Vehicle control method, device, controller and vehicle

Abstract

This application provides a vehicle control method, device, controller, and vehicle. The method includes: after the vehicle is parked on a slope, determining a target object within a preset range of the wheels, the target object being used to increase the friction between the wheels and the road; and, depending on the type of slope the vehicle is on, controlling the wheels of the vehicle on the side closest to the target object to contact the target object. By making the front wheels and / or rear wheels of the vehicle act on the target object through this method, the friction can be increased, and the rolling distance of the vehicle when it rolls off the slope can be reduced.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a vehicle control method, apparatus, controller, and vehicle. Background Technology

[0002] With the development of vehicle technology, vehicles have become an indispensable part of users' lives, so ensuring vehicle safety is of utmost importance.

[0003] Many cities have numerous hills and slopes, making it inevitable for vehicles to stop on inclines. If a vehicle is not properly secured or the handbrake fails, especially in rainy, snowy, or windy weather, the vehicle may begin to slide or roll due to gravity, posing a safety risk and causing property damage.

[0004] Therefore, how to reduce the risk of vehicles rolling off slopes is an urgent problem to be solved. Summary of the Invention

[0005] The vehicle control method, device, controller, and vehicle provided in this application are intended to reduce the risk of vehicle rollaway when parked on a slope.

[0006] In a first aspect, this application provides a vehicle control method, the method comprising:

[0007] After the vehicle is parked on a slope, a target object is identified within a preset range of the wheels. The target object is used to increase the resistance of the wheel movement.

[0008] Depending on the type of slope the vehicle is on, the vehicle's wheels on the side closest to the target object are controlled to contact the target object. The slope type includes uphill roads or downhill roads.

[0009] In some possible implementations, if the ramp type is an uphill road, controlling the wheels of the vehicle on the side closest to the target object to contact the target object, based on the ramp type, includes:

[0010] Control the steering of the front wheel closest to the target object so that the steered front wheel contacts the target object;

[0011] Control the rear wheel closest to the target object to turn it away from the target object, so that the turned rear wheel contacts the target object.

[0012] In some possible implementations, controlling the steering of the front wheel closest to the target object includes:

[0013] Control the front wheel on the side closest to the target object to steer it away from the target object.

[0014] In some possible implementations, if the ramp type is a downhill road, controlling the wheels of the vehicle on the side closest to the target object to contact the target object, based on the ramp type the vehicle is on, includes:

[0015] Control the front wheel on the side closest to the target object to steer it in a direction closer to the target object, so that the steered front wheel contacts the target object;

[0016] Control the steering of the rear wheel closest to the target object so that the steered rear wheel contacts the target object.

[0017] In some possible implementations, controlling the steering of the rear wheel closest to the target object includes:

[0018] Control the rear wheel on the side closest to the target object to steer in the direction of approaching the target object.

[0019] In some possible implementations, the method further includes:

[0020] Control the front wheel on the side furthest from the target object to steer in a direction away from the target object.

[0021] In some possible implementations, the vehicle includes a steer-by-wire system, and the method further includes:

[0022] Receive adjustment instructions from the user;

[0023] According to the adjustment command, the steering of the front wheels and / or the steering of the rear wheels of the vehicle are adjusted through the steering-by-wire system.

[0024] Secondly, this application also provides a vehicle control device, comprising:

[0025] The determination module is used to determine a target object within a preset range of the wheels after the vehicle is parked on a slope. The target object is used to increase the resistance of the wheel movement.

[0026] The control module is used to control the wheels of the vehicle on the side closest to the target object to make contact with the target object, based on the type of slope the vehicle is on.

[0027] Thirdly, this application also provides a controller, including: a memory and a processor;

[0028] The memory stores computer-executed instructions;

[0029] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0030] Fourthly, this application also provides a vehicle, including: a controller for performing the first aspect and / or various possible implementations of the first aspect.

[0031] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0032] Sixthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0033] This application provides a vehicle control method, device, controller, and vehicle. The method includes: after the vehicle is parked on a slope, determining a target object within a preset range of the wheels, the target object being used to increase the rolling resistance of the wheels; and, depending on the type of slope the vehicle is on, controlling the wheels of the vehicle on the side closest to the target object to contact the target object. By making both the front and / or rear wheels of the vehicle act on the target object, this method can increase friction and reduce the rolling distance of the vehicle when it rolls down a slope. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0035] Figure 1 This application provides an illustration of the application scenario.

[0036] Figure 2 A schematic diagram illustrating the application scenario of ramp front wheel steering provided in this application;

[0037] Figure 3 Flowchart of the vehicle control method provided in this application Figure 1 ;

[0038] Figure 4 Vehicle turning diagram provided for this application Figure 1 ;

[0039] Figure 5 Vehicle turning diagram provided for this application Figure 2 ;

[0040] Figure 6 Vehicle turning diagram provided for this application Figure 3 ;

[0041] Figure 7 Vehicle turning diagram provided for this application Figure 4 ;

[0042] Figure 8 Vehicle turning diagram provided for this application Figure 5 ;

[0043] Figure 9 A control diagram of the steer-by-wire system provided in this application;

[0044] Figure 10 This is a schematic diagram illustrating the process of adjusting wheel direction via a steer-by-wire system provided in this application.

[0045] Figure 11 A schematic diagram of the vehicle control device provided in this application;

[0046] Figure 12 A schematic diagram of the structure of the electronic device provided in this application.

[0047] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0048] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0049] First, let me explain the terms used in this application:

[0050] Steer-by-wire systems use electronic signals instead of mechanical connections to control vehicle steering. In traditional steering systems, the driver directly controls the wheels by turning the steering wheel, using mechanical connections (such as steering shafts and gears). In steer-by-wire systems, this process is achieved through electronic signals. The working principle is as follows: The vehicle is equipped with sensors to monitor driver input, such as the steering wheel angle and rotation speed. The data collected by the sensors is sent to the Electronic Control Unit (ECU), which analyzes this information and generates corresponding steering commands. Based on the ECU's commands, electric actuators adjust the wheel steering angle.

[0051] Figure 1 The application scenario diagram provided in this application is as follows: Figure 1 As shown, vehicles parked on a slope may roll away, potentially colliding with other vehicles, causing property damage and safety risks.

[0052] After parking the vehicle on a slope, you can steer the front tires to contact objects with friction, such as curb stones. Figure 2 As shown, Figure 2 This is a schematic diagram of the application scenario of front wheel steering on a ramp provided in this application. Although the front wheel steering increases some friction, when the vehicle rolls or slides, it can still move a distance along the direction of the dotted line in the figure and collide with surrounding vehicles.

[0053] In view of the above problems, this application addresses the issue of vehicle control by steering not only the front wheels but also the rear wheels when parking on a slope. This increases friction, reduces the probability of the vehicle rolling backward, and, if rolling does occur, uses obstacles to limit the distance the vehicle travels, thus increasing parking safety. Based on this, this application proposes a vehicle control method.

[0054] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0055] Figure 3 Flowchart of the vehicle control method provided in this application Figure 1 ,like Figure 3 As shown, the method includes:

[0056] S101. After the vehicle is parked on a slope, a target object is identified within a preset range of the wheels. The target object is used to increase the resistance of the wheel movement.

[0057] In this step, after parking, the user manually activates the parking assist function to prevent the vehicle from rolling. Once the activation of the parking assist function is detected, road data and wheel environment data are acquired.

[0058] Among them, the vehicle's road data is used to determine whether the road the vehicle is on is uphill or downhill. The vehicle's road data can be the tilt angle of the vehicle body measured in real time by the tilt sensor, or road image data captured by the vehicle's preset position camera, or differential measurement data.

[0059] Wheel environment data is used to determine objects near the wheels. Wheel environment data can be images of the environment near the wheels obtained by cameras at preset positions on the vehicle, or point cloud data.

[0060] After obtaining the road data, the type of slope the vehicle is on is determined based on the road data. The slope type includes uphill roads, downhill roads, or flat roads.

[0061] In one implementation, road data consists of the vehicle's tilt angle measured in real time by tilt sensors, indicating whether the vehicle is facing up or down. In another specific implementation, a tilt angle exceeding the upper limit of a preset slope range is defined as uphill, and a tilt angle exceeding the lower limit of a preset slope range is defined as downhill.

[0062] In one implementation, road data consists of road image data captured by a camera at a preset location on the vehicle. Road markings or the roadside lines on both sides are identified using an edge detection algorithm. The slope type is determined based on the slope of the road markings or the slope of the roadside lines. In one specific implementation, a preset slope range for the road markings is used. A slope within this range indicates flat ground, a slope greater than this range indicates an uphill slope, and a slope less than this range indicates a downhill slope.

[0063] In one implementation, the road data is differential measurement data. Distance sensors are installed at different locations on the vehicle. By measuring the change in distance from the same point (such as a wheel) to the sensor, the relative height between the front and rear of the vehicle is calculated. If the front is higher than the rear, and the height difference is greater than a preset height, it is considered uphill; if the front is lower than the rear, and the height difference is greater than the preset height, it is considered downhill; if the height difference is not greater than the preset height, it is considered flat ground.

[0064] The target objects include roadside stones on both sides of the road, as well as stones exceeding a certain volume.

[0065] In one implementation, object detection and classification can be performed using pre-trained machine learning algorithms (such as support vector machines or random forests) or deep learning methods (such as convolutional neural networks). After receiving the wheel environment data, the environment data is input into the pre-trained machine learning algorithm to distinguish the target object.

[0066] After obtaining the target object, the distance between the target object and the wheel axle is determined from the wheel environment data, and it is judged whether the distance is less than or equal to a preset range.

[0067] If the distance between the target object and the wheel axle is less than or equal to a preset range, it means that the target object can be used to increase the resistance to wheel movement. Specifically, the target object can be used to resist wheel movement or to increase the friction between the wheel and the ground. If the distance between the target object and the wheel axle is greater than the preset range, it means that the wheel cannot touch the target object.

[0068] S102. Depending on the type of slope the vehicle is on, control the wheels of the vehicle on the side closest to the target object to contact the target object. The slope type includes uphill roads or downhill roads.

[0069] In this step, if a target object exists within the preset range of the wheels, it means the wheels can touch the target object. Then, depending on whether the road is uphill or downhill, different steering strategies are applied to the front and rear wheels on the side of the vehicle closest to the target object. Whether going uphill or downhill, the front and rear wheels act on the target object to increase the vehicle's rolling resistance, but the steering differs depending on whether it's uphill or downhill.

[0070] It is understandable that a vehicle's wheels can make contact with a target object when turning left, and the front wheels can also make contact with a target object when turning right.

[0071] When parking uphill, if rolling or sliding occurs, the vehicle will move along the direction of the rear wheels. After the rear wheels are moved, moving along the direction of the rear wheels will act on the target object and reduce the distance traveled.

[0072] For the front wheels on the side furthest from the target object, the same steering strategy can be applied as the front wheels on the side closest to the target object, or the opposite steering strategy can be applied, or no steering can be applied. Similarly, for the rear wheels on the side furthest from the target object, the same steering strategy can be applied as the rear wheels on the side closest to the target object, or the opposite steering strategy can be applied, or no steering can be applied.

[0073] This embodiment provides a vehicle control method, which includes: after the vehicle is parked on a slope, determining a target object within a preset range of the wheels, the target object being used to increase the resistance of the wheel movement; and, depending on the type of slope the vehicle is on, controlling the wheels of the vehicle on the side closest to the target object to contact the target object. By making the front wheels and / or rear wheels of the vehicle act on the target object through this method, the resistance to rolling away can be increased, reducing the risk of rolling away; and the operation of steering the rear wheels can reduce the distance the vehicle rolls away when rolling or sliding occurs while parking on a slope.

[0074] The following section uses roadside stones as the target object and provides specific examples for illustration.

[0075] Example 1

[0076] Figure 4 Vehicle turning diagram provided for this application Figure 1 ,like Figure 4 As shown in Figure a, the vehicle is on an uphill road. After the user activates the parking assist function, the vehicle steers towards the target object, with the front wheels following the steering wheel's movement to bring them into contact with the target object. The vehicle then steers the rear wheels away from the target object, bringing them into contact with it.

[0077] It should be noted that the identified target object is within a preset range, which is determined based on the wheel's diameter and represents the distance within which the wheel can contact the object. Therefore, by rotating, the wheel can make either its front or rear side contact the target object.

[0078] This method involves making both the front and rear wheels contact the target object. By steering in this way, the rear side of the rear wheels (the side closest to the rear of the vehicle) acts on the target object, transferring a component of the vehicle's weight to the object and increasing the resistance to downward movement of the wheels. When a rollover occurs, moving along the dotted line allows the vehicle to rely on the resistance of the target object to prevent it from rolling backward. For the front wheels to contact the target object, this increases the friction between the wheels and the road.

[0079] exist Figure 4 Figure b illustrates the situation when parking on an uphill road, where the rear wheels turn towards the target object. The front side of the rear wheels (the side closer to the front of the vehicle) acts on the target object, and the resistance between the wheels and the target object is mainly friction. Although this method increases friction compared to not turning the wheels or only turning the front wheels, the vehicle will move along the dotted line and the rolling distance will be greater if it rolls back down the slope. Therefore, the steering method in Figure a is less effective than the steering method in Figure b, or compared to... Figure 2 This method can effectively reduce the sliding distance and improve vehicle safety when a slide occurs.

[0080] Example 2

[0081] Figure 5 Vehicle turning diagram provided for this application Figure 2 ,like Figure 5 As shown in Figure a, the vehicle is on an uphill road. After the user activates the parking assist function, the vehicle controls the steering wheel to turn away from the target object. The front wheels follow the steering wheel to turn away from the target object, so that the rear of the front wheels contacts the target object. The rear wheels are then controlled to turn away from the target object, so that the rear of the rear wheels contacts the target object.

[0082] It should be noted that the identified target object is within a preset range, which is determined based on the wheel's diameter and represents the distance within which the wheel can contact the object. Therefore, by rotating, the wheel can make either its front or rear side contact the target object.

[0083] First, the front and rear wheels make contact with the target object, increasing the friction between each wheel and the ground. Second, this steering maneuver ensures that the rear sides of both the rear and front wheels act on the target object, thus transferring a component of the vehicle's weight to the target. In the event of a rollover, the resistance between the front and rear wheels and the target object prevents the vehicle from sliding further.

[0084] exist Figure 5 Figure b illustrates the situation when a vehicle is going uphill, with its rear wheels turning towards the target object. The front side of the rear wheels (the side closer to the front of the vehicle) acts on the target object, while the front side of the front wheels contacts it. While this method can increase friction, the vehicle will roll along the dotted line as it goes downhill. Therefore, Figure 5 The turning method in diagram a compared to the turning method in diagram b, or compared to... Figure 2 This method can effectively reduce the sliding distance and improve vehicle safety when a slide occurs.

[0085] Figure 5 The turning method in Figure a is compared to Figure 4 The steering method shown in Figure a increases the resistance between the front wheels and the target object, which better supports the vehicle and reduces the distance of slippage when the vehicle moves.

[0086] Example 3

[0087] Figure 6 Vehicle turning diagram provided for this application Figure 3 ,like Figure 6 As shown in Figure a, the vehicle is on a downhill road. After the user activates the parking assist function, the vehicle steers towards the target object, with the front wheels following the steering wheel's movement to bring them into contact with the target object. The vehicle then steers the rear wheels away from the target object, bringing them into contact with it.

[0088] It should be noted that the identified target object is within a preset range, which is determined based on the wheel's diameter and represents the distance within which the wheel can contact the object. Therefore, by rotating, the wheel can make either its front or rear side contact the target object.

[0089] This method allows both the front and rear wheels to contact the target object, increasing friction. By steering in this way, the front side of the front wheels (the side closest to the front of the vehicle) acts on the target object, transferring a component of the vehicle's weight to the object and increasing resistance to wheel movement. When sliding downhill, move along the dotted line, relying on the resistance of the target object to prevent the vehicle from rolling backward.

[0090] exist Figure 6 In the diagram, diagram c is a common parking method, which makes it easy for the car to roll downhill when braking fails. Diagram a, compared to diagram c, can increase friction and provide more resistance support when rolling downhill.

[0091] exist Figure 6 In diagram d, the front wheels are steered away from the target object, bringing them into contact with it. If braking fails, the vehicle is prone to rolling along the direction of the dotted line. Compared to diagram d, this method increases the friction between the front wheels and the target object. Furthermore, by pre-controlling the wheel direction, the target object provides support, increasing resistance and reducing the rolling distance when slippage occurs.

[0092] exist Figure 6 In diagram b, when the vehicle's rear wheels steer towards the target object, the rear side of the rear wheels (the side closest to the rear of the vehicle) acts on the target object. While this increases friction, the vehicle will still move along the dotted line when rolling downhill. Therefore, compared to the steering method in diagram b, the steering method in diagram a effectively reduces the rolling distance by utilizing the resistance of the curb when rolling downhill, thus improving vehicle safety.

[0093] Example 4

[0094] Figure 7 Vehicle turning diagram provided for this application Figure 4 ,like Figure 7 As shown in Figure a, the vehicle is on a downhill road. After the user activates the parking assist function, the vehicle steers towards the side closest to the target object. The two front wheels follow the steering wheel's movement, steer towards the target object until the rear of the front wheels contact the target object. The rear wheels are then steered towards the target object until their rear contact the target object.

[0095] Both the front and rear wheels have their front sides in contact with the target object, increasing friction and resistance when sliding downhill, compared to... Figure 5 The method shown in Figure a further reduces the possibility of the car slipping, and when the car slips along the dotted line, the resistance of the front and rear wheels reduces the slip distance.

[0096] like Figure 7 As shown in Figure b, when adjusting wheel steering, only the two wheels on the side closer to the target object can be adjusted, while the front and rear wheels on the side farther from the target object remain unadjusted. Similarly, in the above embodiments, the front and rear wheels on the side farther from the target object may also remain unadjusted.

[0097] like Figure 7As shown in Figure c, when adjusting the wheel steering, the two wheels on the side closer to the target object are controlled to rotate towards the target object, while the front and rear wheels on the side farther from the target object rotate in the opposite direction. This causes the two front wheels to no longer be parallel, creating an angle. This setup prevents the vehicle from rolling when it rolls, allowing it to only slide, thus reducing the distance it travels. Similarly, the same adjustment can be made to the front and rear wheels on the side farther from the target object in the various embodiments described above, which will not be elaborated further here.

[0098] In practical applications, the target object may not be continuous within the preset range, such as... Figure 7 As shown in Figure d, there is no target object within the preset range of the front wheels. When adjusting the wheel steering, only the rear wheel on the side closer to the target object is controlled to rotate towards the target object; the rear wheel on the other side does not need to rotate. Similarly, in the above embodiments, when there is no target object near the front wheels, no action is taken on the front wheels, which will not be elaborated further here.

[0099] Example 5

[0100] Figure 8 Vehicle turning diagram provided for this application Figure 5 ,like Figure 8 As shown, if the slope the vehicle is on is determined to be neither uphill nor downhill, but flat, then the surrounding road environment is determined based on wheel environment data. This wheel environment data can be image data or point cloud data from LiDAR. Point cloud data or image recognition algorithms are used to detect surrounding obstacles (such as other vehicles, walls, curbs, etc.), thereby determining a drivable area without obstacles as the exit direction, and controlling the front wheels to steer in the exit direction.

[0101] In this way, automatically turning the steering wheels in the direction of exiting the parking space in a narrow parking space simplifies the operation process for the next start.

[0102] It should be noted that drivers can choose to turn the steering wheel in a certain direction according to their driving habits, which simplifies the operation process the next time they start the car. Drivers can also choose whether to enable the steering function on flat roads on the display screen.

[0103] Example 6

[0104] This embodiment includes the following steps:

[0105] S201, Receive user adjustment instructions.

[0106] In this step, after parking, once the parking assist function is activated, the front and rear wheels are turned in a certain direction, and the driver makes manual adjustments. Adjustment commands for the front wheels can be generated by turning the steering wheel, while adjustment commands for the rear wheels can be generated by sliding on the display screen.

[0107] Drivers can also select the steering wheel position through the in-vehicle infotainment display screen according to the usage scenario and their own usage habits.

[0108] S202. According to the adjustment command, adjust the steering of the front wheels and / or the steering of the rear wheels through the steer-by-wire system.

[0109] After generating adjustment commands, the steer-by-wire system adjusts the direction of the front wheels, the rear wheels, or both simultaneously. Compared to traditional EPS (Electric Power Steering), the steer-by-wire system eliminates the central shaft, achieving physical decoupling between the steering wheel and the steering wheels, relying entirely on electrical signal transmission to control vehicle turning. This unique structure allows the steering wheel to turn easily after the vehicle is powered off, without the steering wheels rotating accordingly. To address this physical decoupling, the steer-by-wire system defaults to ensuring that both the steering wheel and steering wheels return to the center position (the straight-ahead position) before the vehicle is fully powered off. This logic makes it easier for the driver to know the position of the steering wheels after the vehicle is powered on, facilitating driver operation.

[0110] Specifically, Figure 9 The control diagram of the steer-by-wire system provided in this application is as follows: Figure 9 As shown, the steer-by-wire (Sbw) system includes: a vehicle infotainment display (CSD), a main steering simulator (HWAM), a secondary steering simulator (HWAS), a front main steering wheel actuator (RWAM), a front auxiliary steering wheel actuator (RWAS), and a rear steering actuator (RWS). The driver inputs information through the vehicle infotainment display or by operating the steering wheel into the steering simulator, which then couples and controls the wheel actuators to drive the wheels in steering.

[0111] In this application, the HWA alignment status signal sent by HWAM is abbreviated as SbWAlignmentStsH1, the HWA internal function status signal sent by HWAM is abbreviated as HWAIntFctStGroupH1, the internal communication CAN between HWAM and RWAM is abbreviated as PrivateCAN1, the RWA internal function status signal sent by RWAM is abbreviated as RWAIntFctStGroupR1, the internal communication CAN between HWAM and HWAS is abbreviated as InternalCAN, the internal function status signal of HWAM is abbreviated as HWA1IntFctStGroup, and the internal function status signal of HWAS is abbreviated as HWA2IntFctS The internal communication CAN between HWAS and RWAS is abbreviated as PrivateCAN2. The HWA alignment status signal sent by HWAS is abbreviated as SbWAlignmentStsH2. The internal function status signal of HWA sent by HWAS is abbreviated as HWAIntFctStGroupH2. The internal function status signal of RWA sent by RWAS is abbreviated as RWAIntFctStGroupR2. The internal function status signal of RWAM is abbreviated as RWA1IntFctStGroup. The internal function status signal of RWAS is abbreviated as RWA2IntFctStGroup. The actual mode confirmation handshake signal is abbreviated as ctModCfmd.

[0112] Figure 10 This application provides a schematic diagram of the process for adjusting wheel direction via a steer-by-wire system, as shown below. Figure 10 As shown, it includes the following steps:

[0113] S1. The driver selects instructions via the vehicle's infotainment display screen.

[0114] For convenience, the driver can select the "Steering Wheel and Front Wheel Position" switch on the CSD interface to enable or disable the parking assist function. When the steering wheel and front wheel position signal = 0, the function is off; when the steering wheel and front wheel position signal = 1, the function is on. The switch is off by default, meaning that after the vehicle is powered off, the steering wheel and steering wheels automatically return to the center position and decouple. Clicking the switch button enables the function to be on, allowing the driver to select the steering wheel position after the vehicle is powered off based on actual road conditions.

[0115] Once activated, the driver can select the specific direction of travel.

[0116] S2, the vehicle's infotainment display sends commands to the primary and secondary hand-feel simulators.

[0117] When the driver selects the "Steering wheel and front wheel position" switch to the "on" state in the CSD interface, the CSD will send the steering wheel and front wheel position signal = 1 to the chassis common CAN1 and AD backup CAN, and the receivers are HWAM and HWAS.

[0118] S3, the main hand-feel simulator sends signals to the front main wheel actuator via private CAN, and receives vehicle mode and return-to-neutral signals.

[0119] HWAM receives steering wheel and front wheel position signals from CSD via chassis CAN1; HWAM sends HWA alignment status signal (SbWAlignmentStsH1) and HWA internal function status signal (HWAIntFctStGroupH1) to RWAM via PrivateCAN1, and receives RWA internal function status signal (RWAIntFctStGroupR1) and actual mode confirmation handshake signal from RWAM via PrivateCAN1.

[0120] The system sends HWAM internal function status signals (HWA1IntFctStGroup) via internal CAN and receives HWAS internal function status signals (HWA2IntFctStGroup) and actual mode confirmation handshake signals sent by HWAS via internal CAN.

[0121] It should be noted that when the rear wheel direction needs to be controlled, the main steering simulator sends the signal to the rear wheel actuator via a private CAN bus.

[0122] S4, the auxiliary hand-feel simulator sends signals to the auxiliary and main road wheel actuators via private CAN, and receives vehicle mode and return-to-neutral signals.

[0123] HWAS receives steering wheel and front wheel position signals from the vehicle's usage mode and CSD via chassis CAN1; it sends the HWA alignment status signal (SbWAlignmentStsH2) and the HWA internal function status signal (HWAIntFctStGroupH2) sent by HWAS via PrivateCAN2; it receives the RWAS internal function status signal (RWAIntFctStGroupR2) and the actual mode confirmation handshake signal sent by RWAS via PrivateCAN2; it sends the HWAS internal function status signal (HWA2IntFctStGroup) via InternalCAN; and it receives the HWAM internal function status signal (HWA1IntFctStGroup) and the actual mode confirmation handshake signal sent by HWAM via InternalCAN.

[0124] S5. The front main road wheel actuator sends the actual status through its internal CAN and receives the actual status of the front auxiliary road wheel actuator.

[0125] RWAM receives the vehicle usage mode signal via chassis CAN1; it receives the HWA internal function status signal (HWAIntFctStGroupH1) sent by HWAM via PrivateCAN1, and also receives the HWA alignment status signal (SbWAlignmentStsH1) sent by HWAM; RWAM can receive the RWA internal function status signal (RWAIntFctStGroupR1) sent by RWAM via PrivateCAN1 and the actual mode confirmation handshake signal; RWAM sends the RWAM internal function status signal (RWA1IntFctStGroup) via internal CAN, and receives the RWAS internal function status signal (RWA2IntFctStGroup) sent by RWAS via internal CAN and the actual mode confirmation handshake signal.

[0126] S6. The front auxiliary wheel actuator sends the actual status and receives the actual status of the front main wheel actuator through its internal CAN.

[0127] RWAS receives the vehicle usage mode signal via chassis CAN1; it receives the HWA internal function status signal (HWAIntFctStGroupH2) sent by HWAS and the HWA alignment status signal (SbWAlignmentStsH1) sent by HWAM via PrivateCAN1; it receives the RWA internal function status signal (RWAIntFctStGroupR2) sent by RWAS and the actual mode confirmation handshake signal (FctModCfmd) sent by RWAS via PrivateCAN1; it sends the RWAS internal function status signal (RWA2IntFctStGroup) via InternalCAN, and receives the RWAM internal function status signal (RWA1IntFctStGroup) and the actual mode confirmation handshake signal sent by RWAM via InternalCAN.

[0128] S7. The steering wheel executes the current driver's command.

[0129] Once all signals have been transmitted, the status of each ECU is verified based on the signals. If the ECU status verification is successful, the steering wheel executes the current command selected by the driver. When the steering wheel and front wheel position signals are both 1, the steering wheel position after the vehicle is powered off can be selected according to the actual road conditions. After the vehicle is powered off, the steering wheel and steering wheels remain decoupled from their current positions.

[0130] When the steering wheel and front wheel position signals are 0, after the vehicle is powered off, the steering wheel and steering wheel return to the center position with a torque of <=3Nm and a rotation speed of <=100° / s, thus decoupling.

[0131] With the steer-by-wire system, the driver can select and adjust the position of the steering wheels according to the actual environment before turning off the car's power, making it safer to park the vehicle on a slope.

[0132] Figure 11 A schematic diagram of the vehicle control device provided in this application is shown below. Figure 11 As shown, the vehicle control device 1100 provided in this embodiment includes:

[0133] The determination module 1101 is used to determine a target object within a preset range of the wheels after the vehicle is parked on a slope. The target object is used to increase the resistance of the wheel movement.

[0134] The control module 1102 is used to control the wheels of the vehicle on the side closest to the target object to contact the target object according to the type of slope on which the vehicle is located. The slope type includes uphill roads or downhill roads.

[0135] Optionally, if the ramp type is an uphill road, the control module 1102 is specifically used for:

[0136] Control the steering of the front wheel closest to the target object so that the steered front wheel contacts the target object;

[0137] Control the rear wheel closest to the target object to turn it away from the target object, so that the turned rear wheel contacts the target object.

[0138] Optionally, the control module 1102 is further configured to:

[0139] Control the front wheel on the side closest to the target object to steer it away from the target object.

[0140] Optionally, if the ramp type is a downhill road, the control module 1102 is specifically used for:

[0141] Control the front wheel on the side closest to the target object to steer it in a direction closer to the target object, so that the steered front wheel contacts the target object;

[0142] Control the steering of the rear wheel closest to the target object so that the steered rear wheel contacts the target object.

[0143] Optionally, the control module 1102 is further configured to:

[0144] Control the rear wheel on the side closest to the target object to steer in the direction of approaching the target object.

[0145] Optionally, the control module 1102 is further configured to:

[0146] Control the front wheel on the side furthest from the target object to steer in a direction away from the target object.

[0147] Optionally, the vehicle includes a steer-by-wire system, and the device further includes a receiving module 1103.

[0148] The receiving module 1103 is used to receive the user's adjustment command;

[0149] The control module 1102 is further configured to adjust the front wheel steering and / or the rear wheel steering of the vehicle via the steer-by-wire system according to the adjustment command.

[0150] The vehicle control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0151] Figure 12 This is a schematic diagram of the structure of the electronic device provided in this application. The electronic device may be a controller, such as... Figure 12 As shown, the electronic device 50 provided in this embodiment includes at least one processor 501 and a memory 502. Optionally, the device 50 further includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0152] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.

[0153] The specific implementation process of processor 501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0154] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0155] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0156] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0157] This application also provides a vehicle, which includes a controller for implementing the methods described in the above method embodiments.

[0158] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0159] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0160] The aforementioned readable storage medium 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. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0161] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0162] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0163] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0164] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0165] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0166] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0167] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle control method characterized by, The method includes: After the vehicle is parked on a slope, a target object is identified within a preset range of the wheels. The target object is used to increase the resistance of the wheel movement. Depending on the type of slope the vehicle is on, control the wheels of the vehicle on the side closest to the target object to contact the target object. The type of slope includes uphill roads or downhill roads. If the ramp type is an uphill road, controlling the wheels of the vehicle on the side closest to the target object to contact the target object, based on the ramp type the vehicle is on, includes: Control the steering of the front wheel closest to the target object so that the steered front wheel contacts the target object; Control the rear wheel closest to the target object to turn it away from the target object, so that the turned rear wheel contacts the target object.

2. The method of claim 1, wherein, The control of steering of the front wheel on the side closest to the target object includes: Control the front wheel on the side closest to the target object to steer it away from the target object.

3. The method of claim 1, wherein, If the ramp type is a downhill road, controlling the wheels of the vehicle on the side closest to the target object to contact the target object, based on the ramp type the vehicle is on, includes: Control the front wheel on the side closest to the target object to steer it in a direction closer to the target object, so that the steered front wheel contacts the target object; Control the steering of the rear wheel closest to the target object so that the steered rear wheel contacts the target object.

4. The method of claim 3, wherein, The control of steering of the rear wheel on the side closest to the target object includes: Control the rear wheel on the side closest to the target object to steer in the direction of approaching the target object.

5. The method according to claim 3 or 4, characterized in that, The method further includes: Control the front wheel on the side furthest from the target object to steer in a direction away from the target object.

6. The method according to any one of claims 1 to 3, characterized in that, The vehicle includes a steer-by-wire system, and the method further includes: Receive adjustment commands from users; According to the adjustment command, the steering of the front wheels and / or the steering of the rear wheels of the vehicle are adjusted through the steering-by-wire system.

7. A vehicle control device characterized by comprising: include: The determination module is used to determine a target object within a preset range of the wheels after the vehicle is parked on a slope. The target object is used to increase the resistance of the wheel movement. The control module is used to control the wheels of the vehicle on the side closest to the target object to contact the target object, based on the type of slope the vehicle is on; If the ramp type is an uphill road, the control module is specifically used to control the steering of the front wheel on the side closest to the target object, so that the front wheel after steering contacts the target object; Control the rear wheel closest to the target object to turn it away from the target object, so that the turned rear wheel contacts the target object.

8. A controller characterized by, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-6.

9. A vehicle characterized by comprising: include: A controller for performing the method as described in any one of claims 1-6.

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