and the road gradient; If the target operation is the release operation, the target braking force is obtained based on the historical maximum requested torque; the historical maximum requested torque is positively correlated with the target braking force.

3. The method according to claim 2, characterized in that The obtaining the target braking force based on the current requested torque and the road gradient includes: Determining a target coefficient of the vehicle based on the current requested torque and the road gradient; wherein the target coefficient is positively correlated with the current requested torque and negatively correlated with the road gradient; determining the target braking force based on the target coefficient and the first braking force; The first braking force is related to the vehicle type.

4. The method according to claim 3, characterized in that The method further comprises: Obtaining a change in the travel distance of the vehicle within a preset period; The determining the target coefficient of the vehicle based on the current requested torque and the road gradient includes: Based on the current requested torque and the road gradient, obtaining an initial coefficient; Based on the travel distance change, a target attenuation is obtained; wherein the target attenuation is negatively correlated with the travel distance change; The initial coefficient is attenuated based on the target attenuation amount to obtain the target coefficient; wherein the target coefficient is within a preset value range.

5. The method according to any one of claims 2 to 4, characterized in that The controlling the vehicle based on the target operation and the target braking force includes: Controlling the vehicle to travel based on the target operation; The target braking force is applied to the vehicle while the vehicle is traveling.

6. The method according to claim 5, characterized in that If the target operation is the activation operation, the method further includes: Determining whether the braking force of the vehicle is the same within a second preset time period, and whether the vehicle speed is less than a preset vehicle speed within the second preset time period; If the braking forces of the vehicles are the same and the vehicle speed is less than the preset vehicle speed, based on the current requested torque, stopping applying the target braking force to the vehicle within a target time period; The target duration is negatively correlated with the current requested torque.

7. The method according to claim 5, characterized in that If the target operation is the release operation; the method further includes: When the duration of applying the target braking force reaches a third preset duration, performing gradient attenuation processing on the target braking force according to a preset attenuation gradient to obtain an updated braking force; The step of applying the target braking force to the vehicle during the driving of the vehicle includes: The updated braking force is applied to the vehicle during the driving of the vehicle.

8. The method according to claim 7, characterized in that The method further comprises: In the process of performing gradient attenuation processing on the target braking force, obtaining a retreat distance of the vehicle; If the retreat distance reaches the preset retreat distance, the gradient attenuation process is stopped.

9. A vehicle control device, characterized in that: The device comprises: An acquisition module, configured to acquire a target operation for the vehicle if it is detected that the vehicle is in a trailer working state; a determination module, configured to determine a target parameter based on the target operation; wherein the target parameter includes a requested torque of the vehicle; The determination module is further configured to obtain a target braking force of the vehicle based on the target parameter; A control module is used to control the vehicle based on the target operation and the target braking force.

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 method according to any one of claims 1 to 8.

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