Vehicle control method and device, medium and vehicle

Abstract

The invention relates to a vehicle control method and device, a medium and a vehicle, and the vehicle control method comprises the steps that a ramp angle is obtained based on a vehicle state switching instruction; and based on the fact that the ramp angle is larger than the preset angle, braking force and driving force of vehicle operation corresponding to the vehicle state switching instruction are synchronously controlled. When the state of the vehicle is switched, the possibility of emergency braking, vehicle sliding or vehicle collision and the like can be reduced, the safety of the vehicle is improved, and the user experience feeling is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a vehicle control method, device, medium and vehicle. Background Art

[0002] The current market demand for intelligent driving experience is increasing day by day, especially in the use of parking control, and major OEMs are promoting it in the market. Consumers also have high requirements for vehicle functional experience and safety, and they also hope that the intelligent experience can be applied to all scenarios in life.

[0003] Currently, when a vehicle is parking or starting on a steep slope, due to the large slope and the large gravity component of the vehicle, there is a large inertia during the parking process, and the vehicle is easily out of control, which may lead to the risk of secondary starting, overtaking and slipping during the parking process, affecting the functional experience and safety of the vehicle. Summary of the invention

[0004] In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a vehicle control method, device, medium and vehicle.

[0005] In a first aspect, the present disclosure provides a vehicle control method, comprising:

[0006] Based on the vehicle state switching instruction, the slope angle is obtained;

[0007] Based on the ramp angle being greater than a preset angle, the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction are synchronously controlled.

[0008] In some embodiments, the vehicle operation corresponding to the vehicle state switching instruction includes a parking operation; and the synchronous control of the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction includes:

[0009] During the process of the vehicle driving to the parking point, the braking force and the driving force of the parking operation are synchronously controlled.

[0010] In some embodiments, the vehicle operation corresponding to the vehicle state switching instruction includes a starting operation, and the synchronous control of the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction includes:

[0011] During the process of the vehicle leaving the parking point, the braking force and the driving force of the starting operation are synchronously controlled.

[0012] In some embodiments, the synchronously controlling the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction includes:

[0013] Get the target planning path;

[0014] Determine a corresponding estimated vehicle driving path based on the vehicle state information;

[0015] Determining a trajectory deviation based on the vehicle's estimated driving path and the target planned path;

[0016] Based on the trajectory deviation, the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction are synchronously controlled so that the vehicle estimated driving path gradually approaches the target planned path.

[0017] In some embodiments, the synchronously controlling the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction based on the trajectory deviation includes:

[0018] Determining, based on the trajectory deviation, a compensation coefficient of a braking force and a driving force of a vehicle operation corresponding to the vehicle state switching instruction;

[0019] The braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction are adjusted based on the compensation coefficient.

[0020] In some embodiments, determining the corresponding estimated vehicle driving path based on the vehicle state information includes:

[0021] Obtaining the speed and acceleration of the vehicle;

[0022] A corresponding estimated vehicle driving path is determined based on the speed, the acceleration, and the ramp angle.

[0023] In some embodiments, obtaining the target planning path includes:

[0024] Obtain obstacle information around the ramp and the position relationship between the vehicle and the ramp;

[0025] The target planned path is determined based on obstacle information around the ramp and a positional relationship between the vehicle and the ramp.

[0026] In a second aspect, the present disclosure provides a vehicle control device, comprising:

[0027] A signal acquisition module, used to obtain a ramp angle;

[0028] The control module is used for synchronously controlling the braking force and the driving force of the vehicle state switching operation based on the ramp angle being greater than a preset angle.

[0029] In a third aspect, the present disclosure provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of any of the vehicle control methods provided in the first aspect are implemented.

[0030] In a fourth aspect, the present disclosure further provides a vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps of any of the vehicle control methods provided in the first aspect are implemented.

[0031] Compared with the prior art, the technical solution provided by the present invention has the following advantages:

[0032] The vehicle control method provided by the present disclosure includes obtaining the ramp angle based on the vehicle state switching instruction; based on the ramp angle being greater than the preset angle, synchronously controlling the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction. When the vehicle needs to switch the vehicle state, the ramp angle is first judged. If the ramp angle is greater than the preset angle, it is considered that the current ramp angle is large and the vehicle has a large inertia. If the vehicle is controlled in a single driving or braking manner, the vehicle is easily out of control. Therefore, the present disclosure synchronously controls the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction. When the vehicle switches states, it can reduce the possibility of emergency braking, slipping or collision, thereby improving the safety of the vehicle and the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0035] Figure 1 A schematic flow chart of a vehicle control method provided by an embodiment of the present disclosure;

[0036] Figure 2 A structural block diagram of a vehicle control device provided by an embodiment of the present disclosure;

[0037] Figure 3 A schematic diagram of the structure of a vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0038] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0039] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0040] The present disclosure provides a vehicle control method. Figure 1 A flow chart of a vehicle control method provided by an embodiment of the present disclosure, referring to Figure 1 , the vehicle control method includes S110-S120:

[0041] S110. Obtain a ramp angle based on a vehicle state switching instruction.

[0042] After receiving the vehicle state switching command, the vehicle needs to judge the road information and determine the angle of the current road. If the current road is a horizontal road, the longitudinal motion state of the vehicle is easy to control, and no additional operation is required. According to the conventional control method, a single braking force or driving force can be applied to the actuator of the vehicle. If the current road is a ramp, it is necessary to judge the ramp angle to determine how to control the vehicle, reduce the impact of the gravity component on the vehicle, and avoid slipping, secondary starting, or even crashing.

[0043] For example, the vehicle is equipped with an inertial measurement unit (IMU), which includes an accelerometer, a gyroscope, and a magnetometer. The inertial measurement unit can be used to obtain the ramp angle. The disclosed embodiment does not specifically limit how to obtain the ramp angle, and a corresponding method can be used according to actual needs.

[0044] Optionally, when obtaining the ramp angle, interference signals need to be filtered. For example, the vehicle did not enter the ramp, but only pressed against an obstacle during driving, causing the vehicle to tilt and the vehicle acceleration to change. If this situation is misjudged as the vehicle entering the ramp, it will affect the control of the vehicle's braking force and driving force. Therefore, such interference signals should be excluded to accurately obtain the ramp angle. For example, the judgment can be made based on various information such as vehicle gravity and rolling radius, and the embodiments of the present disclosure do not impose specific restrictions on this.

[0045] S120: Based on the ramp angle being greater than a preset angle, synchronously control the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction.

[0046] After obtaining the ramp angle, the ramp angle is compared with the preset angle. If the ramp angle is less than the preset angle, it means that the current ramp angle is small. Even if the vehicle executes the vehicle operation corresponding to the vehicle state switching instruction on this ramp, it will not generate a large inertia. The vehicle is easier to control, and a single driving force or braking force can be used to control the vehicle. If the ramp angle is greater than the preset angle, it means that the current ramp angle is large. When the vehicle executes the vehicle operation corresponding to the vehicle state switching instruction on the ramp, the vehicle gravity separation is large, and the vehicle has a large inertia. Therefore, when switching the vehicle state, it is easy to slip, crash, or emergency braking, which affects the safety of vehicle driving. When the ramp angle is greater than the preset angle, the embodiment of the present disclosure synchronously controls the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction to avoid the situation where a single braking force or driving force cannot timely and accurately control the switching of the vehicle state on a ramp with a large angle.

[0047] Therefore, whether it is uphill or downhill, when the vehicle switches state, the embodiment of the disclosure synchronously controls the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction, which can reduce the possibility of emergency braking, slipping or crashing, improve the safety and comfort of the vehicle, and improve the user experience. In addition, the vehicle can adapt to slopes with larger angles, improving the usage scenarios.

[0048] Optionally, the control method can be applied in intelligent driving operations, and the vehicle state switching instruction corresponding to the vehicle operation is controlled by the Vehicle Dynamics Domain Master (VDSW), which receives the vehicle state switching instruction from the Active Safety and Driving Assistance Module (ASDM) in the vehicle, obtains relevant parameters, and synchronously controls the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction. The braking force and driving force obtained are transmitted to the body controller, and the body controller synchronously sends a corresponding braking request to the brake and a corresponding driving request to the motor, thereby accurately controlling the vehicle.

[0049] In some embodiments, the vehicle state switching instruction corresponds to a vehicle operation including a parking operation; and synchronously controlling the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction includes:

[0050] When the vehicle is driving to the parking point, the braking force and driving force of the parking operation are controlled synchronously.

[0051] Exemplarily, when the vehicle is in motion and is about to park on a slope, the vehicle will obtain a vehicle state switching instruction issued by the vehicle computer. Under the control of this vehicle state switching instruction, the vehicle performs a parking operation and switches from a driving state to a parking state. The disclosed embodiment uses braking force and driving force to synchronously control the vehicle to drive to a parking point, rather than using only driving force to control the vehicle to drive to a parking point, canceling the driving force, and then using the braking force to control the vehicle. If only a single driving force or braking force is used to control the vehicle, when the vehicle drives to the parking point, it needs to switch from driving force to braking force, so that the time for the vehicle to reach the target braking force is short, which may result in the vehicle being unable to stop in time, or a sudden change in braking force caused by emergency braking, resulting in a sense of frustration, affecting the user experience, or possibly causing a second start.

[0052] Therefore, in the process of the vehicle driving to the parking point, the embodiment of the present disclosure synchronously controls the braking force and driving force of the parking operation, and compensates a certain pressure (provides braking force) for the vehicle wheel end on the ramp in advance. Before the vehicle stops, the vehicle wheel end already has part of the braking force, and the target braking force required to control the vehicle to stop is fixed within a certain range. Therefore, if the vehicle is to be stopped, only the remaining braking force needs to be applied to control the vehicle to stop. Furthermore, since part of the braking force is applied to the vehicle wheel end in advance, the time for the vehicle's braking force to reach the target braking force required for stopping is shortened, avoiding the situation where the vehicle cannot be stopped in time due to insufficient time.

[0053] Optionally, the vehicle state switching instruction corresponds to a vehicle operation including a parking operation, wherein the parking operation includes automatic parking, remote parking and memory parking, and the specific selection can be made according to actual needs.

[0054] In some embodiments, the vehicle state switching instruction corresponds to a vehicle operation including a starting operation, and synchronously controlling the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction includes:

[0055] As the vehicle moves away from the parking spot, the braking and driving forces of the starting maneuver are controlled synchronously.

[0056] Exemplarily, when a vehicle is in a parking state at a parking spot on a ramp and is about to leave the parking spot, the vehicle will obtain a vehicle state switching instruction issued by the vehicle computer. Under the control of this vehicle state switching instruction, the vehicle performs a starting operation and switches from a parking state to a driving state. The disclosed embodiment uses braking force and driving force to synchronously control the vehicle to leave the parking spot. It does not directly cancel the braking force after the electronic parking is released, and only uses the driving force to control the vehicle to leave the parking spot. If only a single driving force is used to control the vehicle, the braking force at the wheel end of the vehicle is completely canceled, and the vehicle is affected by the gravity component on the ramp, which is very likely to cause the vehicle to slip, causing safety problems and affecting the user experience.

[0057] Therefore, the disclosed embodiment synchronously controls the braking force and driving force of the parking operation when the vehicle leaves the parking spot. That is, under the control of the vehicle state switching instruction, the vehicle wheel end maintains a certain braking force to prevent the vehicle from sliding backward, and the vehicle is synchronously controlled to perform the starting operation in combination with the driving force. Since the braking force is not cancelled during the vehicle starting operation, but a certain range of braking force is continuously applied to the vehicle wheel end, the influence of the gravity component force on the vehicle on the slope is reduced to prevent the vehicle from sliding.

[0058] In some embodiments, synchronously controlling the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction includes:

[0059] Get the target planning path.

[0060] The corresponding vehicle estimated driving path is determined based on the vehicle status information.

[0061] The trajectory deviation is determined based on the vehicle's estimated driving path and the target planned path.

[0062] Based on the trajectory deviation, the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction are synchronously controlled so that the vehicle's estimated driving path gradually approaches the target planned path.

[0063] The embodiment of the present disclosure mainly controls the braking force and driving force required for the vehicle operation synchronously during the process of executing the vehicle state switching instruction corresponding to the vehicle operation, so that the braking force and the driving force can control the vehicle together, avoiding a series of problems caused by a single type of force control vehicle. Therefore, the embodiment of the present disclosure provides an optional implementation method, firstly obtaining the target planning path of the vehicle, which represents the ideal path of the vehicle from the current position to the target position. By driving according to this target planning path, the vehicle can accurately reach the target position without deviation. Among them, problems such as slipping and collision will cause the vehicle to be unable to reach the target position and deviate. In addition, it is also necessary to obtain the vehicle's estimated driving path. Since the vehicle will be affected by various situations such as vehicle state information during driving, such as various parameters when the vehicle is driving, current corresponding road conditions and other information, all of which will affect the vehicle's driving, resulting in a certain difference between the vehicle's estimated driving path and the target planning path (ideal path), and it is impossible to accurately reach the target position. Therefore, the corresponding vehicle estimated driving path should also be determined based on the vehicle state information. Among them, the order of obtaining the target planning path and the vehicle's estimated driving path is not limited.

[0064] It should be noted that the target position refers to different contents when the vehicle is in different switching states. For example, when the vehicle state switching instruction corresponds to the parking operation, the target position represents the parking point; when the vehicle state switching instruction corresponds to the starting operation, the target position represents an area corresponding to the vehicle leaving the parking point. The target positions appearing in this article refer to different contents when the vehicle state switching instruction corresponds to different vehicle operations. You can refer to the above explanation for all of them, and the target positions will not be described in detail later.

[0065] Furthermore, the trajectory deviation is determined based on the vehicle's estimated driving path and the target planned path, and the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction are synchronously controlled based on the trajectory deviation to adjust the vehicle's estimated driving path so that the vehicle's estimated driving path gradually approaches the target planned path. The closer the vehicle's estimated driving path is to the target planned path, the more accurately the vehicle can drive to the target position, avoiding the vehicle's deviation from the target position and the occurrence of unexpected situations such as slipping and crashing by the user. Preferably, the braking force and driving force are adjusted to make the vehicle's estimated driving path consistent with the target planned path. It should be noted that the path consistency here means the same within a certain range.

[0066] In some embodiments, synchronously controlling the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction based on the trajectory deviation includes:

[0067] The compensation coefficients of the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction are determined based on the trajectory deviation.

[0068] The braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction are adjusted based on the compensation coefficient.

[0069] Exemplarily, there is a trajectory deviation between the vehicle's estimated driving path and the target planned path. If the vehicle travels along the vehicle's estimated driving path, it is possible that the vehicle cannot reach the target position, for example, due to slipping or secondary starting, etc., causing the vehicle to exceed the target position or fail to reach the target position. The vehicle's travel along the vehicle's estimated driving path will correspond to braking force and driving force, that is, the vehicle travels with the braking force and driving force at this time, which will cause the vehicle to experience the above-mentioned unexpected situation. In order to avoid this situation, the vehicle state switching instruction should be synchronously controlled based on the trajectory deviation to correspond to the braking force and driving force of the vehicle operation to achieve control of the vehicle so that the vehicle can accurately reach the target position.

[0070] Specifically, the disclosed embodiment is provided with a compensation coefficient, which is used to compensate for the braking force and driving force of the vehicle to achieve the purpose of adjusting the braking force and driving force of the vehicle, so as to make the vehicle's estimated path closer to the target planned path and reduce the trajectory deviation. In actual application scenarios, the selection of the compensation coefficient needs to take into account the trajectory deviation. For example, if the trajectory deviation is large, the vehicle may select a more appropriate compensation coefficient, and use the compensation coefficient to adjust the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction. After the adjustment, a new vehicle estimated driving path will be obtained. If there is still a trajectory deviation between the vehicle's estimated driving path and the target planned path, then according to the size of the deviation, continue to appropriately adjust the compensation coefficient to adjust the braking force and driving force until the vehicle accurately enters the target position.

[0071] It should be noted that the compensation coefficient in the embodiment of the present disclosure is a coefficient of vehicle state information, such as the coefficient of parameters such as vehicle speed, acceleration, and vehicle gravity component force. The above parameters will affect the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction, and different parameters have different influences on the braking force and driving force. Therefore, in the process of adjusting the compensation coefficient, it is necessary to consider the vehicle state information, and adjust the compensation coefficient in real time according to the actual situation, and finally output accurate braking force and driving force.

[0072] In some embodiments, determining a corresponding estimated vehicle driving path based on vehicle state information includes:

[0073] Get the vehicle's speed and acceleration.

[0074] The estimated driving path of the vehicle is determined based on speed, acceleration and slope angle.

[0075] For example, the vehicle status information includes the vehicle's speed and acceleration, as well as the slope angle the vehicle is on. The vehicle is equipped with an angle sensor and an acceleration sensor. Based on the slope angle and the current acceleration of the vehicle at this moment, the current driving speed can also be obtained through the speed sensor. According to the speed, acceleration, and slope angle, the vehicle's estimated driving path corresponding to the vehicle reaching the target position can be determined.

[0076] The vehicle state information used to determine the vehicle's estimated driving path will affect the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction. Therefore, when there is a deviation between the vehicle's estimated driving path and the target planned path, the purpose of adjusting the braking force and driving force can be achieved by adjusting the compensation coefficient (the compensation coefficient is the coefficient of the vehicle state information).

[0077] In some embodiments, obtaining the target planning path includes:

[0078] Obtain obstacle information around the ramp and the position relationship between the vehicle and the ramp.

[0079] The target planning path is determined based on the obstacle information around the ramp and the positional relationship between the vehicle and the ramp.

[0080] Exemplarily, the vehicle obtains obstacle information around the ramp, and can identify whether there are pedestrians, vehicles or other obstacles around the target position on the ramp, and then determine the unobstructed position. It is also necessary to obtain the positional relationship between the vehicle and the ramp, based on which the orientation information, distance information, etc. between the vehicle and the ramp are determined. Furthermore, based on the obstacle information around the ramp and the positional relationship between the vehicle and the ramp, the target planning path for the vehicle and the target position on the ramp can be determined. That is, by driving along the target planning path, the vehicle can accurately reach the target position.

[0081] In addition, when the vehicle travels along the target planned path, it will also correspond to the target acceleration. There is an acceleration difference between the target acceleration and the acceleration of the vehicle's estimated driving path. The existence of the acceleration difference also leads to the existence of trajectory deviation.

[0082] In other embodiments, when the vehicle state switching instruction corresponds to a vehicle operation including a parking operation, wherein the parking operation includes automatic parking, remote parking and memory parking, the parking operation type will also affect the target planning path. In this scenario, the final target planning path can also be determined in combination with the parking type.

[0083] The present disclosure also provides a vehicle control device, Figure 2 A structural block diagram of a vehicle control device provided by an embodiment of the present disclosure, see Figure 2 The vehicle control device includes a signal acquisition module 21 and a control module 22.

[0084] The signal acquisition module 21 is used to acquire the ramp angle. The control module 22 is used to synchronously control the braking force and driving force of the vehicle state switching operation based on the ramp angle being greater than a preset angle.

[0085] Figure 3 A schematic diagram of a vehicle structure provided by an embodiment of the present disclosure, see Figure 3 The vehicle includes a memory 301 and a processor 302, wherein the memory 301 stores a computer program, and the processor 302 implements the steps of the vehicle control method described in any one of the above embodiments when executing the computer program.

[0086] Specifically, Figure 3 As shown, the vehicle may include at least one processor 302, at least one memory 301, and at least one communication interface 303. The various components in the vehicle are coupled together via a bus system 304. The communication interface 303 is used to transmit information with external devices. It is understood that the bus system 304 is used to achieve connection and communication between these components. In addition to the data bus, the bus system 304 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clarity, the bus system 304 is not described in detail. Figure 3 Various buses are labeled as bus system 304 .

[0087] It is understood that the memory 301 in this embodiment may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. In some embodiments, the memory 301 stores the following elements: executable units or data structures, or their subsets, or their extended sets of operating systems and applications. In the embodiment of the present disclosure, the processor 302 executes the steps of each embodiment of the vehicle control method provided in the embodiment of the present disclosure by calling the program or instruction stored in the memory 301.

[0088] The method provided in the embodiment of the present disclosure can be applied to the processor 302, or implemented by the processor 302. The processor 302 can be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by an integrated logic circuit of hardware in the processor 302 or an instruction in the form of software. The above-mentioned processor 302 can be a general-purpose processor, a digital signal processor (Digital Signal Processor, DSP), an application-specific integrated circuit (Application Specific Integrated Circuit, ASIC), a field programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc.

[0089] The steps of the method provided in the embodiment of the present disclosure can be directly embodied as being executed by a hardware decoding processor, or can be executed by a combination of hardware and software units in the decoding processor. The software unit can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 301, and the processor 302 reads the information in the memory 301 and completes the steps of the method in combination with its hardware.

[0090] The embodiments of the present disclosure further provide a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the vehicle control method of any one of the above-mentioned method embodiments are implemented.

[0091] The computer-readable storage medium provided by the embodiments of the present disclosure can execute the steps of any one of the methods in the above-mentioned vehicle control method embodiments, and thus can also achieve the same technical effects as the above-mentioned vehicle control method.

[0092] In addition to the above-mentioned method and vehicle, the embodiments of the present disclosure may also be a computer program product, which includes computer program instructions, which, when executed by a processor, cause the processor to perform the method steps of various embodiments of the present disclosure.

[0093] The computer program product may be written in any combination of one or more programming languages ​​to write program code for performing the operations of the embodiments of the present invention, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a separate software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0094] In addition, the embodiments of the present disclosure may also be a computer-readable storage medium on which computer program instructions are stored. When the computer program instructions are executed by the processor 302, the processor 302 executes the method steps of various embodiments of the present disclosure.

[0095] Computer readable storage media can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can include, for example, but is not limited to, a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0096] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0097] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that: include: Based on the vehicle state switching instruction, the slope angle is obtained; Based on the ramp angle being greater than a preset angle, the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction are synchronously controlled.

2. The vehicle control method according to claim 1, characterized in that: The vehicle operation corresponding to the vehicle state switching instruction includes a parking operation; the synchronous control of the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction includes: During the process of the vehicle driving to the parking point, the braking force and the driving force of the parking operation are synchronously controlled.

3. The vehicle control method according to claim 1, characterized in that: The vehicle operation corresponding to the vehicle state switching instruction includes a starting operation, and the synchronous control of the braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction includes: During the process of the vehicle leaving the parking point, the braking force and the driving force of the starting operation are synchronously controlled.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that: The synchronous control of the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction includes: Get the target planning path; Determine a corresponding estimated vehicle driving path based on the vehicle state information; Determining a trajectory deviation based on the vehicle's estimated driving path and the target planned path; Based on the trajectory deviation, the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction are synchronously controlled so that the vehicle estimated driving path gradually approaches the target planned path.

5. The vehicle control method according to claim 4, characterized in that: The synchronously controlling the braking force and driving force of the vehicle operation corresponding to the vehicle state switching instruction based on the trajectory deviation includes: Determining, based on the trajectory deviation, a compensation coefficient of a braking force and a driving force of a vehicle operation corresponding to the vehicle state switching instruction; The braking force and the driving force of the vehicle operation corresponding to the vehicle state switching instruction are adjusted based on the compensation coefficient.

6. The vehicle control method according to claim 4, characterized in that: The determining the corresponding estimated vehicle driving path based on the vehicle state information includes: Obtaining the speed and acceleration of the vehicle; A corresponding estimated vehicle driving path is determined based on the speed, the acceleration, and the ramp angle.

7. The vehicle control method according to claim 4, characterized in that: The obtaining of the target planning path comprises: Obtain obstacle information around the ramp and the position relationship between the vehicle and the ramp; The target planned path is determined based on obstacle information around the ramp and a positional relationship between the vehicle and the ramp.

8. A vehicle control device, characterized in that: include: A signal acquisition module, used to obtain a ramp angle; The control module is used for synchronously controlling the braking force and the driving force of the vehicle state switching operation based on the ramp angle being greater than a preset angle.

9. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, which, when executed by a processor, implements the steps of the vehicle control method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: The method comprises a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the vehicle control method according to any one of claims 1 to 7 when executing the computer program.

Images