Vehicle control method and device, vehicle and readable storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a readable storage medium, the method is applied to the technical field of vehicles, and the method comprises the steps that when driving force in the Nth period is unloaded, braking force in the (N + 1) th period is synchronously applied to a first wheel, so that a target end of the vehicle generates a target depression angle, and when the target end generates the target depression angle, braking force in the (N + 1) th period is synchronously applied to a second wheel; driving force in the (N + 1) th period is applied to the second wheel to enable the target end to generate a target elevation angle, the braking force in the (N + 1) th period is unloaded to release the target elevation angle when the target end generates the target elevation angle, and the driving force in the (N + 1) th period is unloaded when release of the target elevation angle is completed. Thus, the target end of the vehicle can periodically generate the depression angle and the elevation angle, the effect of shaking up and down is achieved, and therefore the passing rate of the vehicle on the road surface with the poor road condition can be increased.

Description

Technical Field

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

[0002] When driving, vehicles often encounter roads with poor conditions and low pass rates, such as gravel roads, muddy roads, and loose soil roads.

[0003] In order to improve the passing rate of vehicles on the above-mentioned roads, some vehicles are equipped with air suspension. When encountering the above-mentioned road surface, the rapid inflation and deflation of the air suspension can stimulate the vehicle body, causing the vertical load of the wheels to change. At the same time, combined with the power system, the vehicle body can be shaken up and down to help the vehicle pass the above-mentioned road surface. Although air suspension can improve the passing rate of vehicles when driving on the above-mentioned roads, the cost of air suspension is relatively high, and general vehicles are not equipped with air suspension. Therefore, there is an urgent need for a method to improve the passing rate of vehicles on roads with poor road conditions. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and readable storage medium, which can improve the vehicle's passing rate on roads with poor road conditions.

[0005] In a first aspect, a vehicle control method is provided, the method comprising:

[0006] When the driving force in the Nth cycle is unloaded, a braking force in the N+1th cycle is synchronously applied to the first wheel so that the target end of the vehicle generates a target pitch angle; wherein the first wheel is a front wheel or a rear wheel of the vehicle, and N is an integer greater than 0;

[0007] When the target end generates the target pitch angle, applying the driving force in the N+1th cycle to the second wheel so that the target end generates the target pitch angle; wherein the second wheel is a wheel other than the first wheel among the front wheel and the rear wheel of the vehicle;

[0008] When the target elevation angle is generated at the target end, unloading the braking force in the N+1th cycle to release the target elevation angle;

[0009] When the target elevation angle is completely released, the driving force in the N+1th cycle is unloaded.

[0010] In the embodiment of the present application, for a road with a low passing rate, when the driving force in the Nth cycle is unloaded, the braking force in the N+1th cycle is synchronously applied to the first wheel, so that the target end of the vehicle generates a target pitch angle, when the target end generates the target pitch angle, the driving force in the N+1th cycle is applied to the second wheel, so that the target end generates a target elevation angle, when the target end generates the target elevation angle, the braking force in the N+1th cycle is unloaded to release the target elevation angle, and the driving force in the N+1th cycle is unloaded when the target elevation angle is released. In this way, the target end of the vehicle can periodically generate a pitch angle and an elevation angle to achieve the effect of shaking up and down, thereby improving the passing rate of the vehicle on a road with poor road conditions. Compared with the method of improving the passing rate of a vehicle on a road with poor road conditions by using an air suspension, it is not necessary to equip the vehicle with an air suspension, which can reduce the cost of the vehicle. Moreover, in the case where the vehicle is equipped with an air suspension, the method can be used to control the vehicle to pass through a road with poor road conditions, thereby avoiding the use of an air suspension, thereby reducing the wear of the air suspension and extending the service life of the air suspension.

[0011] Optionally, before synchronously applying the braking force in the N+1th cycle to the first wheel, the method further includes: if the driving force in the Nth cycle is applied to the front wheel, determining that the front wheel is the first wheel; or, if the driving force in the Nth cycle is applied to the rear wheel, determining that the rear wheel is the first wheel.

[0012] In the embodiment of the present application, the rear wheel is selected as the second wheel to apply driving force to drive the vehicle in one cycle, and the front wheel is selected as the second wheel to apply driving force to drive the vehicle in the next cycle, and the front wheel and the rear wheel can be alternately applied with driving force to drive the vehicle. In this way, when one of the front wheel and the rear wheel cannot provide sufficient power for the vehicle, the other wheel can provide effective power to the vehicle, thereby improving the vehicle's passability on roads with poor road conditions.

[0013] Optionally, when the target elevation angle is released, the driving force in the N+1th cycle is unloaded, including: obtaining a target driving distance of the vehicle; wherein the target driving distance is the driving distance of the vehicle from the beginning of unloading the braking force in the N+1th cycle to the current moment; when the target driving distance reaches a preset distance, starting to unload the driving force in the N+1th cycle.

[0014] In the embodiment of the present application, by detecting the driving distance of the vehicle during the process of releasing the target elevation angle, it is judged whether the target elevation angle has been released, so that it can be simply and quickly determined whether the target elevation angle has been released.

[0015] Optionally, obtaining the target driving distance of the vehicle includes: integrating the wheel speed of the target wheel to obtain an integral value when starting to unload the braking force in the N+1th cycle; wherein the target wheel is one of the front wheel and the rear wheel; and determining the target driving distance based on the integral value.

[0016] In the embodiment of the present application, when the target end of the vehicle generates an elevation angle, the wheels at the target end may be suspended, so the target travel distance determined by the wheel speed of the target end wheel may be inaccurate. On the contrary, when the target end generates an elevation angle, the wheels at the other end are always in contact with the road surface, and the target travel distance determined by the wheel speed of the other end wheel may be more accurate.

[0017] Optionally, synchronously applying the braking force within the N+1th cycle to the first wheel includes: determining a target duration corresponding to the N+1th cycle according to the cycle number of the N+1th cycle; wherein the target duration is negatively correlated with the cycle number; and synchronously controlling the braking force of the first wheel to increase gradually within the target duration to the braking force within the N+1th cycle.

[0018] In the embodiment of the present application, the target duration corresponding to each cycle is determined according to the number of cycles, and when the first wheel is braked in each cycle, the braking force of the first wheel reaches the corresponding braking force within the target duration. Since the target duration is negatively correlated with the number of cycles, as the number of cycles increases, the target duration increases, and the pitch angle of the vehicle can be increased during each braking process, which can increase the shaking amplitude of the vehicle, thereby increasing the probability of the vehicle passing through a road with poor road conditions.

[0019] Optionally, after the target pitch angle is generated at the target end, the driving force within the N+1 cycle is applied to the second wheel, including: after the target pitch angle is generated at the target end, monitoring the speed of the vehicle; when the speed of the vehicle reaches 0, applying the driving force within the N+1 cycle to the second wheel.

[0020] In an embodiment of the present application, after the vehicle generates a target pitch angle, when the vehicle speed is monitored to be 0, the driving force is applied to the second wheel first, which can quickly generate a larger pitch angle, thereby increasing the shaking intensity of the vehicle and further improving the vehicle's pass rate on roads with poor road conditions.

[0021] Optionally, before applying the driving force in the N+1th cycle to the second wheel, the method further includes: obtaining a historical driving distance of the vehicle in the Nth cycle, and a driving force applied to the second wheel in the Nth cycle; when the historical driving distance is less than a preset threshold, determining the driving force in the N+1th cycle based on the driving force of the Nth cycle; wherein the driving force in the N+1th cycle is greater than the driving force in the N cycle.

[0022] In an embodiment of the present application, during the process of controlling the vehicle, if the historical driving distance of the vehicle in the previous cycle is less than a preset threshold, the driving force in the previous cycle is increased to obtain the driving force in the next cycle, and the increased driving force is applied to the second wheel in the next cycle, which can improve the vehicle's pass rate on roads with poor road conditions.

[0023] In a second aspect, a vehicle control device is provided, the device comprising:

[0024] an applying module, configured to simultaneously apply a braking force in the N+1th cycle to the first wheel when unloading the driving force in the Nth cycle, so that a target end of the vehicle generates a target pitch angle; wherein the first wheel is a front wheel or a rear wheel of the vehicle, and N is an integer greater than 0;

[0025] The applying module is further used for applying the driving force in the N+1th cycle to the second wheel when the target end generates the target pitch angle, so that the target end generates the target elevation angle; wherein the second wheel is a wheel other than the first wheel among the front wheel and the rear wheel of the vehicle;

[0026] an unloading module, used for unloading the braking force in the N+1th cycle to release the target elevation angle when the target elevation angle is generated at the target end;

[0027] The unloading module is further used for unloading the driving force in the N+1th cycle when the target elevation angle is completely released.

[0028] In a third aspect, a vehicle is provided, comprising a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0029] 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.

[0030] In a fifth aspect, a 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

[0031] Figure 1 It is a schematic diagram of the steps of a vehicle control method provided by an embodiment of the present application;

[0032] Figure 2 It is a schematic diagram of vehicle state change provided by an embodiment of the present application;

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

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

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

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

[0037] When driving, vehicles often encounter some roads with poor conditions and low pass rates, such as gravel roads, muddy roads, and loose soil roads. In order to improve the pass rate of vehicles on the above-mentioned roads, some vehicles are equipped with air suspension. When encountering the above-mentioned road surfaces, the rapid inflation and deflation of the air suspension can stimulate the vehicle body and change the vertical load of the wheels. At the same time, combined with the power system, the vehicle body can be shaken up and down to help the vehicle pass the above-mentioned road surfaces. Although air suspension can improve the pass rate of vehicles when driving on the above-mentioned roads, the cost of air suspension is relatively high, and general vehicles are not equipped with air suspension. Moreover, even if equipped with air suspension, the rapid inflation and deflation of the air suspension will cause greater wear on the air suspension, which will significantly shorten the service life of the air suspension.

[0038] In order to solve the above technical problems, the embodiment of the present application provides a vehicle control method. When the vehicle is traveling on a road with poor road conditions, by periodically and alternately applying braking force and driving force to the front and rear wheels of the vehicle, the head or tail of the vehicle can be periodically produced with pitch and elevation angles, so as to achieve the effect of shaking the vehicle body up and down, thereby improving the vehicle's passing rate on roads with poor road conditions. Compared with the method of improving the passing rate of vehicles on roads with poor road conditions by air suspension, it is not necessary to equip the vehicle with air suspension, which can reduce the cost of the vehicle. Moreover, in the case of a vehicle equipped with air suspension, the method can be used to control the vehicle to pass through a road with poor road conditions without using air suspension, thereby reducing the wear of the air suspension and extending the service life of the air suspension.

[0039] Among them, the depression angle and elevation angle refer to the angle between the longitudinal axis of the vehicle (i.e. the front and rear direction) and the horizontal plane. The depression angle is below the horizontal plane, and the elevation angle is above the horizontal plane. When the head of the vehicle produces a depression angle, the tail of the vehicle is higher than the head. When the head of the vehicle produces an elevation angle, the tail of the vehicle is lower than the head.

[0040] See also Figure 1 , Figure 1 1 is a flow chart of the steps of a vehicle control method provided by an embodiment of the present application. The execution subject of the method may be a host unit terminal (HUT) in a vehicle, such as Figure 1 As shown, the method comprises the following steps:

[0041] Step 101: When the driving force in the Nth cycle is unloaded, a braking force in the N+1th cycle is synchronously applied to the first wheel so that a target end of the vehicle generates a target pitch angle.

[0042] Step 102: When the target pitch angle is generated at the target end, a driving force in the N+1th cycle is applied to the second wheel to make the target elevation angle generated at the target end.

[0043] The first wheel is the front wheel or the rear wheel of the vehicle, N is an integer greater than 0, and the target end is the end where the first wheel is located, that is, the target end is the front end of the head and the tail of the vehicle during the vehicle's driving. For example, if the vehicle is driving forward, the first wheel is the front wheel, and the target end is the head of the vehicle; if the vehicle is reversing, the first wheel is the rear wheel, and the target end is the tail of the vehicle.

[0044] In this embodiment, when the vehicle is traveling and encounters a road with poor road conditions, the user can input a start command to the HUT. After receiving the start command, the HUT can control the vehicle to switch from a normal driving mode to a jumping mode, which can also be called an escape mode or a shaking mode. After entering the jumping mode, in each cycle, the HUT selects one of the front and rear wheels as the first wheel and the other as the second wheel. The first wheel is the wheel that applies the braking force, and the second wheel is the wheel that applies the driving force. Then, the driving system and the braking system in the vehicle can be controlled to alternately apply braking force and driving force to the first wheel and the second wheel, so that the target end of the vehicle produces a pitch. Pitching for multiple consecutive cycles can make the vehicle produce an effect similar to continuous jumping.

[0045] See also Figure 2 , Figure 2 It is a schematic diagram of vehicle state changes provided in an embodiment of the present application. Figure 2 The horizontal axis of the coordinate system is the time axis, the first vertical axis 21 represents the braking force, the second vertical axis 22 represents the driving force, the change curve 23 is the driving force change curve, and the change curve 24 is the braking force change curve. The starting time t0 of the time axis is the time when the vehicle enters the jump mode, that is, the start time of the first cycle, the time period between t0 and t5 is the first cycle, the time period between t4 and t9 is the second cycle, and the subsequent periods are the third, fourth, ... cycles.

[0046] like Figure 2 As shown, during the driving process of the vehicle, when the start command input by the user is received, the HUT starts the first cycle. At this time, the HUT can select the front wheel as the first wheel and the rear wheel as the second wheel, control the braking system to apply the braking force in the first cycle to the front wheel. Under the action of the braking force, the center of gravity of the vehicle moves forward, causing the target end of the vehicle (the target end is the front end at this time) to produce a pitch angle, and the pitch angle reaches the target pitch angle at time t2. At time t2, the HUT controls the drive system to apply a drive force to the second wheel. Under the action of the drive force, the center of gravity of the vehicle moves backward, causing the target end of the vehicle to produce an elevation angle, and the elevation angle reaches the target elevation angle at time t3.

[0047] For each cycle after the first cycle, taking the second cycle as an example, N is 1, the first cycle is the Nth cycle, and the second cycle is the N+1th cycle. In the second cycle, the HUT can also select the front wheel as the first wheel and the rear wheel as the second wheel. The HUT starts to control the drive system at t4 to unload the driving force in the first cycle applied to the second wheel. At the same time, the HUT controls the braking system to apply the braking force in the second cycle to the first wheel, so that the target end of the vehicle generates a pitch angle again, and the pitch angle reaches the target pitch angle again at t6. The braking force in the first cycle is unloaded at t5. At t6 after t5, the HUT controls the drive system again to apply the driving force in the second cycle to the second wheel, and the target end of the vehicle generates an elevation angle again, and the elevation angle reaches the target elevation angle again at t8. By analogy, the target end of the vehicle generates a target pitch angle and a target elevation angle once in each cycle, causing the vehicle to jump once.

[0048] Optionally, when unloading the driving force in the Nth cycle, the HUT may start to apply the braking force in the N+1th cycle to the first wheel at the target time point, and the target time point is after the moment of starting to unload the driving force in the Nth cycle and before the moment of completing the unloading of the driving force. Figure 2 As shown, the HUT starts to unload the driving force in the first cycle at time t4, and the driving force in the first cycle is completely unloaded at time t5. The target time point can be time t4, or a time point after time t4 and before time t5.

[0049] Optionally, when applying braking force to the first wheel, the HUT can control the braking system to increase the braking force on the first wheel to a larger braking force within a shorter duration, so that the vehicle can produce an effect similar to emergency braking, thereby causing the target end of the vehicle to produce a target pitch angle. In the process of applying braking force to the first wheel, the HUT can obtain the acceleration value detected by the inertial acceleration sensor in the vehicle, and when the acceleration value is a negative value and is less than a negative first preset threshold, it is determined that the pitch angle of the target end of the vehicle reaches the target pitch angle. Among them, the target pitch angle can be specifically set according to actual needs, and the first duration and the first braking force can be set according to the current speed and pitch angle of the vehicle, which is not limited in this embodiment.

[0050] Similarly, when applying driving force to the second wheel, the HUT can control the driving system to increase the driving force on the second wheel to a larger driving force within a shorter time, so that the vehicle can produce an effect similar to sudden acceleration, thereby causing the target end of the vehicle to produce a target elevation angle. In the process of applying driving force to the second wheel, the HUT can obtain the acceleration value detected by the inertial acceleration sensor, and when the acceleration value is a positive value and is greater than a second positive preset threshold, it is determined that the elevation angle of the target end of the vehicle reaches the target elevation angle. Among them, the target elevation angle can be specifically set according to actual needs, and the second duration and the second braking force can be set according to the current speed and pitch angle of the vehicle, which is not limited in this embodiment.

[0051] Step 103: When the target elevation angle is generated at the target end, the braking force in the N+1th cycle is unloaded to release the target elevation angle.

[0052] Step 104: When the target elevation angle is released, the driving force in the N+1th cycle is unloaded.

[0053] In this embodiment, after the target elevation angle is generated at the target end of the vehicle, the HUT can control the braking system to unload the braking force applied to the first wheel and keep the driving force on the second wheel unchanged to release the target elevation angle. Figure 2 As shown, in the first cycle, the target end of the vehicle generates a target elevation angle at time t3. At this time, the HUT can control the braking force system to unload the braking force applied to the first wheel and keep the driving force on the second wheel unchanged. While unloading the braking force, the HUT monitors the elevation angle of the vehicle. At time t4, the elevation angle of the vehicle is detected to be reduced to 0, and it is determined that the target elevation angle has been released and the braking force has been unloaded before time t4.

[0054] At time t4, the HUT determines that the target pitch angle has been released, and then controls the drive system to start unloading the drive force applied to the second wheel. At the same time, the HUT starts the second cycle at time t4, controls the brake system to apply the braking force of the second cycle to the first wheel.

[0055] After receiving the start command, the HUT may cyclically execute steps 101 to 104 until receiving a stop command input by the user and then exiting the loop. Alternatively, the HUT may also detect the road type of the road on which the vehicle is located in real time, and automatically exit the loop when the road type is determined to be a cement road or asphalt road with a high pass rate. Alternatively, during the process of cyclically executing steps 101 to 104, the HUT may automatically exit the loop after a preset number of cycles.

[0056] In the embodiment of the present application, for a road with a low passing rate, when the driving force in the Nth cycle is unloaded, the braking force in the N+1th cycle is synchronously applied to the first wheel, so that the target end of the vehicle generates a target pitch angle, when the target end generates the target pitch angle, the driving force in the N+1th cycle is applied to the second wheel, so that the target end generates a target elevation angle, when the target end generates the target elevation angle, the braking force in the N+1th cycle is unloaded to release the target elevation angle, and the driving force in the N+1th cycle is unloaded when the target elevation angle is released. In this way, the target end of the vehicle can periodically generate a pitch angle and an elevation angle to achieve the effect of shaking up and down, thereby improving the passing rate of the vehicle on a road with poor road conditions. Compared with the method of improving the passing rate of a vehicle on a road with poor road conditions by using an air suspension, it is not necessary to equip the vehicle with an air suspension, which can reduce the cost of the vehicle. Moreover, in the case where the vehicle is equipped with an air suspension, the method can be used to control the vehicle to pass through a road with poor road conditions, thereby avoiding the use of an air suspension, thereby reducing the wear of the air suspension and extending the service life of the air suspension.

[0057] Optionally, before synchronously applying the braking force in the N+1th cycle to the first wheel, the method may further include:

[0058] If the driving force in the Nth cycle is applied to the front wheel, the front wheel is determined to be the first wheel; or if the driving force in the Nth cycle is applied to the rear wheel, the rear wheel is determined to be the first wheel.

[0059] In one embodiment, during the process of cyclically executing step 101 to step 102, the HUT can select the front wheel as the first wheel and the rear wheel as the second wheel in multiple consecutive cycles, apply braking force to the front wheel, and apply driving force to the rear wheel. Alternatively, the HUT can select the front wheel as the second wheel and the rear wheel as the first wheel in multiple consecutive cycles, apply driving force to the front wheel, and apply braking force to the rear wheel.

[0060] In another embodiment, in two adjacent cycles, the HUT may select the front wheel as the first wheel and the rear wheel as the second wheel in one cycle, and select the front wheel as the second wheel and the rear wheel as the first wheel in another cycle. Figure 2 As described above, the HUT can select the front wheel as the first wheel and the rear wheel as the second wheel in the first cycle, apply braking force to the front wheel to make the vehicle produce a pitch angle, and apply driving force to the rear wheel to make the rear wheel produce an elevation angle. In the second cycle, the HUT can select the front wheel as the second wheel and the rear wheel as the first wheel, apply braking force to the rear wheel to make the vehicle produce a pitch angle, and apply driving force to the front wheel to make the rear wheel produce an elevation angle. And so on, the first wheel and the second wheel are replaced once every cycle.

[0061] In the embodiment of the present application, the rear wheel is selected as the second wheel to apply driving force to drive the vehicle in one cycle, and the front wheel is selected as the second wheel to apply driving force to drive the vehicle in the next cycle, and the front wheel and the rear wheel can be alternately applied with driving force to drive the vehicle. In this way, when one of the front wheel and the rear wheel cannot provide sufficient power for the vehicle, the other wheel can provide effective power to the vehicle, thereby improving the vehicle's passability on roads with poor road conditions.

[0062] Optionally, when the target elevation angle is completely released, the driving force in the N+1th cycle is unloaded, including:

[0063] Obtaining a target driving distance of the vehicle; wherein the target driving distance is the driving distance of the vehicle from the beginning of unloading the braking force in the N+1th cycle to the current moment;

[0064] When the target driving distance reaches the preset distance, the driving force in the N+1th cycle begins to be unloaded.

[0065] In one embodiment, the driving distance used by the vehicle to release the target pitch angle can be determined in advance through experiments, and the driving distance can be stored in the HUT as a preset distance. Before starting to unload the driving force, the target driving distance of the vehicle from the start of unloading the braking force in the previous cycle to the current moment can be obtained. When the target driving distance is greater than or equal to the preset distance, it is determined that the target pitch angle has been released, and the braking force can be unloaded.

[0066] like Figure 2 As shown, the HUT starts to unload the braking force of the first cycle applied to the first wheel at time t3. At this time, the HUT can obtain the vehicle speed and acceleration, start timing, and calculate the vehicle's driving distance based on the timing duration, vehicle speed and acceleration, and obtain the target driving distance. When the target driving distance reaches the preset distance, it is determined that the target elevation angle has been released. At this time, when the time reaches time t4, the HUT can control the drive system to start unloading the driving force of the first cycle applied to the second wheel.

[0067] In the embodiment of the present application, by detecting the driving distance of the vehicle during the process of releasing the target elevation angle, it is judged whether the target elevation angle has been released, so that it can be simply and quickly determined whether the target elevation angle has been released.

[0068] Optionally, obtaining a target driving distance of the vehicle includes:

[0069] When the braking force in the N+1th cycle begins to be unloaded, the wheel speed of the target wheel is integrated to obtain an integral value; wherein the target wheel is one of the front wheel and the rear wheel;

[0070] The target driving distance is determined based on the integrated value.

[0071] The target wheel may be one of the front wheel and the rear wheel.

[0072] In one embodiment, during the process of obtaining the target driving distance, the HUT may detect the wheel speed of the target wheel and obtain the target driving distance by integrating the wheel speed. Figure 2 As shown, when the braking force applied to the first wheel begins to be unloaded at time t3, the HUT can select one of the front wheel and the rear wheel as the target wheel. For example, the front wheel is selected as the target wheel. The HUT detects the wheel speed of the front wheel in real time at time t3, and integrates the wheel speed of the front wheel to obtain an integral value, which is the target driving distance of the vehicle after time t3.

[0073] In an embodiment of the present application, by integrating the wheel speed to obtain the target driving distance of the vehicle, a more accurate target driving distance can be obtained, and it is possible to accurately determine whether the target elevation angle has been released based on the target driving distance, thereby starting to unload the driving force at an accurate time point, thereby improving the accuracy of the vehicle control process.

[0074] Optionally, in each cycle, the HUT can select the wheel at the other end of the vehicle as the target wheel, and obtain the target driving distance by integrating the wheel speed of the target wheel. For example, when the vehicle is traveling forward, the target end is the head of the vehicle, and the other end is the tail of the vehicle. In this case, the rear wheel at the tail can be selected as the target wheel.

[0075] In the embodiment of the present application, when the target end of the vehicle generates an elevation angle, the wheels at the target end may be suspended, so the target travel distance determined by the wheel speed of the target end wheel may be inaccurate. On the contrary, when the target end generates an elevation angle, the wheels at the other end are always in contact with the road surface, and the target travel distance determined by the wheel speed of the other end wheel may be more accurate.

[0076] Optionally, synchronously applying the braking force in the N+1th cycle to the first wheel includes:

[0077] Determine the target duration corresponding to the N+1th cycle according to the cycle number of the N+1th cycle; wherein the target duration is negatively correlated with the cycle number;

[0078] The braking force of the first wheel is synchronously controlled to increase gradually within the target time length to the braking force within the N+1th cycle.

[0079] The target duration corresponding to each cycle is the duration used by the braking force to increase from 0 to the braking force in the current cycle during the braking process. Figure 2 As shown, in the first cycle, the HUT starts to apply braking force to the first wheel at time t0, and the braking force of the first wheel increases from time t0 to reach the braking force in the first cycle at time t1.

[0080] In one embodiment, during the process of applying braking force to the first wheel, the corresponding target duration can be determined according to the number of cycles in the current cycle, and the target duration is negatively correlated with the number of cycles, and then the first wheel is braked according to the target duration. For example, it can be set that for each additional cycle, the target duration is reduced by 0.05 seconds based on the initial target duration. Figure 2 As shown, if the initial target duration is X seconds, in the first cycle, when the HUT starts to apply braking force to the first wheel at time t0, the braking force of the first wheel increases from time t0 and reaches the braking force in the first cycle at time t1, and the interval between time t0 and time t1 is the initial target duration. In the second cycle, the target duration can be determined to be (X-0.05). When the HUT applies the braking force in the second cycle to the first wheel at time t4, the braking force of the first wheel increases from time t4 and reaches the braking force in the second cycle within (X-0.05) seconds after time t4. By analogy, the target duration corresponding to each cycle can be determined, and the first wheel can be braked according to the corresponding target duration.

[0081] It should be understood that the method of controlling the negative correlation between the target duration and the number of cycles may include but is not limited to the above examples. A lower limit value of the target duration may be set, and as the number of cycles increases, when the target duration reaches the lower limit value, the target duration may be controlled to remain unchanged.

[0082] like Figure 2 As shown, the larger the number of cycles, the longer the vehicle is on the road with poor road conditions, and the lower the probability of the vehicle passing.

[0083] In the embodiment of the present application, the target duration corresponding to each cycle is determined according to the number of cycles, and when the first wheel is braked in each cycle, the braking force of the first wheel reaches the corresponding braking force within the target duration. Since the target duration is negatively correlated with the number of cycles, as the number of cycles increases, the target duration increases, and the pitch angle of the vehicle can be increased during each braking process, which can increase the shaking amplitude of the vehicle, thereby increasing the probability of the vehicle passing through a road with poor road conditions.

[0084] Optionally, after the target pitch angle is generated at the target end, applying the driving force in the N+1th cycle to the second wheel includes:

[0085] After the target pitch angle is generated at the target end, the speed of the vehicle is monitored;

[0086] When the vehicle speed reaches 0, the driving force in the (N+1)th cycle is applied to the second wheel.

[0087] In one embodiment, after the target pitch angle is generated at the target end, the HUT can monitor the vehicle speed in real time, and start applying driving force to the second wheel when the vehicle speed drops to 0. Figure 2As shown, in the second cycle, the target end of the vehicle generates a target pitch angle at time t6. The HUT starts to detect the vehicle speed in real time from time t6, and when the vehicle speed drops to 0 at time t7, the HUT can apply driving force to the second wheel from time t7.

[0088] In an embodiment of the present application, after the vehicle generates a target pitch angle, when the vehicle speed is monitored to be 0, the driving force is applied to the second wheel first, which can quickly generate a larger pitch angle, thereby increasing the shaking intensity of the vehicle and further improving the vehicle's pass rate on roads with poor road conditions.

[0089] Optionally, before applying the driving force in the N+1th cycle to the second wheel, the method may further include:

[0090] Obtaining a historical driving distance of the vehicle in the Nth cycle and a driving force applied to the second wheel in the Nth cycle;

[0091] When the historical driving distance is less than a preset threshold, the driving force in the N+1th cycle is determined according to the driving force in the Nth cycle; wherein the driving force in the N+1th cycle is greater than the driving force in the Nth cycle.

[0092] In one embodiment, during the process of controlling the vehicle, in each cycle, the HUT may obtain and store the driving distance of the vehicle in the current cycle. Before applying the driving force in the N+1th cycle to the second wheel, the HUT may obtain the pre-recorded driving distance in the Nth cycle, i.e., the target driving distance. Then, the HUT may compare the historical driving distance with a preset threshold value. If the historical driving distance is less than the preset threshold value, it is determined that the driving distance of the vehicle in the previous cycle is shorter. At this time, the driving force needs to be increased to increase the driving distance of the vehicle in the N+1th cycle.

[0093] like Figure 2 As shown, when the HUT applies the driving force in the first cycle to the second wheel, the HUT can apply a preset initial driving force to the second wheel. In the process of applying the driving force in the second cycle to the second wheel, the HUT can obtain the pre-recorded historical driving distance of the vehicle in the first cycle. Then, the HUT compares the historical driving distance with the preset threshold value. If the historical driving distance is less than the preset threshold value, it is determined that the driving distance of the vehicle in the first cycle is shorter. At this time, the movement amplitude can be increased on the basis of the initial driving force, and the driving force in the second cycle is greater than the initial driving force. Then, the driving force in the second cycle can be applied to the second wheel.

[0094] In an embodiment of the present application, during the process of controlling the vehicle, if the historical driving distance of the vehicle in the previous cycle is less than a preset threshold, the driving force in the previous cycle is increased to obtain the driving force in the next cycle, and the increased driving force is applied to the second wheel in the next cycle, which can improve the vehicle's pass rate on roads with poor road conditions.

[0095] See also Figure 3 , Figure 3 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0096] like Figure 3 As shown, the device 300 includes:

[0097] The applying module 301 is used to simultaneously apply the braking force in the N+1th cycle to the first wheel when the driving force in the Nth cycle is unloaded, so that the target end of the vehicle generates a target pitch angle; wherein the first wheel is the front wheel or the rear wheel of the vehicle, and N is an integer greater than 0;

[0098] The applying module 301 is further configured to apply the driving force in the N+1th cycle to the second wheel when the target end generates the target pitch angle, so that the target end generates the target elevation angle; wherein the second wheel is a wheel other than the first wheel among the front wheel and the rear wheel of the vehicle;

[0099] An unloading module 302 is used to unload the braking force in the N+1th cycle to release the target elevation angle when the target elevation angle is generated at the target end;

[0100] The unloading module 302 is further configured to unload the driving force in the N+1th cycle when the target elevation angle is completely released.

[0101] Optionally, a determination module is also included for determining, before synchronously applying the braking force in the N+1th cycle to the first wheel, that the front wheel is the first wheel if the driving force in the Nth cycle is applied to the front wheel; or, if the driving force in the Nth cycle is applied to the rear wheel, determining that the rear wheel is the first wheel.

[0102] Optionally, the unloading module 302 is specifically used to obtain a target driving distance of the vehicle; wherein the target driving distance is the driving distance of the vehicle from the start of unloading the braking force in the N+1th cycle to the current moment; when the target driving distance reaches a preset distance, the driving force in the N+1th cycle starts to be unloaded.

[0103] Optionally, the unloading module 302 is specifically used to integrate the wheel speed of the target wheel to obtain an integral value when starting to unload the braking force in the N+1th cycle; wherein the target wheel is one of the front wheel and the rear wheel; and determine the target driving distance according to the integral value.

[0104] Optionally, the application module 301 is specifically used to determine the target duration corresponding to the N+1th cycle according to the cycle number of the N+1th cycle; wherein the target duration is negatively correlated with the cycle number; and synchronously control the braking force of the first wheel to increase within the target duration to the braking force within the N+1th cycle.

[0105] Optionally, the applying module 301 is specifically used to monitor the speed of the vehicle after the target pitch angle is generated at the target end; when the speed of the vehicle reaches 0, apply the driving force in the N+1th cycle to the second wheel.

[0106] Optionally, the application module 301 is also used to obtain a historical driving distance of the vehicle in the Nth cycle and a driving force applied to the second wheel in the Nth cycle before applying the driving force in the N+1th cycle to the second wheel; when the historical driving distance is less than a preset threshold, determine the driving force in the N+1th cycle based on the driving force in the Nth cycle; wherein the driving force in the N+1th cycle is greater than the driving force in the N cycle.

[0107] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0108] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0109] In addition, an embodiment of the present application also protects a vehicle control device, which may include a memory and a processor, wherein the memory stores an 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.

[0110] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0111] In the case of dividing each functional module according to each function, the device may also include a determination module and 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.

[0112] 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.

[0113] In the case of an integrated unit, the device may include a processing module and a storage module. When the 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 mutual program codes, etc.

[0114] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits disclosed in 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.

[0115] 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.

[0116] This embodiment also provides a 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.

[0117] 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.

[0118] Among them, the device, 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.

[0119] 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.

[0120] 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.

[0121] 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: When the driving force in the Nth cycle is unloaded, the braking force in the N+1th cycle is synchronously applied to the first wheel so that the target end of the vehicle generates a target pitch angle; wherein the first wheel is the front wheel or the rear wheel of the vehicle, N is an integer greater than 0, and the target end is the end where the first wheel is located; When the target end generates the target pitch angle, applying the driving force in the N+1th cycle to the second wheel so that the target end generates the target pitch angle; wherein the second wheel is a wheel other than the first wheel among the front wheel and the rear wheel of the vehicle; When the target elevation angle is generated at the target end, unloading the braking force in the N+1th cycle to release the target elevation angle; When the target elevation angle is completely released, the driving force in the N+1th cycle is unloaded.

2. The method according to claim 1, characterized in that Before synchronously applying the braking force in the N+1th cycle to the first wheel, the method further includes: If the driving force in the Nth cycle is applied to the front wheel, determining that the front wheel is the first wheel; Alternatively, if the driving force in the Nth cycle is applied to the rear wheel, the rear wheel is determined to be the first wheel.

3. The method according to claim 1, characterized in that When the target elevation angle is completely released, unloading the driving force in the N+1th cycle includes: Obtaining a target driving distance of the vehicle; wherein the target driving distance is the driving distance of the vehicle from the start of unloading the braking force in the N+1th cycle to the current moment; When the target driving distance reaches a preset distance, the driving force in the N+1th cycle starts to be unloaded.

4. The method according to claim 3, characterized in that The obtaining of the target driving distance of the vehicle comprises: When the braking force in the N+1th cycle begins to be unloaded, the wheel speed of the target wheel is integrated to obtain an integral value; wherein the target wheel is one of the front wheel and the rear wheel; The target driving distance is determined according to the integrated value.

5. The method according to claim 1, characterized in that The synchronously applying the braking force in the N+1th cycle to the first wheel includes: Determining a target duration corresponding to the N+1th cycle according to the cycle number of the N+1th cycle; wherein the target duration is negatively correlated with the cycle number; The braking force of the first wheel is synchronously controlled to increase gradually within the target time length to the braking force within the N+1th cycle.

6. The method according to any one of claims 1 to 5, characterized in that After the target pitch angle is generated at the target end, applying the driving force in the N+1th cycle to the second wheel includes: After the target pitch angle is generated at the target end, monitoring the speed of the vehicle; When the vehicle speed reaches 0, the driving force in the (N+1)th cycle is applied to the second wheel.

7. The method according to claim 6, characterized in that Before applying the driving force in the N+1th cycle to the second wheel, the method further includes: Acquire a historical driving distance of the vehicle in the Nth cycle, and a driving force applied to the second wheel in the Nth cycle; When the historical driving distance is less than a preset threshold, the driving force in the N+1th cycle is determined according to the driving force in the Nth cycle; wherein the driving force in the N+1th cycle is greater than the driving force in the Nth cycle.

8. A vehicle control device, characterized in that: The device comprises: an applying module, configured to simultaneously apply a braking force in the N+1th cycle to the first wheel when unloading the driving force in the Nth cycle, so that a target end of the vehicle generates a target pitch angle; wherein the first wheel is a front wheel or a rear wheel of the vehicle, and N is an integer greater than 0; The applying module is further used for applying the driving force in the N+1th cycle to the second wheel when the target end generates the target pitch angle, so that the target end generates the target elevation angle; wherein the second wheel is a wheel other than the first wheel among the front wheel and the rear wheel of the vehicle; an unloading module, used for unloading the braking force in the N+1th cycle to release the target elevation angle when the target elevation angle is generated at the target end; The unloading module is further used for unloading the driving force in the N+1th cycle when the target elevation angle is completely released.

9. 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 7.

10. A readable storage medium, characterized in that: The readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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