Control method and device and vehicle

Abstract

The invention provides a control method and device and a vehicle, the method can be applied to the field of intelligent vehicles, and the method comprises the steps that it is detected that a user starts an adaptive cruise function; in response to the fact that the user starts the self-adaptive cruise function, it is determined that the vehicle outputs first driving force at the first moment, and the first moment is the moment before the vehicle reaches the slope crest; and under the condition that the slope of the road is larger than or equal to the preset slope, the vehicle is controlled to output second driving force at the first moment, and the second driving force is smaller than the first driving force. Thus, the small second driving force is output at the first moment, the running speed of the vehicle in the uphill process can be reduced, and therefore the risk of rear-end collision or collision accidents caused after the vehicle passes through the slope at the high running speed is reduced.

Description

Technical Field

[0001] The present application relates to the field of smart vehicles, and more specifically, to a control method, device and vehicle. Background Art

[0002] With the development of intelligent driving technology, after turning on the adaptive cruise function, the vehicle can control the accelerator and brake pedals to make the vehicle travel at a speed set by the user. While the adaptive cruise function brings great convenience to users, it also comes with certain risks.

[0003] For example, when a vehicle is going uphill, the driver's field of vision is limited, and the road will also block the data collected by the vehicle's hardware, affecting the vehicle's perception ability, especially the dangerous factors behind the ramp ahead. In this case, if the vehicle still drives at the speed set by the user, it is easy to cause a rear-end collision or collision after going over the slope. Summary of the invention

[0004] The present application provides a control method, device and vehicle, which can reduce the driving speed of the vehicle when going uphill, thereby reducing the risk of rear-end collision or collision accidents caused by the vehicle going over the slope at a faster speed.

[0005] In a first aspect, a control method is provided, the method comprising: detecting that a user starts an adaptive cruise function; in response to detecting that the user starts the adaptive cruise function, determining that a vehicle outputs a first driving force at a first moment, the first moment being the moment before the vehicle reaches the top of a slope; in a case where the slope of the road is greater than or equal to a preset slope, controlling the vehicle to output a second driving force at the first moment, the second driving force being less than the first driving force.

[0006] Optionally, controlling the driving force output by the vehicle at the first moment to be the second driving force can be understood as: during the uphill process of the vehicle, at the same moment, the vehicle is always controlled to travel with a smaller second driving force, thereby reducing the speed of the vehicle during the uphill process.

[0007] Optionally, when the slope of the road is less than a preset slope, the driving force output by the vehicle at the first moment may be controlled to be the first driving force.

[0008] Optionally, after the vehicle passes over the top of the slope, the driving force output by the vehicle may gradually return to the first driving force.

[0009] Alternatively, the judgment condition that the above-mentioned output driving force is the second driving force (the slope of the road is less than or equal to the preset slope) can also be replaced by at least one of the following: the distance between the vehicle and the obstacle is less than a predetermined distance, the acceleration of the vehicle is within a preset range, the vehicle does not have insufficient driving force, and the function of the chassis braking system is not intervened.

[0010] In an embodiment of the present application, when the slope of the road is greater than or equal to a preset slope, by outputting a smaller second driving force at the first moment, the vehicle's driving speed when going uphill can be reduced, thereby reducing the risk of rear-end collision or collision accidents caused by the vehicle going over the slope at a faster speed.

[0011] In combination with the first aspect, in certain implementations of the first aspect, before controlling the vehicle to output the second driving force at the first moment, the method also includes: obtaining a first distance, a first speed, and a second speed, the first distance being the distance between the vehicle and the top of the slope at the second moment, the first speed being the speed at which the vehicle travels at the second moment, the second speed being associated with the slope of the road, and the second moment being earlier than the first moment; determining a target acceleration of the vehicle based on the first distance, the first speed, and the second speed; determining a first corresponding relationship between driving force and moment based on the target acceleration, the first corresponding relationship including a corresponding relationship between the first moment and the second driving force.

[0012] Alternatively, the second speed may be determined based on the gradient of the road, that is, the greater the gradient of the road, the smaller the second speed may be.

[0013] Optionally, the first corresponding relationship may be a corresponding relationship between each moment and the driving force during the uphill process of the vehicle, or the first corresponding relationship may also be a curve showing the driving force changing with time.

[0014] In an embodiment of the present application, the vehicle can calculate a target acceleration based on the current driving speed, the speed at which the vehicle reaches the slope, and the distance between the vehicle and the slope, and calculate a first corresponding relationship based on the target acceleration, and then determine the second driving force corresponding to the first moment, so that the vehicle can output the second driving force at the first moment during the uphill process, thereby reducing the vehicle's driving speed when going uphill.

[0015] In combination with the first aspect, in certain implementations of the first aspect, controlling the vehicle to output the second driving force at the first moment includes: when the first distance is less than or equal to a first preset distance, controlling the vehicle to output the second driving force at the first moment according to the first corresponding relationship, the first preset distance being associated with at least one of the first speed, the second speed, the slope of the road, and the load of the vehicle.

[0016] In the embodiment of the present application, when the slope of the road is less than or equal to the preset slope, and the distance between the vehicle and the top of the slope is less than the first preset distance, the vehicle can be controlled to output the second driving force at the first moment according to the first corresponding relationship. In this way, the vehicle can be decelerated when it is about to reach the top of the slope, which reduces the risk of rear-end collision or collision after the vehicle passes the slope at a faster speed, while taking into account the user's driving experience.

[0017] In combination with the first aspect, in certain implementations of the first aspect, before determining the first corresponding relationship between driving force and moment according to the target acceleration, the method also includes: determining that the target acceleration is greater than or equal to a first acceleration, and the first acceleration is associated with the slope.

[0018] Optionally, the first acceleration may also be referred to as a minimum braking acceleration in the present application, that is, when the target acceleration is less than the first acceleration, the vehicle cannot go uphill.

[0019] Optionally, the first acceleration may also be associated with the driving torque, driving direction and driving speed of the vehicle.

[0020] In the embodiment of the present application, by determining that the target acceleration is greater than or equal to the first acceleration, it is possible to avoid a situation where the vehicle cannot go uphill due to the obtained second driving force being too small.

[0021] In combination with the first aspect, in certain implementations of the first aspect, in response to detecting that the user starts the adaptive cruise function, determining that the vehicle outputs a first driving force at a first moment includes: in response to detecting that the user starts the adaptive cruise function, determining a second correspondence between driving force and moment, the second correspondence including a correspondence between the first moment and the first driving force; wherein the method further includes: if within a preset time period, a second distance controlled to travel by the vehicle according to the first correspondence is less than or equal to a second preset distance, controlling the vehicle to travel according to the second correspondence.

[0022] Optionally, the second corresponding relationship may be a corresponding relationship indicated by an adaptive cruise function.

[0023] Optionally, at the same time, the driving force in the second corresponding relationship is always greater than the driving force in the first corresponding relationship.

[0024] In an embodiment of the present application, if the distance controlled by the vehicle according to the first correspondence is too short within a preset time period, the vehicle travel can be controlled based on the second correspondence. In this way, when the efficiency of the vehicle going uphill with a smaller driving force is not high, a larger driving force indicated by the adaptive cruise function can be output to ensure that the vehicle goes uphill as quickly as possible.

[0025] In combination with the first aspect, in certain implementations of the first aspect, in response to detecting that the user starts the adaptive cruise function, determining that the vehicle outputs a first driving force at a first moment includes: in response to detecting that the user starts the adaptive cruise function, determining a second correspondence between driving force and moment, the second correspondence including a correspondence between the first moment and the first driving force; wherein the method further includes: if within a preset time period, the difference between a second distance controlled for the vehicle to travel according to the first correspondence and a third distance controlled for the vehicle to travel according to the second correspondence is greater than or equal to a third preset distance, controlling the vehicle to travel according to the second correspondence.

[0026] In an embodiment of the present application, within a preset time period, when the distance controlled by the first correspondence relationship for the vehicle to travel differs too much from the distance controlled by the second correspondence relationship for the vehicle to travel, a larger driving force indicated by the adaptive cruise function can be output to ensure that the vehicle goes uphill as quickly as possible.

[0027] In a second aspect, a control device is provided, which includes: a processing unit, used to: detect that a user starts an adaptive cruise function; in response to detecting that the user starts the adaptive cruise function, determine that the vehicle outputs a first driving force at a first moment, the first moment being the moment before the vehicle reaches the top of a slope; when the slope of the road is greater than or equal to a preset slope, control the vehicle to output a second driving force at the first moment, the second driving force being less than the first driving force.

[0028] In combination with the second aspect, in certain implementations of the second aspect, the device also includes: an acquisition unit; the acquisition unit is also used to acquire a first distance, a first speed, and a second speed, the first distance being the distance between the vehicle and the top of the slope at a second moment, the first speed being the speed at which the vehicle travels at the second moment, the second speed being associated with the slope of the road, and the second moment being earlier than the first moment; the processing unit is also used to: determine a target acceleration of the vehicle based on the first distance, the first speed, and the second speed; determine a first corresponding relationship between driving force and moment based on the target acceleration, the first corresponding relationship including a corresponding relationship between the first moment and the second driving force.

[0029] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is specifically used to control the vehicle to output the second driving force at the first moment according to the first corresponding relationship when the first distance is less than or equal to a first preset distance, and the first preset distance is associated with at least one of the first speed, the second speed, the slope of the road and the load of the vehicle.

[0030] In combination with the second aspect, in some implementations of the second aspect, the processing unit is further used to determine that the target acceleration is greater than or equal to a first acceleration, and the first acceleration is associated with the slope.

[0031] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is specifically used to determine a second correspondence between driving force and moment in response to detecting that the user starts the adaptive cruise function, the second correspondence including the correspondence between the first moment and the first driving force; the processing unit is also used to control the vehicle to travel according to the second correspondence if a second distance controlled to travel by the vehicle according to the first correspondence is less than or equal to a second preset distance within a preset time period.

[0032] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is specifically used to determine a second correspondence between driving force and moment in response to detecting that the user starts the adaptive cruise function, the second correspondence including the correspondence between the first moment and the first driving force; the processing unit is also used to control the vehicle according to the second correspondence if the difference between a second distance controlled to drive the vehicle according to the first correspondence and a third distance controlled to drive the vehicle according to the second correspondence is greater than or equal to a third preset distance within a preset time period.

[0033] In a third aspect, a control device is provided, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is used to read and execute instructions in the memory, so that the device implements the method in any one of the implementation modes of the above-mentioned first aspect.

[0034] According to a fourth aspect, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a program code, and when the computer program code is executed on a computer, the computer executes the method in any one of the implementations of the first aspect.

[0035] In a fifth aspect, a chip is provided, the chip comprising a circuit, the circuit being used to execute the method in any one of the implementations of the first aspect above.

[0036] According to a sixth aspect, a computer program product is provided. The computer product includes a computer program. When the computer program is executed, the computer executes the method in any one of the implementation modes of the first aspect.

[0037] In a seventh aspect, a vehicle is provided, comprising: a device according to any one of the implementations of the second aspect or the third aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 is a functional schematic diagram of a vehicle provided in an embodiment of the present application;

[0039] Figure 2 This is the system architecture to which the control method provided in the embodiment of the present application is applicable;

[0040] Figure 3 is a schematic flow chart of a control method provided in an embodiment of the present application;

[0041] Figure 4 is a schematic flow chart of another control method provided in an embodiment of the present application;

[0042] Figure 5 is an application scenario diagram applicable to the control method provided in the embodiment of the present application;

[0043] Figure 6 is a schematic diagram of changes in target vehicle speed and target deceleration for slope adaptive longitudinal force control provided by an embodiment of the present application;

[0044] Figure 7 is a schematic diagram of a control device provided in an embodiment of the present application;

[0045] Figure 8 It is a schematic diagram of another control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] The technical solution in this application will be described below in conjunction with the accompanying drawings.

[0047] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In the present application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0048] The prefixes such as "first" and "second" used in the embodiments of the present application are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers used to distinguish description objects in the embodiments of the present application does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary limitation.

[0049] The technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0050] Figure 1 It is a functional schematic diagram of the vehicle 100 provided in an embodiment of the present application.

[0051] The vehicle 100 may include a variety of subsystems, such as a perception system 120 and a computing platform 130. Optionally, the vehicle 100 may include more or fewer subsystems, and each subsystem may include one or more components. In addition, each subsystem and component of the vehicle 100 may be interconnected by wire or wirelessly.

[0052] The perception system 120 may include several sensors for sensing information about the environment around the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a Beidou system, or other positioning systems. The perception system 120 may include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0053] Some or all functions of the vehicle 100 may be controlled by a computing platform 130. The computing platform 130 may include processors 131 to 13n (n is a positive integer). The processor is a circuit with signal processing capability. In one implementation, the processor may be a circuit with instruction reading and execution capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration may be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 130 may also include a memory, the memory is used to store instructions, and some or all of the processors 131 to 13n may call the instructions in the memory to implement corresponding functions.

[0054] The computing platform 130 may control the functionality of the vehicle 100 based on input received from various subsystems (eg, the perception system 120). In some embodiments, the computing platform 130 may be used to provide control over many aspects of the vehicle 100 and its subsystems.

[0055] Optionally, the above components are just an example, and in actual applications, the components in the above modules may be added or deleted according to actual needs.

[0056] The vehicle 100 in the present application may include: road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the vehicle 100 may be a vehicle (such as a commercial vehicle, a passenger car, a motorcycle, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a lawn mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiment of the present application does not specifically limit the type of vehicle. For another example, the vehicle 100 may be a vehicle such as an airplane or a ship.

[0057] The following uses vehicle 100 as an example to illustrate the technical problems to be solved by the present application and the technical solutions adopted.

[0058] With the development of intelligent driving technology, after turning on the adaptive cruise function, the vehicle can control the accelerator and brake pedals to make the vehicle travel at a speed set by the user. While the adaptive cruise function brings great convenience to users, it also comes with certain risks.

[0059] For example, when a vehicle is going uphill, the driver's field of vision is limited, and the road will also block the data collected by the vehicle's hardware, affecting the vehicle's perception ability, especially the dangerous factors behind the ramp ahead. In this case, if the vehicle still drives at the speed set by the user, it is easy to cause a rear-end collision or collision after going over the slope.

[0060] The embodiments of the present application provide a control method, a device, and a vehicle, which can reduce the driving speed of the vehicle when going uphill, thereby reducing the risk of rear-end collision or collision accidents caused by the vehicle going over the slope at a faster speed.

[0061] Figure 2 This is the system architecture applicable to the control method provided in the embodiment of the present application.

[0062] like Figure 2 As shown, architecture 200 may include: an advanced driving system (ADS), a vehicle lighting solution XLight, a braking system (IBS), a vehicle control unit (VCU) and a motor control unit (MCU).

[0063] Among them, ADS can be a driving assistance system that integrates multiple sensors, control units and algorithms. Its function is to provide a higher level of driving assistance and safety functions, so that the vehicle can travel at the speed set by the user. The ADS can provide adaptive cruise function. XLight can provide lighting technology support at night or in poor conditions, so that the vehicle can calculate the distance between the vehicle and the top of the slope in real time when going uphill. IBS can calculate the slope of the road and control the braking of the vehicle when appropriate. VCU can collect driver and vehicle status information, manage, schedule and calculate torque to ensure safe, stable and efficient operation of the vehicle. MCU can control the rotation state of the motor based on the control instructions of VCU, thereby realizing the power output and drive of the vehicle.

[0064] It should be understood that the method provided in the embodiment of the present application can be executed by the ADS, VCU or MCU in the above system architecture.

[0065] Figure 3 300 is a schematic flow chart of a control method provided in an embodiment of the present application. The execution subject of method 300 may be a vehicle or a controller. When the execution subject of method 300 is vehicle 100, it may be executed by computing platform 130 in vehicle 100, or may be executed by system-on-chip (SoC) in computing platform 130, or may be executed by a processor in computing platform 130. The method 300 is introduced below with vehicle as the execution subject. Method 300 may include steps S301 to S303.

[0066] S301, detecting that the user starts the adaptive cruise function.

[0067] Optionally, the user can enable the adaptive cruise function in a variety of ways, for example, the user can enable the adaptive cruise function through a physical button on the vehicle, or through a touch screen on the vehicle. For another example, the user can enable the vehicle to enable the adaptive cruise function through voice interaction.

[0068] S302, in response to detecting that the user starts the adaptive cruise function, determining that the vehicle outputs a first driving force at a first moment, the first moment being a moment before the vehicle reaches the top of the slope.

[0069] In one embodiment, this step may include: in response to detecting that the user starts the adaptive cruise function, determining a second correspondence between the driving force and the time, where the second correspondence includes a correspondence between the first time and the first driving force.

[0070] S303, when the slope of the road is greater than or equal to a preset slope, controlling the vehicle to output a second driving force at a first moment, where the second driving force is smaller than the first driving force.

[0071] The slope of the road may be understood as the slope of the road on which the vehicle is located. For example, the preset slope may be 3°.

[0072] Optionally, controlling the driving force output by the vehicle at the first moment to be the second driving force can be understood as: during the uphill process of the vehicle, at the same moment, the vehicle is always controlled to travel with a smaller second driving force, thereby reducing the speed of the vehicle during the uphill process.

[0073] Optionally, when the slope of the road is less than a preset slope, the driving force output by the vehicle at the first moment may be controlled to be the first driving force.

[0074] Optionally, after the vehicle passes over the top of the slope, the driving force output by the vehicle may gradually return to the first driving force.

[0075] Alternatively, the judgment condition that the above-mentioned output driving force is the second driving force (the slope of the road is less than or equal to the preset slope) can also be replaced by at least one of the following: the distance between the vehicle and the obstacle is less than a predetermined distance, the acceleration of the vehicle is within a preset range, the vehicle does not have insufficient driving force, and the function of the chassis braking system is not intervened.

[0076] In an embodiment of the present application, when the slope of the road is greater than or equal to a preset slope, by outputting a smaller second driving force at the first moment, the vehicle's driving speed when going uphill can be reduced, thereby reducing the risk of rear-end collision or collision accidents caused by the vehicle going over the slope at a faster speed.

[0077] In one embodiment, before step S303, the vehicle may obtain a first distance, a first speed, and a second speed, and determine a target acceleration of the vehicle according to the first distance, the first speed, and the second speed, and determine a first correspondence between a driving force and a time according to the target acceleration. The first distance is the distance between the vehicle and the top of the slope at the second time, the first speed is the speed at which the vehicle travels at the second time, the second time is earlier than the first time, the second speed is associated with the slope of the road, and the first correspondence includes a correspondence between the first time and the second driving force.

[0078] Optionally, the second speed is associated with the slope of the road, which can be understood as: the second speed can be determined based on the slope of the road, that is, the greater the slope of the road, the smaller the second speed can be.

[0079] Optionally, the first corresponding relationship may be a corresponding relationship between each moment and the driving force during the process of the vehicle going uphill, or the first corresponding relationship may also be a curve showing the driving force changing with time. Specifically, an example of the first corresponding relationship will be given in Figure 6 The corresponding text part is introduced and will not be repeated here.

[0080] In the process of determining the first corresponding relationship based on the target acceleration and then determining the second driving force, the magnitude of the target acceleration may be limited to ensure the uphill safety of the vehicle.

[0081] In one embodiment, before determining the first corresponding relationship according to the target acceleration, it can be determined that the target acceleration is greater than or equal to a first acceleration, and the first acceleration is associated with the slope of the road. In this way, it can be avoided that the vehicle cannot go uphill due to the second driving force being too small.

[0082] Optionally, the first acceleration may also be referred to as a minimum braking acceleration in the present application, that is, when the target acceleration is less than the first acceleration, the vehicle cannot go uphill.

[0083] Optionally, the first acceleration may also be associated with the driving torque, driving direction and driving speed of the vehicle.

[0084] For example, the greater the driving torque of the vehicle, the smaller the first acceleration may be set.

[0085] In step S303, other conditions may be added so that the vehicle outputs the second driving force at the first moment to ensure the user's driving experience.

[0086] In one embodiment, step S303 may specifically include: when the slope of the road is greater than or equal to the preset slope and the first distance is less than or equal to the first preset distance, controlling the vehicle to output the second driving force at the first moment according to the first corresponding relationship, the first preset distance being associated with at least one of the first speed, the second speed, the slope of the road, and the load of the vehicle. In this way, the vehicle can be decelerated when it is about to reach the top of the slope, reducing the risk of rear-end collision or collision after the vehicle passes the slope at a faster speed, while taking into account the driving experience of the user.

[0087] Optionally, the greater the slope of the road, the smaller the first preset distance may be, or the greater the first speed of the vehicle, the larger the first preset distance may be, or the greater the difference between the first speed and the second speed, the larger the first preset distance may be.

[0088] For example, when the first preset distance is associated with the first speed and the second speed, when the first speed is 80 km / h and the second speed is 40 km / h, the first preset distance can be 50 m, and when the first speed is 100 km / h and the second speed is 20 km / h, the first preset distance can be 100 m.

[0089] In step S303, if the efficiency of controlling the vehicle to go uphill through the first corresponding relationship is not high, the vehicle can be controlled to travel uphill through the second corresponding relationship to ensure that the vehicle goes uphill as quickly as possible.

[0090] In one embodiment, after step S303, method 300 further includes: if within a preset time period, a second distance controlled by the vehicle to travel according to the first correspondence is less than or equal to a second preset distance, then the vehicle is controlled to travel according to a second correspondence between the driving force and the moment, and the second correspondence includes: a correspondence between the first moment and the first driving force.

[0091] Optionally, the second corresponding relationship may be a corresponding relationship indicated by an adaptive cruise function.

[0092] Optionally, at the same time, the driving force in the second corresponding relationship is always greater than the driving force in the first corresponding relationship.

[0093] Optionally, the preset time length may be equal to a control period of the ADS.

[0094] For example, when the preset time length is 5 seconds, the corresponding second distance is 100 meters. When the second distance is less than the second preset distance of 105 meters, the vehicle can be controlled to travel according to the second corresponding relationship.

[0095] In one embodiment, after step S303, method 300 further includes: if the difference between the second distance and the third distance controlled by the vehicle traveling according to the first correspondence within the preset time length is greater than or equal to the third preset distance, then the vehicle traveling is controlled according to the second correspondence between the driving force and the moment, the second correspondence including: the correspondence between the first moment and the first driving force, the third distance being the distance controlled by the vehicle traveling according to the first driving force within the preset time length.

[0096] For example, when the preset time length is 5s, the corresponding second distance is 100m, and the corresponding third distance is 105m. When the difference between the second distance and the third distance is less than 5m and greater than the third preset distance of 3m, the vehicle can be controlled according to the second corresponding relationship.

[0097] It should be understood that in the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their internal logical relationships.

[0098] Figure 4 It is a schematic flow chart of another control method provided in an embodiment of the present application. Method 400 may be a specific description of steps S301 to S303 in method 300. Method 400 may include the following steps.

[0099] S401, signal detection and processing.

[0100] Specifically, the role of signal detection and processing in vehicles is to ensure that vehicles can operate safely and efficiently on the road. For example, vehicles can use signal detection to obtain positioning information to determine their current location and direction of travel. As another example, signal detection and processing can help vehicles identify and respond to various hazards and obstacles on the road, including other vehicles, pedestrians, traffic signals, and traffic signs. By detecting these signals in a timely manner, vehicles can take appropriate measures to avoid accidents and collisions.

[0101] S402, determining whether to enable the ramp longitudinal force control function.

[0102] If the vehicle determines that the longitudinal force control function is turned on, step S403 can be performed, otherwise, the vehicle can drive normally.

[0103] Optionally, the activation of the hill-going longitudinal force control function may be determined based on at least one of the following conditions: the vehicle is in an automatic driving state, the vehicle has an adaptive cruise control function activated, the vehicle is on a slope (the slope of the road is greater than or equal to a preset threshold), the distance between the vehicle and an obstacle is greater than or equal to a preset distance, the vehicle's (target) acceleration is within a preset range, the vehicle does not experience a lack of driving force, and the chassis braking system's functions are not involved.

[0104] For example, Figure 5 As shown, when the vehicle detects that the current road is an uphill road and the slope of the road is greater than or equal to 3°, the vehicle can determine to turn on the longitudinal force control function.

[0105] It should be understood that the above-mentioned activation of the ramp longitudinal force control function can be understood as step S303 in the vehicle execution method 300 .

[0106] S403, dynamic adjustment of the longitudinal force on the ramp.

[0107] Optionally, during the dynamic adjustment of the longitudinal force, the first to third vehicle speed points may be set, wherein the first vehicle speed point may correspond to the vehicle speed for starting the ramp longitudinal force control function, the second vehicle speed point may correspond to the vehicle speed at the top of the slope (target vehicle speed), and the third vehicle speed point may correspond to the target vehicle speed indicated by the ADS or adaptive cruise function. The above-mentioned dynamic adjustment strategy for the ramp longitudinal force may be: controlling the vehicle from the first vehicle speed to the second vehicle speed, and then to the third vehicle speed. During this process, the wheel-end driving force of the vehicle may be first reduced and then increased. Among them, the first vehicle speed point may be related to the vehicle speed, the slope of the road, the distance between the vehicle and the slope, and the load of the vehicle, and may be dynamically adjusted; the greater the slope of the current road, the higher the first vehicle speed of the vehicle. The above-mentioned first vehicle speed may correspond to the first speed in method 300, and the second vehicle speed may correspond to the second speed in method 300.

[0108] Among them, the specific value of the speed corresponding to the second vehicle speed point can be shown in Table 1 below.

[0109] Table 1

[0110]

[0111] After obtaining the first speed point and the second speed point and the distance from the vehicle to the top of the slope, the target driving force of the vehicle can be calculated. For the calculation of the target driving force, in order to prevent the inertia force from disappearing suddenly, the target acceleration of the vehicle can be calculated, and then the target acceleration can be converted into the target driving force. Among them, the calculated target driving force corresponding to the first moment can correspond to the second driving force in method 300; under the condition of low speed or small road slope, the calculated target driving force can be used instead of controlling the vehicle to go uphill, and the driving force indicated by the ADS or adaptive cruise function can be used to go uphill.

[0112] Below Figure 6 Taking as an example, the calculation method of target driving force is introduced.

[0113] like Figure 6 As shown, after obtaining the first vehicle speed, the second vehicle speed and the distance from the vehicle to the top of the slope, the target acceleration of the vehicle can be calculated first, and then the target driving force can be calculated based on the target acceleration. Figure 6 In the method 300, the target driving force and the actual driving force may be the same concept, and the specified driving force may be understood as the driving force indicated by the ADS or adaptive cruise function; the curve of the change of the specified driving force over time may be understood as the second corresponding relationship in the method 300, and the curve of the change of the actual driving force over time may be understood as the first corresponding relationship in the method 300.

[0114] The target acceleration should be greater than or equal to the minimum braking acceleration AxTar_Stop to ensure that the vehicle can travel normally when going uphill. The minimum braking acceleration can be calculated based on the slope of the road, the driving torque of the vehicle, the driving direction of the vehicle, the current driving speed, and at least one of a preset safety margin.

[0115] When the vehicle is going uphill, that is, when the vehicle changes from the current speed (first speed) to the second speed (the vehicle changes from Figure 6 The target acceleration can be changed from AxTar_Start to AxTar_Stop, and the effect presented is: the greater the current vehicle acceleration, the more drastic the change of the target acceleration in the later stage, among which AxTar_Start can be the starting target acceleration.

[0116] When the vehicle is going downhill, when the estimated road slope changes from positive to negative (corresponding to Figure 6 In the example, when the vehicle moves from position ② to position ③, the target acceleration of the vehicle may be increased at a fixed slope to a specified acceleration corresponding to the driving force requested by the ADS.

[0117] In the above process, the target driving force can be calculated by the following formula:

[0118] FxTar_torque=VehicleMass*AxTar

[0119] Among them, FxTar_torque can represent the target driving force, VehicleMass can represent the mass of the vehicle, and AxTar can represent the target acceleration of the vehicle.

[0120] In the above process, since the value measured by the vehicle's longitudinal acceleration sensor is not the vehicle's longitudinal velocity change rate, but includes the slope component mgsinγ, the value of γ can be calculated by the following formula, and then it can be determined whether the vehicle is traveling on an uphill road or a downhill road.

[0121]

[0122] Among them, γ can be the slope of the road, Can be the value measured by the acceleration sensor, a x The target acceleration value can be calculated for the vehicle, and g can be the acceleration due to gravity.

[0123] For example, if γ calculated by the above formula is a positive number, it can be determined that the vehicle is traveling on an uphill road, and if γ calculated is a negative number, it can be determined that the vehicle is traveling on a downhill road.

[0124] S404, determining whether the vehicle has insufficient driving force.

[0125] If it is determined that the vehicle does not have insufficient driving force, step S403 can be performed again, otherwise, the vehicle can drive normally.

[0126] Among them, normal vehicle driving can be understood as the vehicle using the driving force indicated by the ADS or adaptive cruise function to control the vehicle driving.

[0127] Specifically, the vehicle can determine that the vehicle has insufficient driving force through at least one of the following methods.

[0128] In one embodiment, when the duration of the slope adaptive control is greater than or equal to a preset duration, it can be determined that the vehicle has insufficient driving force. The preset duration may be related to the distance between the vehicle and the top of the slope.

[0129] In one embodiment, in hill adaptive control, if the vehicle's mileage increases by less than or equal to a preset mileage within a preset time period, it can be determined that the vehicle has insufficient driving force, wherein the vehicle's mileage may be the second distance in method 300 and the preset mileage may be the second preset distance in method 300.

[0130] In one embodiment, when the difference between the driving distance estimated by the hill adaptive control and the driving distance estimated by the specified driving force under the automatic driving control is greater than or equal to a preset threshold, it can be determined that the vehicle has insufficient driving force. The driving distance estimated by the hill adaptive control can be the second distance in method 300, the driving distance estimated by the specified driving force can be the third distance in method 300, and the preset threshold can be the third preset distance in method 300.

[0131] S405, determining whether the vehicle is in a downhill phase.

[0132] When it is determined that the vehicle is in a downhill phase, step S406 may be performed, otherwise, step S403 may be performed again.

[0133] S406, longitudinal recovery phase.

[0134] Specifically, in the longitudinal recovery phase, the target driving force of the vehicle may be gradually increased and eventually equal to the driving force specified by the ADS or adaptive cruise function. In this process, the vehicle speed may be gradually increased and eventually equal to the vehicle speed specified by the ADS. The specific parameter change process may be as follows: Figure 6 The downhill phase is shown in Figure 2.

[0135] Alternatively, in another implementation, the target driving force of the vehicle when going uphill may also be gradually increased, but the slope of the increase of the target driving force is less than Figure 6 The target driving force of the vehicle when going downhill is gradually reduced and eventually equal to the specified driving force of ADS. However, the slope of the target driving force reduction is less than Figure 6 The slope of the driving force is specified in .

[0136] In the embodiment of the present application, when the vehicle determines that the dynamic adjustment of the longitudinal force on the slope is turned on, the vehicle can be controlled to travel with a relatively small target driving force during the uphill process. In this way, the vehicle's travel speed when going uphill can be reduced, thereby reducing the risk of rear-end collision or collision accidents caused by the vehicle going over the slope at a faster speed.

[0137] It should be understood that in the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their internal logical relationships.

[0138] The embodiment of the present application also provides a device for implementing any of the above methods, and the device includes a unit for implementing each step performed by the vehicle 100 in any of the above methods.

[0139] Figure 7 is a schematic diagram of a control device 700 provided in an embodiment of the present application. The device 700 may include an acquisition unit 710, a storage unit 720 and a processing unit 730. The acquisition unit 710 is used to acquire instructions and / or data, and the storage unit 720 is used to implement a corresponding storage function and store corresponding instructions and / or data. The acquisition unit 710 may also be referred to as a communication interface or a communication unit. The processing unit 730 is used to perform data processing so that the device 700 implements the aforementioned control method.

[0140] The device 700 includes: a processing unit 730, which is used to: detect that a user starts an adaptive cruise function; in response to detecting that the user starts the adaptive cruise function, determine that the vehicle outputs a first driving force at a first moment, and the first moment is the moment before the vehicle reaches the top of the slope; when the slope of the road is greater than or equal to a preset slope, control the vehicle to output a second driving force at the first moment, and the second driving force is less than the first driving force.

[0141] In a possible implementation, the device 700 also includes: an acquisition unit 710, used to acquire a first distance, a first speed, and a second speed, the first distance being the distance between the vehicle and the top of the slope at a second moment, the first speed being the speed at which the vehicle travels at the second moment, the second speed being associated with the slope of the road, and the second moment being earlier than the first moment; the processing unit 730, further used to: determine a target acceleration of the vehicle based on the first distance, the first speed, and the second speed; determine a first corresponding relationship between a driving force and a moment based on the target acceleration, the first corresponding relationship including a corresponding relationship between a first moment and a second driving force.

[0142] In one possible implementation, the processing unit 730 is specifically used to control the vehicle to output a second driving force at a first moment according to a first corresponding relationship when the first distance is less than or equal to a first preset distance, and the first preset distance is associated with at least one of the first speed, the second speed, the slope of the road, and the load of the vehicle.

[0143] In a possible implementation, the processing unit 730 is further configured to determine that the target acceleration is greater than or equal to a first acceleration, where the first acceleration is associated with a slope.

[0144] In one possible implementation, the processing unit 730 is specifically used to determine a second correspondence between driving force and moment in response to detecting that a user has started the adaptive cruise function, the second correspondence including a correspondence between a first moment and a first driving force; the processing unit 730 is also used to control the vehicle according to the second correspondence if a second distance controlled to travel by the vehicle according to the first correspondence is less than or equal to a second preset distance within a preset time period.

[0145] In one possible implementation, the processing unit 730 is specifically used to determine a second correspondence between driving force and moment in response to detecting that a user has started the adaptive cruise function, the second correspondence including a correspondence between a first moment and a first driving force; the processing unit 730 is also used to control the vehicle according to the second correspondence if, within a preset time period, the difference between a second distance for controlling the vehicle to travel according to the first correspondence and a third distance for controlling the vehicle to travel according to the second correspondence is greater than or equal to a third preset distance.

[0146] Alternatively, if the device 700 is located in the vehicle 100, the processing unit 730 may be Figure 1 The processor 131 is shown.

[0147] Figure 8 is a schematic diagram of another control device 800 provided in an embodiment of the present application, and the device 800 can be applied to Figure 1 In the vehicle 100.

[0148] The device 800 includes: a memory 810, a processor 820, and a communication interface 830. The memory 810, the processor 820, and the communication interface 830 are connected through an internal connection path, the memory 810 is used to store instructions, and the processor 820 is used to execute the instructions stored in the memory 810 to control the communication interface 830 to obtain information, or to enable the device 800 to implement the aforementioned control method. Optionally, the memory 810 can be coupled to the processor 820 through an interface, or can be integrated with the processor 820.

[0149] It should be noted that the communication interface 830 uses a transceiver device such as, but not limited to, a transceiver. The communication interface 830 may also include an input / output interface.

[0150] The processor 820 stores one or more computer programs, and the one or more computer programs include instructions. When the instructions are executed by the processor 820, the device 800 executes the control method in each of the above embodiments.

[0151] In the implementation process, each step of the above method can be completed by an integrated logic circuit of hardware in the processor 820 or an instruction in the form of software. The method disclosed in conjunction with the embodiment of the present application can be directly embodied as a hardware processor for execution, or a combination of hardware and software modules in the processor for execution. The software module can be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 810, and the processor 820 reads the information in the memory 810 and completes the steps of the above method in conjunction with its hardware. To avoid repetition, it is not described in detail here.

[0152] Optionally, Figure 8 The communication interface 830 in the embodiment can be implemented Figure 7 The acquisition unit 710 in Figure 8 The memory 810 in the embodiment can realize Figure 7 The storage unit 720, Figure 8 The processor 820 in the embodiment can implement Figure 7 The processing unit 730 in.

[0153] Optionally, the device 700 or the device 800 may be a computing platform, and the computing platform may be a vehicle-mounted computing platform.

[0154] Optionally, the device 700 or the device 800 may be located at Figure 1 In the vehicle 100.

[0155] Optionally, the device 700 or the device 800 may be Figure 1 A computing platform 130 in the vehicle.

[0156] The embodiment of the present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a program code, and when the computer program code is executed on a computer, the computer executes the above Figure 3 or Figure 4 Any of the methods in .

[0157] The present application also provides a computer program product, which includes a computer program. When the computer program is executed, the computer executes the above Figure 3 or Figure 4 Any method.

[0158] The present application also provides a chip, including: a circuit, the circuit is used to execute the above Figure 3 or Figure 4 Any of the methods in .

[0159] The present application also provides a vehicle, comprising Figure 7 or Figure 8 Any type of control device.

[0160] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0161] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0162] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

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

[0164] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0165] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0166] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A control method, characterized in that: The method comprises: It is detected that the user starts the adaptive cruise function; In response to detecting that the user starts the adaptive cruise function, determining that the vehicle outputs a first driving force at a first moment, the first moment being a moment before the vehicle reaches the top of a slope; When the slope of the road is greater than or equal to a preset slope, the vehicle is controlled to output a second driving force at the first moment, and the second driving force is smaller than the first driving force.

2. The method according to claim 1, characterized in that Before controlling the vehicle to output the second driving force at the first moment, the method further includes: Acquire a first distance, a first speed, and a second speed, wherein the first distance is the distance between the vehicle and the top of the slope at a second moment, the first speed is the speed at which the vehicle travels at the second moment, the second speed is associated with the slope of the road, and the second moment is earlier than the first moment; determining a target acceleration of the vehicle according to the first distance, the first speed, and the second speed; A first correspondence relationship between driving force and time is determined according to the target acceleration, wherein the first correspondence relationship includes a correspondence relationship between the first time and the second driving force.

3. The method according to claim 2, characterized in that The controlling the vehicle to output a second driving force at the first moment includes: When the first distance is less than or equal to a first preset distance, the vehicle is controlled to output the second driving force at the first moment according to the first corresponding relationship, and the first preset distance is associated with at least one of the first speed, the second speed, the slope of the road and the load of the vehicle.

4. The method according to claim 2 or 3, characterized in that Before determining the first corresponding relationship between the driving force and the time according to the target acceleration, the method further includes: The target acceleration is determined to be greater than or equal to a first acceleration, the first acceleration being associated with the slope.

5. The method according to any one of claims 2 to 4, characterized in that: In response to detecting that the user starts the adaptive cruise function, determining that the vehicle outputs a first driving force at a first moment includes: In response to detecting that the user starts the adaptive cruise function, determining a second correspondence between driving force and time, the second correspondence including a correspondence between the first time and the first driving force; Wherein, the method further comprises: If within the preset time period, the second distance controlled for the vehicle to travel according to the first corresponding relationship is less than or equal to the second preset distance, the vehicle is controlled to travel according to the second corresponding relationship.

6. The method according to any one of claims 2 to 4, characterized in that: In response to detecting that the user starts the adaptive cruise function, determining that the vehicle outputs a first driving force at a first moment includes: In response to detecting that the user starts the adaptive cruise function, determining a second correspondence between driving force and time, the second correspondence including a correspondence between the first time and the first driving force; Wherein, the method further comprises: If within a preset time period, the difference between a second distance controlled by the first correspondence relationship for the vehicle to travel and a third distance controlled by the second correspondence relationship for the vehicle to travel is greater than or equal to a third preset distance, the vehicle is controlled according to the second correspondence relationship.

7. A control device, characterized in that: The device comprises: A processing unit for: It is detected that the user starts the adaptive cruise function; In response to detecting that the user starts the adaptive cruise function, determining that the vehicle outputs a first driving force at a first moment, the first moment being a moment before the vehicle reaches the top of a slope; When the slope of the road is greater than or equal to a preset slope, the vehicle is controlled to output a second driving force at the first moment, and the second driving force is smaller than the first driving force.

8. The device according to claim 7, characterized in that The device further comprises: an acquisition unit; The acquisition unit is used to acquire a first distance, a first speed, and a second speed, wherein the first distance is the distance between the vehicle and the top of the slope at a second moment, the first speed is the speed at which the vehicle travels at the second moment, the second speed is associated with the slope of the road, and the second moment is earlier than the first moment; The processing unit is further used for: determining a target acceleration of the vehicle according to the first distance, the first speed, and the second speed; A first correspondence relationship between driving force and time is determined according to the target acceleration, wherein the first correspondence relationship includes a correspondence relationship between the first time and the second driving force.

9. The device according to claim 8, characterized in that The processing unit is specifically used to control the vehicle to output the second driving force at the first moment according to the first corresponding relationship when the first distance is less than or equal to a first preset distance, and the first preset distance is associated with at least one of the first speed, the second speed, the slope of the road and the load of the vehicle.

10. The device according to claim 8 or 9, characterized in that The processing unit is further configured to determine that the target acceleration is greater than or equal to a first acceleration, where the first acceleration is associated with the slope.

11. The device according to any one of claims 8 to 10, characterized in that The processing unit is specifically configured to determine a second correspondence between driving force and time in response to detecting that the user starts the adaptive cruise function, wherein the second correspondence includes a correspondence between the first time and the first driving force; The processing unit is further configured to control the vehicle to travel according to the second corresponding relationship if, within a preset time period, a second distance controlled for the vehicle to travel according to the first corresponding relationship is less than or equal to a second preset distance.

12. The device according to any one of claims 8 to 10, characterized in that The processing unit is specifically configured to determine a second correspondence between driving force and time in response to detecting that the user starts the adaptive cruise function, wherein the second correspondence includes a correspondence between the first time and the first driving force; The processing unit is also used to control the vehicle to travel according to the second corresponding relationship if, within a preset time period, the difference between a second distance controlled for the vehicle to travel according to the first corresponding relationship and a third distance controlled for the vehicle to travel according to the second corresponding relationship is greater than or equal to a third preset distance.

13. A control device, characterized in that: include: A processor and a memory, wherein the processor is coupled to the memory and is configured to read and execute instructions in the memory to perform the method according to any one of claims 1 to 6.

14. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a program code, and when the computer program code is executed on a computer, the computer is caused to execute the method according to any one of claims 1 to 6.

15. A chip, characterized in that: include: A circuit for executing the method according to any one of claims 1 to 6.

16. A vehicle, characterized in that: include: A device as claimed in any one of claims 7 to 13.

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