Vehicle control methods, devices, storage media and electronic equipment

Abstract

This disclosure relates to a vehicle control method, apparatus, storage medium, and electronic device. The method includes: determining whether a vehicle has entered a climbing condition based on a target slope angle; if the vehicle is determined to be in a climbing condition, determining a climbing control strategy based on first information; wherein the first information includes at least the target slope width, and the climbing control strategy is at least used to instruct steering control of the vehicle's wheels; and controlling the vehicle according to the climbing control strategy to enable the vehicle to climb the slope. Therefore, a suitable climbing control strategy can be determined for the vehicle based on the slope angle, enabling the vehicle to successfully climb the slope safely.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle control method, apparatus, storage medium, and electronic device. Background Technology

[0002] During driving, there are some roads with significant elevation differences. When driving on such roads, if the vehicle needs to go from a lower to a higher elevation, it needs to climb the slope. On steep slopes, the vehicle needs a lot of power to climb successfully, making driving quite strenuous. Summary of the Invention

[0003] To overcome the problems existing in related technologies, this disclosure provides a vehicle control method, apparatus, storage medium, and electronic device.

[0004] To achieve the above objectives, according to a first aspect of this disclosure, a vehicle control method is provided, the method comprising:

[0005] Determine whether the vehicle should enter the climbing condition based on the target slope angle;

[0006] When it is determined that the vehicle is in a climbing condition, a climbing control strategy is determined based on first information; wherein, the first information includes at least the target slope width, and the climbing control strategy is at least used to instruct steering control of the vehicle's wheels;

[0007] The vehicle is controlled according to the hill-climbing control strategy so that it can climb the slope.

[0008] Optionally, determining the climbing control strategy based on the first information includes:

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

[0010] Optionally, the first information may also include the vehicle speed;

[0011] The step of determining the hill-climb control strategy based on 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 ramp control strategy is determined to be the first control strategy.

[0013] Optionally, the first information may also include the vehicle speed;

[0014] The step of determining the hill-climb control strategy based on 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 ramp control strategy is determined to be one of the first control strategy and the second control strategy.

[0016] Optionally, the first information may also include the vehicle speed and user input information;

[0017] The step of determining the hill-climb control strategy based on 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 ramp control strategy is determined to be one of the first control strategy and the second control strategy based on the user input information.

[0019] Optionally, the first information may further include user input information, which is used to instruct the vehicle on a hill-climbing control strategy.

[0020] Optionally, the second control strategy includes:

[0021] The rear wheel steering angle is determined based on the vehicle's steering control information and the target slope angle.

[0022] The rear wheel steering is controlled based on the rear wheel steering angle.

[0023] Optionally, the steering control information indicates that the vehicle has received a steering command;

[0024] The second control strategy also includes:

[0025] The front wheel steering angle is determined based on the steering control information and used as the first steering angle value;

[0026] The second turning angle value is determined based on the target ramp angle and the first turning angle value;

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

[0028] Wherein, the first direction is the steering direction indicated by the steering command, and the second direction is the opposite direction of the first direction.

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

[0030] Obtain the target speed of the vehicle currently in motion;

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

[0032] Based on the first correspondence, a proportionality coefficient that corresponds to the target slope angle, the first turning angle value and the target vehicle speed is determined as the target proportionality coefficient;

[0033] Based on the target scaling factor and the first angle value, the second angle value is determined such that the ratio of the second angle value to the first angle value is the target scaling factor.

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

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

[0036] Optionally, the strategy for adjusting the height of the vehicle's suspension is determined in the following manner:

[0037] Determine a first distance between the vehicle's center of gravity and the ground;

[0038] Along the length of the vehicle, the distance from the vehicle's center of mass to the rear axle is determined as the second distance;

[0039] In the width direction of the vehicle, the distance from the center of gravity of the vehicle to the line connecting the target tire of the vehicle is determined as the third distance, wherein the target tire is the tire located on the lower side in the lateral direction of the vehicle.

[0040] The target height corresponding to the suspension is determined based on the product of the first distance and the third distance, and the second distance;

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

[0042] Optionally, the first control strategy includes:

[0043] Obtain the second correspondence between the pre-stored ramp angle and the wheel rotation angle;

[0044] Based on the second correspondence, the wheel angle corresponding to the target slope angle is determined as the third angle value;

[0045] The vehicle's front and rear wheels are controlled to rotate in a third direction by the third angle value, where the third direction is the direction that brings the vehicle closer to the first side of the ramp and further 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.

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

[0047] The first determining module is used to determine whether the vehicle has entered the climbing condition based on the target slope angle.

[0048] The second determining module is used to determine a climbing control strategy based on first information when it is determined that the vehicle is in a climbing condition; wherein the first information includes at least the target slope width, and the climbing control strategy is used to at least instruct steering control of the vehicle's wheels;

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

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

[0051] According to a fourth aspect of this disclosure, an electronic device is provided, comprising:

[0052] A memory on which computer programs are stored;

[0053] A processor for executing the computer program in the memory to implement the steps of the method described in the first aspect of this disclosure.

[0054] The above technical solution, when determining the vehicle's entry into the climbing condition based on the target slope angle, determines a climbing control strategy based on first information including at least the target slope width. This determined climbing control strategy then controls the vehicle to enable it to climb the slope. Therefore, a suitable climbing control strategy can be determined for the vehicle based on the slope angle, allowing it to successfully climb the slope safely.

[0055] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0056] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0057] Figure 1 This is a flowchart of a vehicle control method provided according to one embodiment of the present disclosure;

[0058] Figure 2 This is an exemplary control effect diagram of the hill-climbing control strategy disclosed herein;

[0059] Figure 3 This is another exemplary control effect diagram of the hill-climbing control strategy disclosed herein;

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

[0061] Figure 5 This is another exemplary schematic diagram of a vehicle traveling on a ramp in this disclosure;

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

[0063] Figure 7 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Detailed Implementation

[0064] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0065] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0066] Figure 1 This is a flowchart of a vehicle control method provided according to one 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 has entered the climbing condition based on the target slope angle.

[0068] Optionally, the target slope angle of the road (i.e., the ramp) currently being traveled by the vehicle can be determined by the vehicle's ADAS (Advanced Driving Assistance System). This target slope angle can characterize whether the road the vehicle is currently traveling on is a ramp. ADAS can determine the slope angle by collecting images of the vehicle's surrounding environment, radar, and other information, and use this as the target slope angle. For example, ADAS can collect images of the area in front of the vehicle to determine the target slope angle of the section of road the vehicle has entered.

[0069] Once the target slope angle is determined, it can be used to determine whether the vehicle should enter the climbing condition.

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

[0071] If the target slope angle is greater than the preset angle threshold, the vehicle is determined to enter the climbing condition.

[0072] The slope where the vehicle is located may have a large or small incline. If the incline is small, the vehicle may be able to climb the slope successfully by driving straight, without the need for a specific climbing control strategy. Based on this, if the target slope angle is greater than a preset angle threshold, the vehicle can be identified as entering a climbing condition, triggering the generation of a subsequent 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 slope angle is greater than the preset angle threshold and the vehicle speed is less than the minimum speed limit, the vehicle is determined to enter the climbing condition.

[0076] When a vehicle is climbing a hill, its speed may be high or low. If the current speed is high, it means the vehicle has sufficient power to climb, and it may be able to successfully climb the hill by continuing at its current speed without needing to determine a specific hill-climbing control strategy. If the current speed is low, it means the vehicle has insufficient power to climb, and continuing at the current speed may result in the vehicle failing to climb or rolling backward during the climb. In this case, it is necessary to determine a specific hill-climbing control strategy.

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

[0078] Based on this, it is possible to determine whether it is necessary to generate a climbing control strategy by setting a minimum speed limit. Under specified conditions, the vehicle is determined to enter the climbing condition, thereby triggering the generation of the climbing control strategy and reducing unnecessary data processing.

[0079] In step 12, if it is determined that the vehicle is in a climbing condition, a climbing control strategy is determined based on the first information.

[0080] The first piece of information includes at least the target ramp width. That is, the width of the ramp where the vehicle is located. It should be noted that, in the case of a road with multiple lanes, this road width represents the width of the lane where the vehicle is located, the width of the portion of the road where vehicles are permitted to travel.

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

[0082] In this disclosure, the hill-climbing control strategy is defined, which essentially involves controlling the vehicle to switch left and right steering directions via non-straight-line driving to climb hills, thereby reducing the risk and stress on the vehicle during the hill-climbing process and ensuring successful hill climbing. Typically, this includes two hill-climbing methods: one where the vehicle's body posture changes simultaneously with left and right movement, such as... Figure 2 As shown, its climbing trajectory resembles an S-shape or a Z-shape, and can also be called an S-shaped climb or a Z-shaped climb; another type is where the vehicle moves left and right but does not change its posture (i.e., the posture of the vehicle when it is traveling straight), such as... Figure 3 As shown, this can also be called a sloping climb. Typically, Figure 2 The climbing method shown is compared to Figure 3 The hill-climbing method shown is affected by changes in the vehicle's posture. Figure 2 The climbing method shown will require a road width greater than [a certain value]. Figure 3 The width required for the climbing method shown.

[0083] Optionally, the first control strategy can be used to control the vehicle to Figure 3 The vehicle climbs the hill in the posture shown, that is, while moving left and right but maintaining its body posture. The second control strategy can be used to control the vehicle to... Figure 2 The posture shown indicates climbing a slope, that is, climbing a slope while the vehicle moves left and right and the body posture changes.

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

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

[0086] When the target slope width is less than the preset threshold, it means that the width of the slope the vehicle is currently traveling on is too 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 can be set according to actual needs. For example, the preset threshold can be set to twice the vehicle width.

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

[0089] When the target slope 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 climbing control strategy is determined to be the first control strategy.

[0090] When the target slope width is greater than or equal to a preset threshold, it indicates that the slope width is sufficient, allowing either an S-shaped climbing method (i.e., the second control strategy) or a diagonal climbing method (i.e., the first control strategy) to be used. However, considering that the vehicle may move left or right when its body posture changes under the second control strategy, involving turning on the slope, there is a risk of rollover or overturning at higher speeds. Therefore, when the target slope width is greater than or equal to the preset threshold and the vehicle speed is greater than or equal to the speed threshold, the climbing control strategy can be determined as the first control strategy to ensure the safety of the vehicle during the climbing process. The 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 slope 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.

[0093] When the target ramp width is greater than or equal to a preset threshold, it indicates that the ramp width is sufficient, allowing for either an S-shaped climbing method (i.e., the second control strategy) or a sloping climbing method (i.e., the first control strategy). Simultaneously, the vehicle speed is less than a speed threshold, meaning that even with changes in vehicle posture (left or right movement) under the second control strategy, involving turning on the ramp, there is no risk of rollover or overturning. In other words, both the first and second control strategies 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 speed threshold, the climbing control strategy can be determined to be either the first or second control strategy.

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

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

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

[0097] When the target slope 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 either the first control strategy or the second control strategy based on the user input information.

[0098] User input information can characterize the user's desired hill-climb control strategy. For example, user input information can be used to indicate a first control strategy or a second control strategy.

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

[0100] In another possible implementation, the first information may further include user input information, which is used to instruct the vehicle on a hill-climb control strategy. Based on this, the hill-climb control strategy can be determined according to the user input information. That is, the hill-climb control strategy indicated by the user input information is determined as the final hill-climb control strategy.

[0101] The first and second control strategies will be explained in more detail below.

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

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

[0104] The rear wheel steering is controlled based on the rear wheel steering angle.

[0105] Among them, steering control information can be used to characterize the steering commands received by the vehicle.

[0106] For example, the vehicle's steering wheel angle can be acquired and compared with a preset angle threshold to determine if the vehicle has received a steering command. If the vehicle's steering wheel angle is less than the preset angle threshold, it indicates that the steering wheel is turned only slightly, and the user does not need to steer. If the vehicle's steering wheel angle is greater than the preset angle threshold, it can be determined that a steering command has been received, and thus steering control information is generated.

[0107] For example, a pre-set command format for controlling vehicle steering can be established. By recognizing this specified command format, it can be determined that the vehicle has received a steering command, thereby generating steering control information. For instance, assuming a voice command format for controlling steering is provided, if a voice matching this command is recognized, it can be determined that the vehicle has received a steering command.

[0108] In one possible implementation, a correspondence between the ramp angle and the rear wheel steering angle can be preset. 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 according to the preset correspondence between the ramp angle and the rear wheel steering angle, and the rear wheel steering of the vehicle is controlled according to the rear wheel steering angle corresponding to the target ramp angle.

[0109] For example, steering control information can also characterize the steering direction indicated by the steering command, based on which the rear wheels of the vehicle can be controlled to turn in the opposite direction to the steering direction by an angle corresponding to the rear wheel steering angle corresponding to the target slope angle.

[0110] In another possible implementation, the steering control information can characterize whether the vehicle has received a steering command, and accordingly, the second control strategy may further include the following steps:

[0111] The front wheel angle corresponding to the steering command is determined based on the steering control information and used as the first angle value.

[0112] Determine the second turning angle value based on the target ramp angle and the first turning angle value;

[0113] Control the front wheels of the vehicle to rotate in a first direction by a first angle value, and control the rear wheels of the vehicle to rotate in a second direction by a second angle value.

[0114] Steering control information can also characterize the steering direction indicated by the steering command. The first direction is the steering direction indicated by the steering command, and the second direction is the opposite direction of the first direction.

[0115] When the vehicle receives a steering command, the front wheel angle corresponding to the steering command can be determined first as the first angle value. Optionally, this front wheel angle can be determined by the vehicle's steering system based on the steering command. For example, the steering command can carry a steering wheel angle value, and the steering system can determine the corresponding front wheel angle based on the steering wheel angle value.

[0116] After determining the first turning angle value, the second turning angle value can be determined based on the target slope angle and the first turning angle value.

[0117] In one possible embodiment, the second turning angle value can be determined in the following way:

[0118] Obtain the vehicle's current target speed;

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

[0120] Based on the first correspondence, a proportionality coefficient that corresponds to the target slope angle, the first turning angle value and the target vehicle speed is determined and used as the target proportionality coefficient.

[0121] Based on the target scaling factor and the first turning angle value, determine the second turning angle value so that the ratio of the second turning angle value to the first turning angle value is the target scaling factor.

[0122] Optionally, multiple experiments can be conducted to set different slopes (i.e., ramp angles), vehicle speeds, and front wheel angles, allowing the vehicle to travel on slopes of varying gradients with different front wheel angles and speeds. For each set of slope, speed, and front wheel angle, a control group is set up with the same slope, speed, and front wheel angle as the control group, but with a different proportionality coefficient (i.e., the ratio of rear wheel angle to front wheel angle) to determine the rear wheel angle. Comparative experiments are then performed, and the proportionality coefficient corresponding to the shortest climbing time is determined as the proportionality coefficient corresponding to that set of slope, speed, and front wheel angle. In this way, multiple sets of primary correspondences are obtained and can be stored.

[0123] Based on this, the target vehicle speed can be obtained, and the stored first correspondence can be acquired. Then, according to the first correspondence, a proportional coefficient corresponding 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 based on 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] Given the first steering angle value and the second steering angle value, the second control strategy may further include: controlling the front wheels of the vehicle to rotate in a first direction by the first steering angle value, and controlling the rear wheels of the vehicle to rotate in a second direction by the second steering angle value.

[0125] In some possible scenarios, under the hill-climb control of the second control strategy, due to the change in the vehicle's driving posture on the slope, the vehicle will inevitably be subjected to a force that causes it to tilt. Therefore, the vehicle may exhibit phenomena such as... Figure 4 The driving situation is illustrated. The vehicle is subjected to lateral tilt forces, which may pose a risk of rollover. To mitigate this risk, this disclosure also provides the following handling strategies.

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

[0127] Strategies for adjusting the height of a vehicle's suspension.

[0128] If a vehicle receives a steering command, it indicates that there is a risk of rollover. To ensure the stability of the vehicle, the suspension height can be adjusted. This involves adjusting the suspension height to lower the vehicle's center of gravity, thereby improving vehicle stability.

[0129] Alternatively, the strategy for adjusting the vehicle's suspension height can be determined in the following ways:

[0130] Determine the initial distance between the vehicle's center of gravity and the ground;

[0131] Along the length of the vehicle, the distance from the vehicle's center of gravity to the rear axle is determined as the second distance;

[0132] In the width direction of the vehicle, the distance from the vehicle's center of gravity to the line connecting the target tires is determined as the third distance, where the target tire is the tire located on the lower side in the lateral direction of the vehicle.

[0133] The target height corresponding to the suspension is determined based on the product of the first distance and the third distance, and the second distance.

[0134] The strategy for adjusting the vehicle's suspension height is to control the vehicle's suspension at the 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 magnitude of the gravitational component of the vehicle in the direction perpendicular to the slope is F. y =mg*cosθ, the component of the force along the slope downwards is F x =mg*sinθ, when the vehicle is traveling straight in the lane, F must satisfy... y *a>F x *h, to prevent the vehicle from overturning. When the vehicle is climbing a slope in an S-shape, F must be met. y *b>F x *h, to prevent vehicle rollover. Therefore, when a vehicle is climbing a slope in an S-shape, the center of gravity height h' should satisfy the following formula to ensure vehicle stability:

[0137]

[0138] Based on this, we can determine that h' = b*h / a.

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

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

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

[0142] Obtain the second correspondence between the pre-stored ramp angle and the wheel rotation angle;

[0143] Based on the second correspondence, determine the wheel angle corresponding to the target slope angle, and use it as the third angle value;

[0144] Control the front and rear wheels of the vehicle to rotate a third angle value in a third direction. The third direction is the direction that makes the vehicle closer to the first side of the ramp and farther away from the second side of the ramp. The distance from the vehicle to the first side is greater than the distance from the vehicle to the second side.

[0145] In the first control strategy, the pre-stored second correspondence can be obtained first.

[0146] Optionally, multiple experiments can be conducted with different slopes and wheel angles (front and rear wheel angles are the same) to allow the vehicle to travel on slopes of varying gradients with different wheel angles. For each slope, a control group is established, traveling on the slope with different wheel angles. Comparative experiments are then performed, and the wheel angle corresponding to the smallest wheel angle at which the vehicle can climb the slope is determined. This yields multiple sets of secondary correspondences, which can then be stored.

[0147] Based on this, the wheel angle corresponding to the target slope angle can be determined according to the second correspondence, which is then used as the third angle value. Furthermore, the first control strategy includes controlling the front and rear wheels of the vehicle to rotate in a third direction by the third angle value.

[0148] The third direction refers to the direction that moves the vehicle closer to the first side of the ramp and further away from the second side, where 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 this alternation allows the vehicle to move left and right on the ramp while maintaining its body posture.

[0149] Back Figure 1 After determining the ramp control strategy 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 can climb the slope.

[0151] The above technical solution, when determining the vehicle's entry into the climbing condition based on the target slope angle, determines a climbing control strategy based on first information including at least the target slope width. This determined climbing control strategy then controls the vehicle to enable it to climb the slope. Therefore, a suitable climbing control strategy can be determined for the vehicle based on the slope angle, allowing it to successfully climb the slope safely.

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

[0153] The first determining module 61 is used to determine whether the vehicle has entered the climbing condition based on the target slope angle.

[0154] The second determining module 62 is used to determine a climbing control strategy based on first information when it is determined that the vehicle is in a climbing condition; wherein the first information includes at least the target slope width, and the climbing control strategy is used to at least instruct steering control of the vehicle's wheels.

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

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

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

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

[0159] The second determining submodule is used to determine the climbing control strategy as the first control strategy when the target slope 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 vehicle speed; the second determining module 62 includes:

[0161] The third determining submodule is used to determine the climbing control strategy as either the first control strategy or the second control strategy when the target slope 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 determining module 62 includes:

[0163] The fourth determining submodule is used to determine, based on the user input information, one of the first control strategy and the second control strategy when the target slope 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 may further include user input information, which is used to instruct the vehicle on a hill-climbing control strategy.

[0165] Optionally, the second control strategy controls the vehicle through the following sub-modules:

[0166] The fifth determining submodule is used to determine the rear wheel steering angle based on the vehicle's steering control information and the target slope angle;

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

[0168] Optionally, the steering control information indicates that the vehicle has received a steering command; the second control strategy further controls the vehicle through the following sub-modules:

[0169] The sixth determining submodule is used to determine the front wheel angle based on the steering control information, as the first angle value;

[0170] The seventh determining submodule is used to determine the second turning angle value based on the target ramp angle and the first turning angle value;

[0171] The second control submodule is used to control the front wheels of the vehicle to rotate in a first direction by the first angle value, and to control the rear wheels of the vehicle to rotate in a second direction by the second angle value.

[0172] Wherein, the first direction is the steering direction indicated by the steering command, and the second direction is the opposite direction of the first direction.

[0173] Optionally, the seventh determining submodule includes:

[0174] The first acquisition submodule is used to acquire the target speed of the vehicle currently traveling.

[0175] The second acquisition submodule is used to acquire the first correspondence between the pre-stored slope angle, front wheel angle, vehicle speed and proportional coefficient;

[0176] The eighth determining submodule is used to determine a proportional coefficient that corresponds to the target slope angle, the first turning angle value and the target vehicle speed based on the first correspondence relationship, and use it as the target proportional coefficient;

[0177] The ninth determining submodule is used to determine the second angle value based on the target proportional coefficient and the first angle value, so that the ratio of the second angle value to the first angle value is the target proportional coefficient.

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

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

[0180] Optionally, the strategy for adjusting the height of the vehicle's suspension is determined by the following sub-modules:

[0181] The tenth determining submodule is used to determine the first distance between the vehicle's center of gravity and the ground;

[0182] The eleventh determining submodule is used to determine the distance from the vehicle's center of gravity to the rear axle of the vehicle as a second distance in the length direction of the vehicle;

[0183] The twelfth determination submodule is used to determine the distance between the vehicle's center of gravity and the line connecting the target tire of the vehicle in the width direction, wherein the target tire is the tire located on the lower side in the lateral direction of the vehicle.

[0184] The thirteenth determining submodule is used to determine the target height corresponding to the suspension based on the product of the first distance and the third distance, and the second distance;

[0185] The fourteenth determining submodule is used to determine the adjustment strategy for the height of the vehicle's suspension as controlling the vehicle's suspension to be at the target height.

[0186] Optionally, the first control strategy controls the vehicle through the following sub-modules:

[0187] The third acquisition submodule is used to acquire the second correspondence between the pre-stored ramp angle and the wheel rotation angle;

[0188] The fifteenth determining submodule is used to determine the wheel angle corresponding to the target slope angle based on the second correspondence, as the third angle value;

[0189] The third control submodule is used to control the front and rear wheels of the vehicle to rotate in a third direction by the third angle value. The third direction is the direction that makes the vehicle move closer to the first side of the ramp and further away from the second side of the ramp. The distance of the vehicle to the first side is greater than the distance of the vehicle to the second side.

[0190] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0191] Figure 7 This is a block diagram illustrating 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 controls the overall operation of the electronic device 700 to complete all or part of the steps in the vehicle control method described above. The memory 702 stores various types of data to support the operation of the electronic device 700. This data may include, for example, instructions for any application or method operating 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 (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touchscreen, 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 signals may be further stored in memory 702 or transmitted via communication component 705. The audio component also includes at least one speaker for outputting audio signals. I / O interface 704 provides an interface between processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. 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 technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0193] In an exemplary embodiment, the electronic device 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle control method described above.

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

[0195] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

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

[0197] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control method, characterized in that, The method includes: Determine whether the vehicle should enter the climbing condition based on the target slope angle; When it is determined that the vehicle is in a climbing condition, a climbing control strategy is determined based on first information; wherein, the first information includes at least the target slope width, and the climbing control strategy is at least used to instruct steering control of the vehicle's wheels; The vehicle is controlled according to the hill-climbing control strategy so that the vehicle can climb the slope. The step of determining the hill-climb control strategy based on the first information includes: When the width of the target ramp is less than a preset threshold, the ramp control strategy is determined to be the first control strategy, which is used to control the vehicle to climb the ramp at an angle.

2. The method according to claim 1, characterized in that, The first information also includes the vehicle's speed; The step of determining the hill-climb control strategy based on 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 ramp 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 vehicle's speed; The step of determining the hill-climb control strategy based on the first information includes: When the target slope width is greater than or equal to a preset threshold and the vehicle speed is less than the vehicle speed threshold, the climbing control strategy is determined to be one of the first control strategy and the second control strategy. The second control strategy is used to control the vehicle to climb the slope in an S-shape.

4. The method according to claim 1, characterized in that, The first information also includes the vehicle's speed and user input information; The step of determining the hill-climb control strategy based on 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 ramp control strategy is determined to be one of the first control strategy and the second control strategy based on the user input information.

5. The method according to any one of claims 1-4, characterized in that, The first information also includes user input information, which is used to instruct the vehicle on a hill-climbing control strategy.

6. The method according to claim 4, characterized in that, The second control strategy includes: The rear wheel steering angle is determined based on the vehicle's steering control information and the target slope angle. The rear wheel steering is controlled based on the rear wheel steering angle.

7. The method according to claim 6, characterized in that, The steering control information indicates that the vehicle has received a steering command; The second control strategy also includes: The front wheel steering angle is determined based on the steering control information and used as the first steering angle value; The second turning angle value is determined based on the target ramp angle and the first turning angle value; Control the front wheels of the vehicle to rotate in a first direction by a first angle value, and control the rear wheels of the vehicle to rotate in a second direction by a second angle value; Wherein, the first direction is the steering direction indicated by the steering command, and the second direction is the opposite direction of the first direction.

8. The method according to claim 7, characterized in that, The step of determining the second turning angle value based on the target ramp angle and the first turning angle value includes: Obtain the target speed of the vehicle currently in motion; Obtain the first correspondence between the pre-stored slope angle, front wheel angle, vehicle speed and proportional coefficient; Based on the first correspondence, a proportionality coefficient that corresponds to the target slope angle, the first turning angle value and the target vehicle speed is determined as the target proportionality coefficient; Based on the target scaling factor and the first angle value, the second angle value is determined such that the ratio of the second angle value to the first angle value is the target scaling factor.

9. The method according to claim 3 or 4, characterized in that, If the vehicle receives a steering command, the second control strategy includes: The strategy for adjusting the height of the vehicle's suspension.

10. The method according to claim 9, characterized in that, The strategy for adjusting the height of the vehicle's suspension is determined in the following manner: Determine a first distance between the vehicle's center of gravity and the ground; Along the length of the vehicle, the distance from the vehicle's center of mass to the rear axle is determined as the second distance; In the width direction of the vehicle, the distance from the center of gravity of the vehicle to the line connecting the target tire of the vehicle is determined as the third distance, wherein the target tire is the tire located on the lower side in the lateral direction of the vehicle. The target height corresponding to the suspension is determined based on the product of the first distance and the third distance, and the second distance; The strategy for adjusting the height of the vehicle's suspension is determined to be to control the vehicle's suspension at the target height.

11. The method according to any one of claims 1-4, characterized in that, The first control strategy includes: Obtain the second correspondence between the pre-stored ramp angle and the wheel rotation angle; Based on the second correspondence, the wheel angle corresponding to the target slope angle is determined as the third angle value; The vehicle's front and rear wheels are controlled to rotate in a third direction by the third angle value, where the third direction is the direction that brings the vehicle closer to the first side of the ramp and further 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.

12. A vehicle control device, characterized in that, The device includes: The first determining module is used to determine whether the vehicle has entered the climbing condition based on the target slope angle. The second determining module is used to determine a climbing control strategy based on first information when it is determined that the vehicle is in a climbing condition; wherein the first information includes at least the target slope width, and the climbing control strategy is used to at least instruct steering control of the vehicle's wheels; The control module is used to control the vehicle according to the climbing control strategy so that the vehicle can climb the slope. The second determining module includes: The first determining submodule is used to determine the climbing control strategy as the first control strategy when the target slope width is less than a preset threshold. The first control strategy is used to control the vehicle to climb the slope at an angle.

13. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-11.

14. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-11.

Images