Vehicle control method and device, storage medium and electronic equipment

Abstract

The invention relates to a vehicle control method and device, a storage medium and electronic equipment. The method comprises the steps that whether a vehicle enters a climbing working condition or not is determined according to a target ramp angle; when it is determined that the vehicle is in the climbing working condition, a climbing control strategy is determined according to the first information; wherein the first information at least comprises the target ramp width, and the climbing control strategy is at least used for indicating steering control over wheels of the vehicle; and the vehicle is controlled according to the climbing control strategy, so that the vehicle climbs on a ramp. Therefore, a proper climbing control strategy can be determined for the vehicle according to the ramp angle, so that the vehicle can successfully climb under a safe condition.

Description

Technical Field

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

[0002] During driving, there will be some roads with large height differences. When driving on such roads, if the vehicle needs to drive from a low place to a high place, the vehicle needs to climb the slope. When the slope is large, the vehicle needs greater power to climb the slope successfully, and the vehicle is more laborious to drive. Summary of the invention

[0003] In order to overcome the problems existing in the related art, the present disclosure provides a vehicle control method, device, storage medium and electronic device.

[0004] In order to achieve the above objective, according to a first aspect of the present disclosure, a vehicle control method is provided, the method comprising:

[0005] Determine whether the vehicle enters a climbing condition according to a target slope angle;

[0006] In the case where it is determined that the vehicle is in a climbing condition, determining a climbing control strategy according to first information; wherein the first information at least includes the target ramp width, and the climbing control strategy is at least used to instruct steering control of the wheels of the vehicle;

[0007] The vehicle is controlled according to the hill climbing control strategy so that the vehicle performs a hill climbing motion on a slope.

[0008] Optionally, determining the hill climbing control strategy according to the first information includes:

[0009] When the target ramp width is less than a preset threshold, the climbing control strategy is determined to be the first control strategy.

[0010] Optionally, the first information also includes the speed of the vehicle;

[0011] The step of determining the hill climbing control strategy according to the first information includes:

[0012] When the target ramp width is greater than or equal to a preset threshold, and the vehicle speed is greater than or equal to a vehicle speed threshold, the hill climbing control strategy is determined to be the first control strategy.

[0013] Optionally, the first information also includes the speed of the vehicle;

[0014] The step of determining the hill climbing control strategy according to the first information includes:

[0015] When the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold, the hill climbing control strategy is determined to be one of the first control strategy and the second control strategy.

[0016] Optionally, the first information also includes the speed of the vehicle and user input information;

[0017] The step of determining the hill climbing control strategy according to the first information includes:

[0018] When the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold, the climbing control strategy is determined to be one of the first control strategy and the second control strategy according to the user input information.

[0019] Optionally, the first information also includes user input information, and the user input information is used to indicate a hill climbing control strategy of the vehicle.

[0020] Optionally, the second control strategy includes:

[0021] Determining a rear wheel steering angle according to the vehicle's steering control information and the target ramp angle;

[0022] The rear wheel steering is controlled according to the rear wheel steering angle.

[0023] Optionally, the steering control information indicates that the vehicle receives a steering instruction;

[0024] The second control strategy also includes:

[0025] Determine a front wheel steering angle according to the steering control information as a first steering angle value;

[0026] Determining a second turning angle value according to the target ramp angle and the first turning angle value;

[0027] Controlling the front wheels of the vehicle to rotate in a first direction by the first rotation angle value, and controlling the rear wheels of the vehicle to rotate in a second direction by the second rotation angle value;

[0028] The first direction is the turning direction indicated by the turning instruction, and the second direction is the opposite direction of the first direction.

[0029] Optionally, determining the second turning angle value according to the target ramp angle and the first turning angle value includes:

[0030] Obtaining a target speed at which the vehicle is currently traveling;

[0031] Acquire a first correspondence between a pre-stored slope angle, a front wheel turning angle, a vehicle speed, and a proportional coefficient;

[0032] According to the first corresponding relationship, determining a proportional coefficient that can correspond to the target ramp angle, the first turning angle value and the target vehicle speed as a target proportional coefficient;

[0033] The second rotation angle value is determined according to the target proportional coefficient and the first rotation angle value, so that the ratio of the second rotation angle value to the first rotation angle value is the target proportional coefficient.

[0034] Optionally, if the vehicle receives a steering instruction, the second control strategy includes:

[0035] A strategy for adjusting the height of the vehicle's suspension.

[0036] Optionally, the adjustment strategy for the height of the suspension of the vehicle is determined by:

[0037] determining a first distance between a center of mass of the vehicle and the ground;

[0038] In the length direction of the vehicle, determining the distance from the center of mass of the vehicle to the rear axle of the vehicle as the second distance;

[0039] In the width direction of the vehicle, determining the distance from the center of mass of the vehicle to the connecting line between target tires of the vehicle as a third distance, wherein the target tire is a tire located at a low side in the lateral direction of the vehicle;

[0040] Determining a target height corresponding to the suspension according to the product of the first distance and the third distance, and the second distance;

[0041] The adjustment strategy for the height of the suspension of the vehicle is determined to control the suspension of the vehicle to be at the target height.

[0042] Optionally, the first control strategy includes:

[0043] Acquiring a pre-stored second corresponding relationship between a ramp angle and a wheel turning angle;

[0044] According to the second corresponding relationship, determining a wheel angle corresponding to the target ramp angle as a third angle value;

[0045] The front wheels and the rear wheels of the vehicle are controlled to rotate in a third direction by the third turning angle value, wherein the third direction is a direction for making the vehicle approach a first side of the ramp and away from a second side of the ramp, and the distance from the vehicle to the first side is greater than the distance from the vehicle to the second side.

[0046] According to a second aspect of the present disclosure, there is provided a vehicle control device, the device comprising:

[0047] A first determination module, used to determine whether the vehicle enters a climbing condition according to a target ramp angle;

[0048] A second determination module is used to determine a climbing control strategy according to first information when it is determined that the vehicle is in a climbing condition; wherein the first information at least includes the target ramp width, and the climbing control strategy is at least used to instruct steering control of the wheels of the vehicle;

[0049] The control module is used to control the vehicle according to the hill climbing control strategy so that the vehicle performs a hill climbing motion on a slope.

[0050] According to a third aspect of the present disclosure, a non-temporary computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the steps of the method described in the first aspect of the present disclosure are implemented.

[0051] According to a fourth aspect of the present disclosure, there is provided an electronic device, including:

[0052] a memory having a computer program stored thereon;

[0053] A processor is used to execute the computer program in the memory to implement the steps of the method described in the first aspect of the present disclosure.

[0054] Through the above technical solution, when it is determined that the vehicle enters a climbing condition according to the target ramp angle, a climbing control strategy is determined according to the first information including at least the target ramp width, and then the vehicle is controlled according to the determined climbing control strategy so that the vehicle performs a climbing motion on the ramp. Thus, a suitable climbing control strategy can be determined for the vehicle according to the ramp angle, so that the vehicle can successfully climb the ramp in a safe manner.

[0055] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0057] Figure 1 is a flow chart of a vehicle control method provided according to an embodiment of the present disclosure;

[0058] Figure 2 is an exemplary control effect schematic diagram of the hill climbing control strategy disclosed in the present invention;

[0059] Figure 3 is another exemplary control effect schematic diagram of the hill climbing control strategy disclosed in the present invention;

[0060] Figure 4 is an exemplary schematic diagram of a vehicle traveling on a slope in the present disclosure;

[0061] Figure 5 is another exemplary schematic diagram of a vehicle traveling on a slope in the present disclosure;

[0062] Figure 6 is a block diagram of a vehicle control device provided according to an embodiment of the present disclosure;

[0063] Figure 7 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0064] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0065] It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the device is located and with the authorization given by the owner of the corresponding device.

[0066] Figure 1 FIG. 1 is a flow chart of a vehicle control method provided according to an embodiment of the present disclosure. Figure 1 As shown, the method may include steps 11 to 13.

[0067] In step 11, it is determined whether the vehicle enters a climbing condition according to the target slope angle.

[0068] Optionally, the target ramp angle of the road (i.e., ramp) on which the vehicle is currently traveling can be determined by the vehicle's ADAS (Advanced Driving Assistance System) as the target ramp angle, which can characterize whether the road on which the vehicle is currently traveling is a ramp. ADAS can determine the angle of the ramp as the target ramp angle by collecting images, radar, and other information about the vehicle's surroundings. For example, ADAS can collect images in front of the vehicle to determine the target ramp angle of the portion of the road that the vehicle is entering.

[0069] When the target slope angle is determined, it can be determined whether the vehicle enters a climbing condition based on the target slope angle.

[0070] In a possible implementation, step 11 may include the following steps:

[0071] If the target ramp angle is greater than a preset angle threshold, it is determined that the vehicle enters a climbing condition.

[0072] The ramp on which the vehicle is located may have a large ramp angle or a small ramp angle. If the ramp angle is small, the vehicle may be able to successfully climb the ramp by going straight, without the need to determine an additional targeted climbing control strategy. Based on this, when the target ramp angle is greater than the preset angle threshold, it can be determined that the vehicle has entered a climbing condition, so as to trigger the subsequent generation of a climbing control strategy.

[0073] The preset angle threshold can be set according to actual needs. For example, the preset angle threshold can be set to 20°.

[0074] In another possible implementation, step 11 may include the following steps:

[0075] If the target ramp angle is greater than a preset angle threshold and the vehicle speed is less than the minimum speed limit, it is determined that the vehicle enters a climbing condition.

[0076] When the vehicle is climbing a slope, the speed of the vehicle may be high or low. If the current speed of the vehicle is high, it means that the vehicle has enough power to climb the slope, so the vehicle can successfully climb the slope by going straight at the current speed, and there is no need to determine the climbing control strategy specifically. If the current speed of the vehicle is low, it means that the power supply for the vehicle to climb the slope is low, and executing at the current speed may cause the vehicle to fail to climb the slope or slip backward during the climbing process. At this time, it is necessary to determine the climbing control strategy specifically.

[0077] The minimum speed limit value can be set according to actual needs. For example, the minimum speed limit value can be set to 20 km / h.

[0078] Based on this, it is possible to determine whether it is necessary to generate a hill climbing control strategy by setting a minimum speed limit value. When the specified conditions are met, it is determined that the vehicle has entered a hill climbing condition to trigger the generation of a hill climbing control strategy, thereby reducing unnecessary data processing.

[0079] In step 12, when it is determined that the vehicle is in a climbing condition, a climbing control strategy is determined according to the first information.

[0080] The first information at least includes the target ramp width, that is, the road width of the ramp where the vehicle is located. It should be noted that, when the road includes multiple lanes, the road width represents the width of the lane where the vehicle is located, and the width of the portion of the road where the vehicle is allowed to travel.

[0081] Accordingly, the hill climbing control strategy is at least used to instruct steering control of the wheels of the vehicle. Optionally, the hill climbing control strategy may include one of the first control strategy and the second control strategy.

[0082] In the present disclosure, determining the hill climbing control strategy is essentially to control the vehicle to switch left and right steering to climb the hill in a non-straight driving manner, so as to reduce the risk and pressure of the vehicle during the climbing process and enable the vehicle to climb the hill successfully. Generally, there are two types of climbing methods: one is that the vehicle moves left and right while the body posture also changes, such as Figure 2 As shown in , its climbing track is S-shaped or Z-shaped, which can also be called S-shaped climbing or Z-shaped climbing; the other is that the vehicle moves left or right but does not change the posture of the vehicle body (that is, the posture of the vehicle when it keeps going straight), such as Figure 3 As shown, it can also be called inclined climbing. Figure 2 The climbing method shown is compared to Figure 3 The climbing method shown in the figure changes due to the vehicle body posture. Figure 2 The climbing method shown requires a road width greater than Figure 3 The width required for the climbing method shown.

[0083] Optionally, the first control strategy may be used to control the vehicle to Figure 3 The second control strategy can be used to control the vehicle to climb the slope with the posture shown, that is, the vehicle moves left and right but the body posture remains unchanged. Figure 2 The vehicle climbs the slope in the posture shown, that is, the vehicle climbs the slope while moving left and right and changing its body posture.

[0084] In a possible implementation, step 12 may include the following steps:

[0085] When the target ramp width is less than a preset threshold, the climbing control strategy is determined to be the first control strategy.

[0086] When the target ramp width is less than the preset threshold, it means that the width of the ramp the vehicle is currently traveling on is small and there is not enough space for S-shaped climbing. Therefore, the climbing control strategy can be determined as the first control strategy.

[0087] The preset threshold value may be set according to actual needs. For example, the preset threshold value may be set to twice the width of the vehicle body.

[0088] In another possible implementation, the first information may also include the speed of the vehicle. Accordingly, step 12 may include the following steps:

[0089] When the target ramp width is greater than or equal to a preset threshold, and the vehicle speed is greater than or equal to a vehicle speed threshold, the hill climbing control strategy is determined to be the first control strategy.

[0090] When the target ramp width is greater than or equal to the preset threshold, it means that the ramp width is sufficient, and either the S-shaped climbing method (i.e., the second control strategy) or the oblique climbing method (i.e., the first control strategy) can be adopted. Nevertheless, considering that the vehicle moves left and right under the second control strategy when the body posture changes, it involves the vehicle turning on the ramp. When the vehicle speed is high, there may be a risk of rollover or backward rollover. Therefore, when the target ramp width is greater than or equal to the preset threshold, and the vehicle speed is greater than or equal to the vehicle speed threshold, the climbing control strategy can be determined to be the first control strategy to ensure the safety of the vehicle during the climbing process. Among them, the vehicle speed threshold can be set according to actual needs.

[0091] In another possible implementation, step 12 may include the following steps:

[0092] When the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold, the hill climbing control strategy is determined to be one of the first control strategy and the second control strategy.

[0093] When the target ramp width is greater than or equal to the preset threshold, it means that the ramp width is sufficient, and either the S-shaped climbing method (i.e., the second control strategy) or the oblique climbing method (i.e., the first control strategy) can be adopted. At the same time, the vehicle speed is less than the vehicle speed threshold, which means that the vehicle speed is relatively low. Even if the vehicle moves left or right under the second control strategy while the vehicle body posture changes, and the vehicle turns on the ramp, there is no risk of rollover or backward rollover, that is, both the first control strategy and the second control strategy are feasible. Therefore, when the target ramp width is greater than or equal to the preset threshold, and the vehicle speed is less than the vehicle speed threshold, it can be determined that the climbing control strategy is one of the first control strategy and the second control strategy.

[0094] Optionally, one of the first control strategy and the second control strategy may be randomly determined as the final hill climbing control strategy.

[0095] Optionally, the first control strategy and the second control strategy may each have a corresponding priority. When it is determined that the climbing control strategy may be one of the first control strategy and the second control strategy, the one with a higher priority may be determined as the final climbing control strategy. The priorities of the first control strategy and the second control strategy may be flexibly set according to actual needs.

[0096] In another possible implementation, the first information may also include the vehicle speed and user input information. Accordingly, step 12 may include the following steps:

[0097] When the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold, the climbing control strategy is determined to be one of the first control strategy and the second control strategy according to the user input information.

[0098] The user input information may represent a hill climbing control strategy desired by the user. For example, the user input information may be used to indicate the first control strategy or the second control strategy.

[0099] As mentioned above, when the target ramp width is greater than or equal to the preset threshold and the vehicle speed is less than the vehicle speed threshold, both the first control strategy and the second control strategy are feasible. Therefore, the final climbing control strategy can be determined based on the user input information, that is, based on whether the user input information indicates the first control strategy or the second control strategy.

[0100] In another possible implementation, the first information may also include user input information, and the user input information is used to indicate the hill climbing control strategy of the vehicle. Based on this, the hill climbing control strategy can be determined according to the user input information. That is, the hill climbing control strategy indicated by the user input information is determined as the final hill climbing control strategy.

[0101] The first control strategy and the second control strategy are described in more detail below.

[0102] In a possible implementation, the second control strategy may include:

[0103] Determine the rear wheel steering angle according to the vehicle's steering control information and the target slope angle;

[0104] The rear wheel steering is controlled according to the rear wheel steering angle.

[0105] The steering control information may be used to indicate that the vehicle has received a steering instruction.

[0106] For example, the steering wheel angle of the vehicle can be obtained and compared with a preset angle threshold to determine whether the vehicle has received a steering command. If the steering wheel angle of the vehicle is less than the preset angle threshold, it means that the steering wheel is turned slightly and the user does not need to steer. If the steering wheel angle of the vehicle is greater than the preset angle threshold, it can be determined that a steering command has been received, thereby forming steering control information.

[0107] For another example, a command form for controlling the steering of a vehicle may be pre-set, and by identifying the command of the specified form, it is determined that the vehicle has received a steering command, thereby forming steering control information. For example, assuming that a voice command for controlling steering is set, if a voice that matches the voice command is identified, it can be determined that the vehicle has received a steering command.

[0108] In a possible implementation, a correspondence between a ramp angle and a rear-wheel steering angle may be pre-set, and then, when the steering control information indicates that the vehicle has received a steering command, the rear-wheel steering angle corresponding to the target ramp angle is determined based on the correspondence between the set ramp angle and the rear-wheel steering angle, and the rear-wheel steering of the vehicle is controlled based on the rear-wheel steering angle corresponding to the target ramp angle.

[0109] For example, the steering control information may also represent the steering direction indicated by the steering instruction, based on which the rear wheels of the vehicle may be controlled to rotate in a direction opposite to the steering direction by an angle corresponding to the rear wheel steering angle corresponding to the target ramp angle.

[0110] In another possible implementation, the steering control information may represent that the vehicle receives a steering instruction, and accordingly, the second control strategy may further include the following steps:

[0111] Determine, according to the steering control information, a front wheel steering angle corresponding to the steering instruction as a first steering angle value;

[0112] Determining a second turning angle value according to the target ramp angle and the first turning angle value;

[0113] The front wheels of the vehicle are controlled to rotate in a first direction by a first rotation angle value, and the rear wheels of the vehicle are controlled to rotate in a second direction by a second rotation angle value.

[0114] The steering control information may also represent the steering direction indicated by the steering instruction, wherein the first direction is the steering direction indicated by the steering instruction, and the second direction is the reverse direction of the first direction.

[0115] When the vehicle receives a steering command, the front wheel steering angle corresponding to the steering command may be first determined as a first steering angle value. Optionally, the front wheel steering angle may be determined by a steering system of the vehicle according to the steering command. For example, the steering command may carry a steering wheel angle value, and the steering system may determine the corresponding front wheel steering angle according to the steering wheel angle value.

[0116] After the first turning angle value is determined, the second turning angle value may be determined according to the target ramp angle and the first turning angle value.

[0117] In a possible embodiment, the second rotation angle value may be determined in the following manner:

[0118] Get the current target speed of the vehicle;

[0119] Acquire a first correspondence between a pre-stored slope angle, a front wheel turning angle, a vehicle speed, and a proportional coefficient;

[0120] According to the first corresponding relationship, determining a proportional coefficient that can correspond to the target slope angle, the first turning angle value and the target vehicle speed as the target proportional coefficient;

[0121] According to the target proportionality coefficient and the first rotation angle value, a second rotation angle value is determined so that the ratio of the second rotation angle value to the first rotation angle value is the target proportionality coefficient.

[0122] Optionally, multiple experiments can be conducted to set different slopes (i.e., ramp angles), different vehicle speeds, and different front wheel turning angles, so that the vehicle can travel on slopes of different slopes with different front wheel turning angles and different vehicle speeds. At the same time, for each set of slopes, vehicle speeds, and front wheel turning angles, a control group can be set, so that the control group has the same slope, vehicle speed, and front wheel turning angle as the group, and a different proportional coefficient (i.e., the ratio of the rear wheel turning angle to the front wheel turning angle) is set to determine the rear wheel turning angle, and then a comparative experiment is conducted to determine the proportional coefficient with the shortest climbing time as the proportional coefficient corresponding to the group of slopes, vehicle speeds, and front wheel turning angles. In this way, multiple sets of first corresponding relationships are obtained, which can be stored.

[0123] Based on this, the target vehicle speed of the vehicle currently traveling can be obtained, and the first corresponding relationship stored can be obtained, and then, according to the first corresponding relationship, a proportional coefficient that can correspond to the target slope angle, the first turning angle value and the target vehicle speed can be determined as the target proportional coefficient. In this way, the second turning angle value can be determined according to the target proportional coefficient and the first turning angle value, so that the ratio of the second turning angle value to the first turning angle value is the target proportional coefficient.

[0124] When the first turning angle value and the second turning angle value are determined, the second control strategy may further include: controlling the front wheels of the vehicle to rotate in a first direction by a first turning angle value, and controlling the rear wheels of the vehicle to rotate in a second direction by a second turning angle value.

[0125] In some possible scenarios, under the hill climbing control of the second control strategy, the vehicle will inevitably be subject to a force that causes it to roll due to the change in the vehicle's driving posture on the slope. Therefore, the vehicle may have the following Figure 4 The vehicle is subjected to lateral rolling force, so that the vehicle may be at risk of rolling over. In order to reduce this risk, the present disclosure also provides the following processing strategy.

[0126] In a possible implementation manner, if the vehicle receives a steering instruction, the second control strategy may further include:

[0127] Adjustment strategy for the height of the vehicle's suspension.

[0128] If the vehicle receives a steering command, it means that there is a risk of rollover. In order to ensure the stability of the vehicle's driving, the height of the vehicle's suspension can also be adjusted. That is, the height of the vehicle's suspension can be adjusted through an adjustment strategy to lower the vehicle's center of gravity, thereby improving vehicle stability.

[0129] Optionally, the adjustment strategy for the height of the vehicle's suspension may be determined by:

[0130] determining a first distance between the center of mass of the vehicle and the ground;

[0131] In the length direction of the vehicle, determining the distance from the center of mass of the vehicle to the rear axle of the vehicle as the second distance;

[0132] In the width direction of the vehicle, determining the distance from the center of mass of the vehicle to the connecting line between target tires of the vehicle as the third distance, wherein the target tire is a tire located at a low side in the lateral direction of the vehicle;

[0133] Determining a target height corresponding to the suspension according to the product of the first distance and the third distance, and the second distance;

[0134] The adjustment strategy for the height of the suspension of the vehicle is determined to control the suspension of the vehicle to be at a target height.

[0135] like Figure 4 , Figure 5 As shown, the first distance is h, the second distance is a, and the third distance is b.

[0136] The gravity component of the vehicle in the direction perpendicular to the ramp is F y = mg*cosθ, the downward component along the ramp is F x =mg*sinθ, when the vehicle is moving straight in the lane, it must satisfy F y *a>F x *h, to prevent the vehicle from rolling over. When the vehicle climbs the slope in an S shape, F y *b>F x *h to prevent the vehicle from rolling over. Therefore, when the vehicle climbs the slope in an S shape, in order to ensure the driving stability of the vehicle, the center of mass height h' should satisfy the following formula:

[0137]

[0138] Based on this, it can be determined that h'=b*h / a.

[0139] Therefore, the target height can be determined as h'=b*h / a.

[0140] The above method is helpful to improve the stability of the vehicle during climbing, prevent the vehicle from rolling over or overturning when climbing under the control of the second control strategy, and ensure the safety of the vehicle.

[0141] In a possible implementation, the first control strategy may include:

[0142] Acquiring a pre-stored second corresponding relationship between a ramp angle and a wheel turning angle;

[0143] According to the second corresponding relationship, determining the wheel angle corresponding to the target ramp angle as the third angle value;

[0144] The front wheels and rear wheels of the vehicle are controlled to rotate in a third direction by a third turning angle value, wherein the third direction is a direction for making the vehicle approach a first side of the ramp and away from a second side of the ramp, and a distance from the vehicle to the first side is greater than a distance from the vehicle to the second side.

[0145] In the first control strategy, a pre-stored second corresponding relationship may be firstly obtained.

[0146] Optionally, multiple experiments can be conducted to set different slopes and different wheel angles (the front and rear wheel angles are the same), so that the vehicle can drive on ramps with different slopes at different wheel angles. At the same time, a control group is set for each slope, so that the control group drives on the ramp with different wheel angles, and then a comparative experiment is conducted to determine the wheel angle that does not correspond to the slope by using the minimum wheel angle at which the vehicle can climb the ramp. In this way, multiple sets of second corresponding relationships are obtained, which can be stored.

[0147] Based on this, the wheel angle corresponding to the target ramp angle can be determined according to the second corresponding relationship as the third angle value, and then the first control strategy further includes controlling the front and rear wheels of the vehicle to rotate in the third direction by the third angle value.

[0148] The third direction is a direction that brings the vehicle closer to the first side of the ramp and away from the second side of the ramp, and the distance from the vehicle to the first side is greater than the distance from the vehicle to the second side. For example, once the vehicle body is closer to the left side of the ramp, the vehicle is controlled to move to the right, and so on, so that the vehicle can move left and right on the ramp, while the body posture remains unchanged.

[0149] Back to Figure 1 After the climbing control strategy is determined in step 12, step 13 can be executed.

[0150] In step 13, the vehicle is controlled according to the hill climbing control strategy so that the vehicle performs a hill climbing motion on the slope.

[0151] Through the above technical solution, when it is determined that the vehicle enters a climbing condition according to the target ramp angle, a climbing control strategy is determined according to the first information including at least the target ramp width, and then the vehicle is controlled according to the determined climbing control strategy so that the vehicle performs a climbing motion on the ramp. Thus, a suitable climbing control strategy can be determined for the vehicle according to the ramp angle, so that the vehicle can successfully climb the ramp in a safe manner.

[0152] Figure 6 is a block diagram of a vehicle control device provided according to an embodiment of the present disclosure. Figure 6 As shown, the device 60 includes:

[0153] A first determination module 61, used to determine whether the vehicle enters a climbing condition according to a target ramp angle;

[0154] A second determination module 62 is used to determine a climbing control strategy according to first information when it is determined that the vehicle is in a climbing condition; wherein the first information at least includes the target ramp width, and the climbing control strategy at least indicates steering control of the wheels of the vehicle;

[0155] The control module 63 is used to control the vehicle according to the hill climbing control strategy so that the vehicle climbs the slope.

[0156] Optionally, the second determining module 62 includes:

[0157] The first determination submodule is used to determine that the climbing control strategy is the first control strategy when the target ramp width is less than a preset threshold.

[0158] Optionally, the first information further includes the speed of the vehicle; the second determination module 62 includes:

[0159] The second determination submodule is used to determine that the climbing control strategy is the first control strategy when the target ramp width is greater than or equal to a preset threshold and the vehicle speed is greater than or equal to a vehicle speed threshold.

[0160] Optionally, the first information further includes the speed of the vehicle; the second determination module 62 includes:

[0161] The third determination submodule is used to determine that the climbing control strategy is one of the first control strategy and the second control strategy when the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold.

[0162] Optionally, the first information further includes the vehicle speed and user input information; the second determination module 62 includes:

[0163] The fourth determination submodule is used to determine the climbing control strategy as one of the first control strategy and the second control strategy according to the user input information when the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold.

[0164] Optionally, the first information also includes user input information, and the user input information is used to indicate a hill climbing control strategy of the vehicle.

[0165] Optionally, the second control strategy controls the vehicle through the following submodules:

[0166] a fifth determination submodule, configured to determine a rear wheel steering angle according to the steering control information of the vehicle and the target ramp angle;

[0167] The first control submodule is used to control the rear wheel steering according to the rear wheel steering angle.

[0168] Optionally, the steering control information indicates that the vehicle receives a steering instruction; and the second control strategy further controls the vehicle through the following submodules:

[0169] a sixth determining submodule, configured to determine a front wheel steering angle according to the steering control information as a first steering angle value;

[0170] a seventh determination submodule, configured to determine a second turning angle value according to the target ramp angle and the first turning angle value;

[0171] a second control submodule, configured to control the front wheels of the vehicle to rotate in a first direction by the first rotation angle value, and control the rear wheels of the vehicle to rotate in a second direction by the second rotation angle value;

[0172] The first direction is the turning direction indicated by the turning instruction, and the second direction is the opposite direction of the first direction.

[0173] Optionally, the seventh determining submodule includes:

[0174] A first acquisition submodule is used to acquire a target vehicle speed at which the vehicle is currently traveling;

[0175] A second acquisition submodule is used to acquire a first corresponding relationship between a pre-stored ramp angle, a front wheel turning angle, a vehicle speed and a proportional coefficient;

[0176] an eighth determination submodule, configured to determine, according to the first corresponding relationship, a proportional coefficient that can correspond to the target ramp angle, the first turning angle value, and the target vehicle speed, as a target proportional coefficient;

[0177] A ninth determination submodule is used to determine the second turning angle value according to the target proportional coefficient and the first turning angle value, so that the ratio of the second turning angle value to the first turning angle value is the target proportional coefficient.

[0178] Optionally, if the vehicle receives a steering instruction, the second control strategy includes:

[0179] A strategy for adjusting the height of the vehicle's suspension.

[0180] Optionally, the adjustment strategy for the height of the suspension of the vehicle is determined by the following submodules:

[0181] a tenth determination submodule, configured to determine a first distance between the center of mass of the vehicle and the ground;

[0182] an eleventh determining submodule, configured to determine, in a length direction of the vehicle, a distance from the center of mass of the vehicle to a rear axle of the vehicle as a second distance;

[0183] A twelfth determination submodule is used to determine the distance between the center of mass of the vehicle and the connecting line between target tires of the vehicle in the width direction of the vehicle, wherein the target tire is a tire on the lower side in the lateral direction of the vehicle;

[0184] a thirteenth determination submodule, configured to determine a target height corresponding to the suspension according to a product of the first distance and the third distance, and the second distance;

[0185] A fourteenth determination submodule is used to determine that the adjustment strategy for the height of the suspension of the vehicle is to control the suspension of the vehicle to be at the target height.

[0186] Optionally, the first control strategy controls the vehicle through the following submodules:

[0187] A third acquisition submodule, used to acquire a pre-stored second corresponding relationship between the ramp angle and the wheel turning angle;

[0188] A fifteenth determining submodule is configured to determine, according to the second corresponding relationship, a wheel angle corresponding to the target ramp angle as a third angle value;

[0189] The third control submodule is used to control the front wheels and the rear wheels of the vehicle to rotate to a third direction by the third turning angle value, wherein the third direction is a direction for making the vehicle approach a first side of the ramp and away from a second side of the ramp, and the distance from the vehicle to the first side is greater than the distance from the vehicle to the second side.

[0190] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0191] Figure 7 FIG. 7 is a block diagram of an electronic device 700 according to an exemplary embodiment. Figure 7 As shown, the electronic device 700 may include: a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705.

[0192] The processor 701 is used to control the overall operation of the electronic device 700 to complete all or part of the steps in the above-mentioned vehicle control method. The memory 702 is used to store various types of data to support the operation of the electronic device 700, and these data may include, for example, instructions for any application or method used to operate on the electronic device 700, and application-related data, such as contact data, sent and received messages, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, magnetic disk or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 702 or sent through the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 704 provides an interface between the processor 701 and other interface modules, and the other interface modules may be keyboards, mice, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 705 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0193] In an exemplary embodiment, the electronic device 700 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned vehicle control method.

[0194] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned vehicle control method are implemented. For example, the computer-readable storage medium can be the above-mentioned memory 702 including program instructions, and the above-mentioned program instructions can be executed by the processor 701 of the electronic device 700 to complete the above-mentioned vehicle control method.

[0195] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0196] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0197] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle control method, characterized in that: The method comprises: Determine whether the vehicle enters a climbing condition according to a target slope angle; In the case where it is determined that the vehicle is in a climbing condition, determining a climbing control strategy according to first information; wherein the first information at least includes a target ramp width, and the climbing control strategy is at least used to instruct steering control of the wheels of the vehicle; The vehicle is controlled according to the hill climbing control strategy so that the vehicle performs a hill climbing motion on a slope.

2. The method according to claim 1, characterized in that The step of determining the hill climbing control strategy according to the first information includes: When the target ramp width is less than a preset threshold, the climbing control strategy is determined to be the first control strategy.

3. The method according to claim 1, characterized in that The first information also includes the speed of the vehicle; The step of determining the hill climbing control strategy according to the first information includes: When the target ramp width is greater than or equal to a preset threshold, and the vehicle speed is greater than or equal to a vehicle speed threshold, the hill climbing control strategy is determined to be the first control strategy.

4. The method according to claim 1, characterized in that: The first information also includes the speed of the vehicle; The step of determining the hill climbing control strategy according to the first information includes: When the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold, the hill climbing control strategy is determined to be one of the first control strategy and the second control strategy.

5. The method according to claim 1, characterized in that The first information also includes the vehicle speed and user input information; The step of determining the hill climbing control strategy according to the first information includes: When the target ramp width is greater than or equal to a preset threshold and the vehicle speed is less than a vehicle speed threshold, the climbing control strategy is determined to be one of the first control strategy and the second control strategy according to the user input information.

6. The method according to any one of claims 1 to 5, characterized in that The first information also includes user input information, and the user input information is used to indicate a hill climbing control strategy of the vehicle.

7. The method according to claim 5, characterized in that The second control strategy includes: Determining a rear wheel steering angle according to the vehicle's steering control information and the target ramp angle; The rear wheel steering is controlled according to the rear wheel steering angle.

8. The method according to claim 7, characterized in that The steering control information indicates that the vehicle receives a steering instruction; The second control strategy also includes: Determine a front wheel steering angle according to the steering control information as a first steering angle value; Determining a second turning angle value according to the target ramp angle and the first turning angle value; Controlling the front wheels of the vehicle to rotate in a first direction by the first rotation angle value, and controlling the rear wheels of the vehicle to rotate in a second direction by the second rotation angle value; The first direction is the turning direction indicated by the turning instruction, and the second direction is the opposite direction of the first direction.

9. The method according to claim 8, characterized in that The determining the second turning angle value according to the target ramp angle and the first turning angle value comprises: Obtaining a target speed at which the vehicle is currently traveling; Acquire a first correspondence between a pre-stored slope angle, a front wheel turning angle, a vehicle speed, and a proportional coefficient; According to the first corresponding relationship, determining a proportional coefficient that can correspond to the target ramp angle, the first turning angle value and the target vehicle speed as a target proportional coefficient; The second rotation angle value is determined according to the target proportional coefficient and the first rotation angle value, so that the ratio of the second rotation angle value to the first rotation angle value is the target proportional coefficient.

10. The method according to claim 4 or 5, characterized in that: If the vehicle receives a steering command, the second control strategy includes: A strategy for adjusting the height of the vehicle's suspension.

11. The method according to claim 10, characterized in that The adjustment strategy for the height of the suspension of the vehicle is determined by: determining a first distance between a center of mass of the vehicle and the ground; In the length direction of the vehicle, determining the distance from the center of mass of the vehicle to the rear axle of the vehicle as the second distance; In the width direction of the vehicle, determining the distance from the center of mass of the vehicle to the connecting line between target tires of the vehicle as a third distance, wherein the target tire is a tire located at a low side in the lateral direction of the vehicle; Determining a target height corresponding to the suspension according to the product of the first distance and the third distance, and the second distance; The adjustment strategy for the height of the suspension of the vehicle is determined to control the suspension of the vehicle to be at the target height.

12. The method according to any one of claims 2 to 5, characterized in that: The first control strategy includes: Acquiring a pre-stored second corresponding relationship between a ramp angle and a wheel turning angle; According to the second corresponding relationship, determining a wheel angle corresponding to the target ramp angle as a third angle value; The front wheels and the rear wheels of the vehicle are controlled to rotate in a third direction by the third turning angle value, wherein the third direction is a direction for making the vehicle approach a first side of the ramp and away from a second side of the ramp, and the distance from the vehicle to the first side is greater than the distance from the vehicle to the second side.

13. A vehicle control device, characterized in that: The device comprises: A first determination module, used to determine whether the vehicle enters a climbing condition according to a target ramp angle; A second determination module is used to determine a climbing control strategy according to first information when it is determined that the vehicle is in a climbing condition; wherein the first information at least includes the target ramp width, and the climbing control strategy is at least used to instruct steering control of the wheels of the vehicle; The control module is used to control the vehicle according to the hill climbing control strategy so that the vehicle performs a hill climbing motion on a slope.

14. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method described in any one of claims 1 to 12 are implemented.

15. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 12.

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