Vehicle control method, vehicle control device and vehicle

Abstract

The invention provides a vehicle control method, a vehicle control device and a vehicle. The method comprises the steps that the current driving working condition of the vehicle is detected; if the current driving working condition is the climbing working condition, whether the vehicle is in a sliding state or not is determined; wherein the vehicle sliding state is used for representing the state that the actual movement direction of the vehicle is opposite to the expected direction; if the vehicle is in the sliding state, road condition information in the expected direction is detected; and controlling the vehicle to brake or run based on the road condition information in the expected direction. According to the method, the driving safety of the vehicle can be ensured when the vehicle slides.

Description

Technical Field

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

[0002] With the development of vehicle control technology, the control strategy of vehicles under complex road conditions has become the focus of industry attention. In slope driving scenarios, especially steep slopes, the vehicle may roll due to insufficient power or improper driver operation, which poses a safety risk.

[0003] Therefore, when a vehicle slips, how to ensure the driving safety of the vehicle becomes a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present application provides a vehicle control method, a vehicle control device and a vehicle, wherein the method can ensure the driving safety of the vehicle when the vehicle slips.

[0005] In a first aspect, a vehicle control method is provided, the method comprising:

[0006] Detect the current driving condition of the vehicle;

[0007] If the current driving condition is a climbing condition, determining whether the vehicle is in a rolling state; wherein the rolling state is used to indicate a state in which the actual movement direction of the vehicle is opposite to the expected direction;

[0008] If the vehicle is in a rolling state, detect the road condition information in the expected direction;

[0009] Based on the road condition information in the expected direction, the vehicle is controlled to brake or drive.

[0010] In an embodiment of the present application, when it is detected that the current driving condition is a climbing condition and there is a slipping situation, the road condition information of the vehicle in the expected direction is detected; based on the road condition information in the expected direction, the vehicle is controlled to brake or drive. Based on the above scheme, when the vehicle is in a slipping state, different vehicle control strategies can be determined based on the road conditions in the current expected driving direction of the vehicle. Since different vehicle control strategies are adopted based on different situations, the adaptability of the vehicle in complex road conditions can be improved, and the driving safety of the vehicle can be ensured when the vehicle slips.

[0011] In conjunction with the first aspect, in some possible implementations, controlling a vehicle based on road condition information in an expected direction includes:

[0012] If there is an obstacle in the expected direction, control the vehicle to brake;

[0013] If there is no obstacle in the expected direction, control the vehicle to move.

[0014] In the embodiment of the present application, when the vehicle is in a state of rolling down a hill, the road condition information in the expected direction is detected, and when an obstacle is detected in the expected direction, the vehicle is controlled to brake to prevent a collision accident; when there is no obstacle in the expected direction, the vehicle is controlled to drive, thereby ensuring that the vehicle can drive normally. Since this solution considers the obstacle situation in the expected driving direction when controlling the vehicle, and adopts corresponding control strategies based on different situations, it can avoid safety risks caused by blind braking or wrong driving, thereby improving the driving safety of users.

[0015] In a possible implementation, if there is an obstacle in the expected direction, controlling the vehicle to brake includes:

[0016] If there is an obstacle within the preset range of the vehicle in the expected direction, the vehicle is controlled to brake.

[0017] In an embodiment of the present application, when the vehicle is in a state of rolling down a hill, the road condition information in the expected direction is detected. When an obstacle is detected within a preset range of the vehicle in the expected direction, the vehicle braking is controlled to prevent a collision accident, thereby improving the user's driving safety. By detecting whether there is an obstacle within the preset range of the vehicle, blind braking of the vehicle can be avoided, unnecessary driving strategies can be avoided, and precise control of the vehicle can be improved.

[0018] In combination with the first aspect and the above implementations, in some possible implementations, the present invention further includes:

[0019] Get the compensation torque and current throttle opening;

[0020] If there is no obstacle in the expected direction, controlling the vehicle to travel, including: if there is no obstacle in the expected direction, determining the current output torque based on the current throttle opening;

[0021] The vehicle is controlled to travel based on the current output torque and the compensation torque.

[0022] In an embodiment of the present application, if it is detected that the vehicle is in a slipping state and there is no obstacle in the expected direction, the vehicle's driving is controlled based on the current output torque and the compensation torque. Since the compensation torque is additionally added on the basis of the current output torque corresponding to the current throttle opening, the power drive is increased for the vehicle, and it is possible to more accurately match the power requirements of the vehicle, and ensure that the vehicle moves in the expected direction in the slipping state, avoiding the risk of secondary slipping due to insufficient power or unnecessary impact caused by excessive power, thereby improving the driving stability and safety of the vehicle and optimizing the driving experience.

[0023] In a possible implementation, if there is no obstacle in the expected direction, controlling the vehicle to travel includes:

[0024] If there are no obstacles within a preset range of the vehicle in the expected direction, the current output torque is determined based on the current throttle opening; and the vehicle is controlled to travel based on the current output torque and the compensation torque.

[0025] In combination with the first aspect and the above implementations, in some possible implementations, the present invention further includes:

[0026] Get the current slope;

[0027] Based on the current slope, the compensation torque is determined; wherein the current slope is positively correlated with the compensation torque.

[0028] In the embodiments of the present application, since the present scheme fully considers the impact of the current slope of the vehicle on the vehicle power demand when determining the compensation torque and adjusts the compensation torque based on the slope, it can provide more accurate driving force compensation to ensure that the vehicle can obtain sufficient output torque on different slopes, thereby avoiding the risk of secondary rolling due to insufficient power or unnecessary impact caused by excessive power, improving the driving stability and safety of the vehicle, and optimizing the driving experience.

[0029] In combination with the first aspect and the above implementations, in some possible implementations, the present invention further includes:

[0030] If it is detected that the current driving condition has a tendency to switch from the climbing condition to the flat ground condition, obtaining a preset throttle opening;

[0031] Based on the preset throttle opening, the vehicle is controlled to travel.

[0032] In an embodiment of the present application, when it is detected that the current driving condition has a tendency to switch from a climbing condition to a flat ground condition, when driving from the top of the slope to the flat ground, since the front of the vehicle is higher than the rear of the vehicle when climbing the slope, but the front and rear of the vehicle are almost level when on the flat ground, there is a situation where the height difference between the front and rear of the vehicle decreases. In this process, the driver has a blind spot in the climbing state, which leads to a safety risk when the climbing condition is switched to the flat ground condition. Since the present solution controls the vehicle driving based on a preset throttle opening when the climbing condition is switched to the flat ground condition, the risk of collision caused by the driver accelerating when there is a blind spot can be reduced, thereby improving driving safety.

[0033] In combination with the first aspect and the above implementations, in some possible implementations, controlling the vehicle to travel based on a preset throttle opening includes:

[0034] If the current throttle opening is less than or equal to the preset throttle opening, the vehicle is controlled to travel based on the torque corresponding to the current throttle opening;

[0035] If the current throttle opening is greater than the preset throttle opening, the vehicle is controlled to travel based on the torque corresponding to the preset throttle opening.

[0036] In an embodiment of the present application, if it is detected that the vehicle switches from a climbing condition to a flat condition, a judgment is further made based on the current throttle opening and the preset throttle opening. If the current throttle opening is small, that is, the user's torque demand is small; since the current throttle opening is smaller than the preset throttle opening, the torque corresponding to the current throttle opening is small, and the risk of a vehicle collision accident is small; if the current throttle opening is greater than the preset throttle opening, the vehicle is controlled based on the torque corresponding to the preset throttle opening, which can limit the vehicle's torque output and prevent the driver from causing collision accidents due to blind spots in vision and blind acceleration, thereby improving driving safety.

[0037] In combination with the first aspect and the above implementations, in some possible implementations, after controlling the vehicle to travel based on the torque corresponding to the preset throttle opening, the method further includes:

[0038] After a preset time, the current throttle opening and current driving condition of the vehicle are obtained;

[0039] If the current driving condition is a flat ground condition, the vehicle is controlled to drive based on the torque corresponding to the current throttle opening.

[0040] In an embodiment of the present application, after the vehicle's driving condition switches from a climbing condition to a flat condition for a preset period of time, the vehicle's driving is controlled based on the torque corresponding to the current throttle opening. After the blind spot in vision when the climbing condition is switched to the flat condition ends, the vehicle's driving is controlled based on the torque corresponding to the current throttle opening to avoid the inability to provide the torque required by the driver under flat conditions. The above scheme provides flexible vehicle control logic and improves user experience.

[0041] In combination with the first aspect and the above implementations, in some possible implementations, the present invention further includes:

[0042] Obtain the vehicle's gravity acceleration information and acceleration information;

[0043] If the gravity acceleration information of the vehicle is consistent with the acceleration information in the vertical direction, it is determined that the vehicle is in a rolling state.

[0044] In the embodiment of the present application, based on the relationship between the vehicle's gravity acceleration information and acceleration information in the vertical direction, it is possible to accurately identify whether the vehicle is currently in a slipping state, achieve faster and more accurate slipping detection, and thus improve the accuracy of vehicle control. The above solution can detect the slipping state in a timely manner, thereby facilitating the subsequent rapid intervention of the control strategy and improving the response speed.

[0045] In a second aspect, a vehicle control device is provided, the device comprising:

[0046] A detection module, used to detect the current driving condition of the vehicle;

[0047] A processing module is used to determine whether the vehicle is in a slipping state if the current driving condition is a climbing condition; wherein the slipping state is used to indicate a state in which the actual movement direction of the vehicle is opposite to the expected direction; if the vehicle is in a slipping state, detect the road condition information in the expected direction; based on the road condition information in the expected direction, control the vehicle to brake or drive.

[0048] It should be understood that the expansion, limitation, explanation and description of the relevant contents in the above-mentioned first aspect also apply to the same contents in the second aspect.

[0049] In a third aspect, a vehicle is provided, comprising a memory and a processor; the memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0050] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0051] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 is a scene diagram of a vehicle provided in an embodiment of the present application;

[0053] Figure 2 It is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0054] Figure 3 is another vehicle scene diagram provided in an embodiment of the present application;

[0055] Figure 4 It is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0056] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0057] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. 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 the text 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 addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0059] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0060] With the development of vehicle control technology, vehicles can now implement automatic control functions under complex road conditions to assist the driver in driving. When the driver drives the vehicle uphill, the vehicle may slip due to the driver's lack of experience or the low output torque of the vehicle at idle speed. That is, the driver and the vehicle's desired direction is forward (uphill), but the output torque is not enough for the vehicle to overcome gravity and resistance, so that the actual direction of movement of the vehicle is backward (downhill). In the prior art, when the vehicle slips, the control strategy is not determined based on the current vehicle state and the road condition information in the expected direction.

[0061] For example, Figure 1 As shown, Figure 1 This is a vehicle scene diagram provided by the present application; the vehicle scene 100 includes a slope 110, a vehicle 120 and an obstacle 130; the vehicle 120 is traveling on the slope 110. If the vehicle 120 is climbing the slope and a slipping phenomenon occurs, braking is required to prevent the vehicle from continuing to slip and causing an accident, or the vehicle is controlled to output an additional compensation torque based on the torque corresponding to the throttle opening currently requested by the driver, so that the vehicle 120 obtains sufficient power to travel up the slope, thereby avoiding slipping. However, when controlling the vehicle to go uphill, the prior art does not consider whether there is an obstacle in front of the vehicle. If the control logic to prevent slipping continues to output the compensation torque when there is an obstacle, an accident may occur.

[0062] In view of this, the present application provides a vehicle control method, a vehicle control device and a vehicle. When the vehicle is in an uphill condition, if the vehicle is detected to be slipping, the method determines whether there is an obstacle in front of the vehicle; if there is an obstacle, the vehicle is controlled to brake; if there is no obstacle, a driving force is provided to the vehicle so that the vehicle idles when it reaches the flat ground; in addition, when it is detected that the vehicle switches from the top of the slope to the flat ground, the throttle acceleration is temporarily limited. The above method can ensure the driving safety of the vehicle when the vehicle slips. When it is detected that the current driving condition is a climbing condition and there is a slipping situation, the road condition information of the vehicle in the expected direction is detected; the vehicle is controlled based on the road condition information in the expected direction, and the road condition in the expected driving direction of the current vehicle can be judged, and different vehicle control strategies can be adopted based on different road conditions; because different vehicle control strategies are adopted based on different situations, the adaptability of the vehicle under complex road conditions can be improved, which is convenient for users to drive, thereby improving driving safety.

[0063] Combine the following Figure 2 A vehicle control method provided in an embodiment of the present application is described in detail.

[0064] Figure 2 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application; method 200 includes S210 to S240, and S210 to S240 are described in detail below.

[0065] For example, Figure 2 The vehicle control method 200 shown may be executed by the vehicle; or, by a head unit (HUT) in the vehicle; or, by a processor in the vehicle; or, by a chip in a processor mounted in the vehicle.

[0066] S210: Detect the current driving condition of the vehicle.

[0067] Among them, the current driving condition may include a stationary condition, a starting condition, a constant speed condition, an acceleration condition, a deceleration condition, a climbing condition, a flat ground condition, a downhill condition, etc.

[0068] Exemplarily, a slope sensor (such as an acceleration sensor, a gyroscope, etc.) may be configured in the vehicle, and the road slope information may be obtained by reading data from the slope sensor.

[0069] For example, the vehicle may be equipped with an acceleration sensor or an inertial measurement unit (IMU). The acceleration sensor can detect the gravity component of the vehicle. When the vehicle is on a horizontal plane, the direction of the gravity component is vertically downward. The IMU can detect the acceleration of the vehicle in various directions and determine the current slope of the vehicle based on the acceleration components in various directions.

[0070] For example, the throttle opening and the actual torque output may be read. For example, if it is detected that the vehicle speed increases slowly under high torque demand, the vehicle may be in a climbing condition.

[0071] For example, when it is detected that the current road slope of the vehicle is greater than a preset slope threshold, it is determined that the vehicle is in a climbing condition, and the vehicle needs to overcome the resistance of gravity separation along the ramp direction. At this time, the IMU detects that the vehicle body pitch angle increases and the height difference between the front axle and the rear axle increases.

[0072] For example, when it is detected that the road slope on which the vehicle is traveling is less than or equal to a preset slope threshold, it is determined that the vehicle is in a flat ground condition, and the driving force is mainly used to overcome rolling resistance and air resistance. At this time, the IMU detects that the vehicle pitch angle is close to 0°, and the height difference between the front axle and the rear axle is less than a preset threshold, and in the absence of additional torque compensation, the idle speed can maintain the vehicle moving slowly.

[0073] Optionally, when it is detected that the vehicle is in an uphill state, the vehicle control method provided in the embodiment of the present application is started to be executed.

[0074] Optionally, the vehicle's current position information is obtained, and based on the current position information and map data, it is determined whether there is a climbing condition on the current driving road. If a climbing condition is detected, the vehicle control method provided in the embodiment of the present application is executed to detect whether the vehicle is in a slipping state, and to detect whether there is an obstacle ahead during the climbing process. If so, the vehicle is controlled to brake; if not, the vehicle is controlled to output a compensation torque.

[0075] Optionally, illustratively, when the vehicle is detected to be rolling on a slope, the vehicle to everything (V2X) technology can be used to communicate with the intelligent infrastructure or other vehicles ahead to obtain whether there is a climbing condition on the road ahead. If a climbing condition is detected, the vehicle control method provided in the embodiment of the present application is executed to detect whether the vehicle is in a rolling state, and to detect whether there is an obstacle ahead during the climbing process. If there is, the vehicle is controlled to brake, and if not, the vehicle is controlled to output a compensation torque.

[0076] In one embodiment, the current driving condition of the vehicle is detected, and the current driving condition may include a slipping condition. In this embodiment, there is no need to execute S220.

[0077] S220: If the current driving condition is a climbing condition, determine whether the vehicle is in a rolling state.

[0078] The rolling state is used to indicate that the actual movement direction of the vehicle is opposite to the expected direction.

[0079] Exemplarily, the vehicle may be configured with a slope sensor (such as an accelerometer, a gyroscope, etc.), and the road slope information may be obtained by reading the data of the slope sensor. When it is detected that the current slope is greater than a preset slope threshold, the current driving condition is determined to be a climbing condition.

[0080] When necessary, slope can be expressed in two ways: angle (°) or percentage (%). Both methods are used to describe the steepness of the road. When expressed in angle, the slope refers to the inclination angle of the road, that is, the angle between the road surface and the horizontal plane; when expressed in percentage, the slope refers to the ratio of the vertical height increase to the horizontal distance. For example, for every 100 meters the vehicle advances in horizontal distance, the height increases by 10 meters, and the current slope is 10%.

[0081] In a preferred embodiment, the preset slope threshold may be 3° or 5%.

[0082] In one implementation, the method further includes:

[0083] Obtain the vehicle's gravity acceleration information and acceleration information; if the vehicle's gravity acceleration information and acceleration information are in the same vertical direction, determine that the vehicle is in a rolling state.

[0084] For example, the IMU can detect whether the acceleration direction of the vehicle is consistent with the gravity direction (or the bottom direction of the slope). If consistency is detected, it is determined that the vehicle is in a rolling state.

[0085] In the above implementation, based on the relationship between the vehicle's gravity acceleration information and acceleration information in the vertical direction, it is possible to accurately identify whether the vehicle is currently in a slipping state, achieve faster and more accurate slipping detection, and thus improve the accuracy of vehicle control. The above solution can detect the slipping condition in a timely manner, thereby facilitating the subsequent rapid intervention of the control strategy and improving the response speed.

[0086] S230: If the vehicle is in a slipping state, detect road condition information in the expected direction.

[0087] It should be noted that when the vehicle is in the forward gear, the expected direction is the direction the front of the vehicle is facing (i.e. the front of the vehicle), and when the vehicle is in the reverse gear, the expected direction is the direction the rear of the vehicle is facing (i.e. the rear of the vehicle). The forward gear includes the forward gear of an automatic transmission vehicle, and the 1st gear, 2nd gear, 3rd gear, etc. of a manual transmission vehicle that provide driving force for forward movement.

[0088] For example, when the IMU detects an acceleration in the same direction as gravity, it indicates that the vehicle is slipping. At this time, it is necessary to determine whether there is an obstacle in front of the vehicle.

[0089] For example, the vehicle is in a climbing state and slips. Since the current gear is a forward gear, the road condition information in front of the vehicle is detected.

[0090] In another embodiment, in addition to cameras, radars or sensors, the vehicle can also use V2X to obtain real-time information of the road ahead.

[0091] For example, when a vehicle is detected to be rolling on a slope, it can communicate with the intelligent infrastructure or other vehicles ahead through V2X to obtain information about whether there are stationary or moving obstacles on the road ahead. At the same time, if the vehicle is equipped with a high-precision map and GPS positioning module, it can also combine electronic map data to determine whether there is an intersection, curve or traffic light area ahead to assist in decision-making.

[0092] For example, if a vehicle rolls down a steep slope, and the front camera and radar detect no obstacles, and the V2X signal confirms that the road ahead is clear, the power system can apply appropriate torque to help the vehicle regain control and prevent it from rolling. If there is an obstacle ahead, such as a pedestrian detected by the radar 2 meters ahead, or the V2X system receives information about the sudden braking of the vehicle ahead, the braking force can be applied immediately to trigger the emergency braking function to avoid the risk of collision.

[0093] The vehicle may be equipped with a camera, radar or sensor to detect the road condition information in front of the vehicle. The road condition information may include whether there are obstacles (such as pedestrians, vehicles or guardrails, etc.).

[0094] S240: Control the vehicle to brake or drive based on the road condition information in the expected direction.

[0095] In one implementation, the method includes:

[0096] If there is an obstacle in the expected direction, the vehicle is controlled to brake; if there is no obstacle in the expected direction, the vehicle is controlled to move.

[0097] For example, when the vehicle is in a sliding state, if there is an obstacle in front of the vehicle, the vehicle is controlled to brake; if there is no obstacle in front of the vehicle, the vehicle is controlled to continue to move up the slope.

[0098] For example, when the IMU detects an acceleration in the same direction as gravity, it proves that the vehicle is slipping. At this time, it is necessary to determine whether there is an obstacle in front of the vehicle. If there is an obstacle, the Hill-start Assist System (HAS) function is activated to apply a certain amount of braking pressure to the vehicle to keep the vehicle stationary. If there is no obstacle in front, the power system will give the vehicle a certain amount of power to make it reach the idle speed on flat ground.

[0099] In the above implementation, when the vehicle is in a state of rolling down a hill, the road condition information in the expected direction is detected. When an obstacle is detected in the expected direction, the vehicle is controlled to brake to prevent a collision accident; when there is no obstacle in the expected direction, the vehicle is controlled to drive, thereby ensuring that the vehicle can drive normally. Since this solution takes into account the obstacle situation in the expected driving direction when controlling the vehicle and adopts corresponding control strategies based on different situations, it can avoid safety risks caused by blind braking or wrong driving, thereby improving the driving safety of users.

[0100] In a possible implementation, if there is an obstacle in the expected direction, controlling the vehicle to brake includes:

[0101] If there is an obstacle within the preset range of the vehicle in the expected direction, the vehicle is controlled to brake.

[0102] Exemplarily, when the vehicle is in a rolling state, it is detected whether there is an obstacle within 3 meters in front of the vehicle. If there is, the vehicle is controlled to brake.

[0103] In the above implementation, when the vehicle is in a state of sliding down a hill, the road condition information in the expected direction is detected. When an obstacle is detected within a preset range of the vehicle in the expected direction, the vehicle braking is controlled to prevent a collision accident, thereby improving the user's driving safety. By detecting whether there is an obstacle within the preset range of the vehicle, blind braking of the vehicle can be avoided, unnecessary driving strategies can be avoided, and precise control of the vehicle can be improved.

[0104] In one implementation, the method further includes:

[0105] Obtaining the compensation torque and the current throttle opening; if there is no obstacle in the expected direction, controlling the vehicle to travel, including: if there is no obstacle in the expected direction, determining the current output torque based on the current throttle opening; controlling the vehicle to travel based on the current output torque and the compensation torque.

[0106] Exemplarily, if there is no obstacle in front of the vehicle, obtain the current throttle opening, for example, 10%, and the current output torque corresponding to the current throttle opening of 10% is 50Nm; obtain the compensation torque, for example, 50Nm; based on the sum of the current output torque and the compensation torque of 100Nm, control the vehicle to output 100Nm, so as to move upward.

[0107] In a possible implementation, if there is no obstacle in the expected direction, controlling the vehicle to move includes:

[0108] If there are no obstacles within a preset range of the vehicle in the expected direction, the current output torque is determined based on the current throttle opening; and the vehicle is controlled to travel based on the current output torque and the compensation torque.

[0109] Exemplarily, when the vehicle is in a rolling state, detect whether there is an obstacle within 3 meters in front of the vehicle. If not, obtain the current throttle opening, for example, 10%. The current output torque corresponding to the current throttle opening of 10% is 50Nm; obtain the compensation torque, for example, 50Nm; based on the sum of the current output torque and the compensation torque of 100Nm, control the vehicle to output 100Nm, so as to move upward.

[0110] In the above implementation, if it is detected that the vehicle is in a slipping state and there is no obstacle in the expected direction, the vehicle's driving is controlled based on the current output torque and the compensation torque. Since the compensation torque is additionally added on the basis of the current output torque corresponding to the current throttle opening, the vehicle has increased power drive, and therefore can more accurately match the vehicle's power requirements. In the slipping state, the vehicle can be ensured to travel in the expected direction, avoiding the risk of secondary slipping due to insufficient power or unnecessary impact caused by excessive power, thereby improving the vehicle's driving stability and safety, and optimizing the driving experience.

[0111] In one implementation, the method further includes:

[0112] Get the current slope; based on the current slope, determine the compensation torque.

[0113] Among them, the current slope is positively correlated with the compensation torque.

[0114] For example, the compensation torque may be equal to the product of the proportional coefficient and the current slope. For example, if the current slope is 5°, the compensation torque may be 500 Nm; if the current slope is 10°, the current slope may be 1000 Nm.

[0115] For example, in a vehicle climbing condition, if the current slope is detected to be 10° and the vehicle weight is 1500kg, the component of gravity along the slope is calculated (for example, 2545N), and converted into a basic compensation torque of 764Nm based on the tire radius of 0.3m; through closed-loop control and dynamic adjustment, when the actual vehicle speed is 0, based on the target idle speed of 5km / h (1.39m / s), a proportional-integral algorithm (for example, proportional coefficient 0.5, integral coefficient 0.1) is used to generate an instantaneous compensation torque of 695Nm, and finally a total torque of 1459Nm is output, and the vehicle is controlled to drive based on 1459Nm.

[0116] Optionally, the compensation torque can be determined based on factors such as the current slope, vehicle curb weight, load weight, rolling resistance, air resistance, etc.

[0117] For example, in the vehicle climbing condition, if the current slope is detected to be 8° and the vehicle weight is 1600kg, the component force of gravity along the ramp is first calculated (for example, 2178N), and combined with the tire radius of 0.32m, it is converted into a basic compensation torque of 696Nm; considering the tire rolling resistance (for example, the rolling resistance coefficient is 0.015, calculated to be 53N) and the air resistance (for example, the air resistance coefficient is 0.3, calculated to be 40N), the total resistance is converted into an additional compensation torque of 93Nm, and the total basic compensation torque is 789Nm. Through closed-loop control dynamic adjustment, when the actual vehicle speed is 0.5m / s, based on the target idle speed of 5km / h (1.39m / s), a proportional-integral algorithm (for example, proportional coefficient 0.6, integral coefficient 0.2) is used to generate an instantaneous compensation torque of 620Nm, and the final output total torque is 1409Nm, and the vehicle is controlled to travel based on 1409Nm.

[0118] It should be noted that in the process of closed-loop control to dynamically adjust the torque, the actual speed of the current vehicle is first obtained and compared with the target idle speed to calculate the speed error. Based on the speed error, the proportional-integral control algorithm is adopted to set the appropriate proportional coefficient and integral coefficient so that the vehicle can respond quickly and eliminate the steady-state error. For example, when the vehicle is starting on a slope, it is detected that the current speed is lower than the target idle speed. The controller will calculate the additional compensation torque based on the error to overcome the slope resistance and rolling resistance and gradually increase the power output. When the vehicle gradually approaches the target idle speed, the system reduces the compensation torque to prevent the vehicle from accelerating too fast and achieve a smooth start. At the same time, the system continuously monitors the vehicle status and adjusts the torque output in real time to ensure that the vehicle always maintains a reasonable driving state.

[0119] In the above implementation, since this solution fully considers the impact of the current slope of the vehicle on the vehicle's power demand when determining the compensation torque and adjusts the compensation torque based on the slope, it can provide more accurate driving force compensation to ensure that the vehicle can obtain sufficient output torque on different slopes, thereby avoiding the risk of secondary slip due to insufficient power or unnecessary impact caused by excessive power, improving the vehicle's driving stability and safety, and optimizing the driving experience.

[0120] In one implementation, the method further includes:

[0121] If it is detected that the current driving condition has a tendency to switch from a climbing condition to a flat ground condition, a preset throttle opening is obtained; and based on the preset throttle opening, the vehicle is controlled to drive.

[0122] In an embodiment of the present application, if it is detected that the current driving condition has a tendency to switch from a climbing condition to a flat condition, the road condition of the driving road changes, the front of the vehicle is higher than the rear of the vehicle when climbing, but the front and rear of the vehicle are almost at the same height when on flat ground, resulting in a temporary loss of front information when the condition switches, due to the upturned front of the vehicle when reaching the top of the slope, and limited field of vision, which may lead to unexpected safety hazards. At this time, it is necessary to preset the throttle opening, and control the vehicle to drive based on the preset throttle opening.

[0123] For example, Figure 3 As shown, Figure 3 This is another scene diagram of a vehicle in an embodiment of the present application, where the vehicle scene 300 includes a ramp 310, a flat land 320, a vehicle 330 and an area 340; when the vehicle 330 is traveling on the ramp 310 and switches from a climbing state to the flat land 320, due to the high front of the vehicle, there is a blind spot of vision, namely, the area 340. At this time, the driver may request a large torque power output because he cannot see the area 340, which may cause an accident. Therefore, when there is a trend of switching from a climbing condition to a flat land condition, the vehicle is controlled to travel based on a preset throttle opening (e.g., 10%).

[0124] It should be noted that, in one embodiment, when the vehicle is in a climbing state, it is detected that the height difference between the front height and the rear height of the vehicle decreases, or it is detected that the height difference between the front height and the rear height of the vehicle tends to 0, or it is detected that the height difference between the front height and the rear height of the vehicle is less than a preset height threshold, and it is determined that the current driving condition has a tendency to switch from a climbing condition to a flat condition.

[0125] In another embodiment, the vehicle may determine whether there is a trend of switching from a climbing condition to a flat ground condition through combined detection of an IMU and a height sensor.

[0126] For example, the IMU can obtain the longitudinal acceleration and pitch angle changes of the vehicle in real time. When it is detected that the pitch angle gradually decreases and approaches zero, and the longitudinal acceleration approaches zero or changes direction, it can be determined that the vehicle has entered the flat ground state from the climbing state. In addition, combined with the height sensor, the height difference between the front and rear of the vehicle can be obtained. When the height difference gradually decreases and is less than the preset threshold (for example, 5cm), it is further confirmed that the current driving condition has a trend of switching from the climbing condition to the flat ground condition. Combined with multiple sensor data, the accuracy of the judgment is improved to ensure that the throttle opening is adjusted at the appropriate time so that the vehicle can smoothly transition to the flat ground driving state.

[0127] It should be understood that, assuming that the torque output corresponding to the preset throttle opening is 100 Nm, when switching from a climbing condition to a flat condition, the vehicle is controlled to output a torque of 100 Nm for driving.

[0128] In one implementation, the method further includes:

[0129] When it is detected that there is a preset distance for the vehicle to switch to the flat ground condition, a preset throttle opening is obtained; and based on the preset throttle opening, the vehicle is controlled to travel.

[0130] For example, when the vehicle is 2 meters away from reaching the flat ground 320 , a preset throttle opening of 10% is obtained, and the vehicle is controlled to travel based on the torque corresponding to the preset throttle opening of 10%.

[0131] For example, when the vehicle is 2 meters away from reaching the flat ground 320 , a preset throttle opening of 10% is obtained, and the vehicle is controlled to travel based on the sum of the torque corresponding to the preset throttle opening of 10% and the current output torque.

[0132] In the above implementation, when it is detected that the current driving condition has a trend of switching from a climbing condition to a flat ground condition, when driving from the top of the slope to the flat ground, since the front of the vehicle is higher than the rear of the vehicle when climbing, but the height of the front and rear of the vehicle are almost level on the flat ground, there is a situation where the height difference between the front and rear of the vehicle decreases. In this process, the driver has a blind spot in the climbing state, which leads to a safety risk when switching from the climbing condition to the flat ground condition. Since this scheme controls the vehicle driving based on a preset throttle opening when switching from the climbing condition to the flat ground condition, it can reduce the risk of collision caused by the driver accelerating when there is a blind spot, thereby improving driving safety.

[0133] In one implementation, the method further includes:

[0134] If the current throttle opening is less than or equal to the preset throttle opening, the vehicle is controlled to move based on the torque corresponding to the current throttle opening; if the current throttle opening is greater than the preset throttle opening, the vehicle is controlled to move based on the torque corresponding to the preset throttle opening.

[0135] For example, when it is detected that the current driving condition has a tendency to switch from a climbing condition to a flat condition, the throttle acceleration is temporarily limited to prevent the vehicle from rushing due to accidental pressing of the accelerator at the moment of reaching the top of the slope. The maximum speed limit can be the current minimum idle speed. If it is greater than the maximum value, the speed is attenuated. If an obstacle is detected ahead, braking is performed to prevent collisions and scratches.

[0136] It should be understood that the maximum speed limit may be a driving speed corresponding to a preset throttle opening.

[0137] Exemplarily, the preset throttle opening can be 10%, and the corresponding output torque is 200Nm; if it is detected that the current throttle opening is 5%, which is less than the preset throttle opening, the vehicle is controlled to travel based on the torque corresponding to the current throttle opening (for example, 100Nm).

[0138] Exemplarily, the preset throttle opening can be 10%, and the corresponding output torque is 200Nm; if it is detected that the current throttle opening is 20%, which is greater than the preset throttle opening, the vehicle is controlled to travel based on the torque (200Nm) corresponding to the preset throttle opening.

[0139] In the above implementation, if it is detected that the current driving condition has a trend of switching from a climbing condition to a flat condition, a further judgment is made based on the current throttle opening and the preset throttle opening. If the current throttle opening is small, that is, the user's torque demand is small; since the current throttle opening is smaller than the preset throttle opening, the torque corresponding to the current throttle opening is small, and the risk of a vehicle collision accident is small; if the current throttle opening is greater than the preset throttle opening, the vehicle is controlled based on the torque corresponding to the preset throttle opening, which can limit the vehicle's torque output and prevent the driver from causing collision accidents due to blind spots and blind acceleration, thereby improving driving safety.

[0140] In one implementation, it also includes: when it is detected that the current throttle opening is greater than the preset throttle opening, attenuation processing is performed based on the torque or speed corresponding to the current throttle opening, and the vehicle is controlled to run with the attenuated torque output or at the attenuated speed.

[0141] In one implementation, the method further includes:

[0142] After a preset time, the current throttle opening and the current driving condition of the vehicle are obtained; if the current driving condition is a flat ground condition, the vehicle is controlled to drive based on the torque corresponding to the current throttle opening.

[0143] In an embodiment of the present application, after the vehicle switches from a climbing condition to a flat condition and travels for a preset period of time, the throttle opening and driving speed are no longer restricted, and the torque output and speed corresponding to the throttle opening in the default driving control logic are restored.

[0144] It should be understood that the preset duration can be set based on the driver's reaction time, for example, it can be set to 2 seconds.

[0145] Exemplarily, the preset time length is 2 seconds. 2 seconds after detecting that the current driving condition has a tendency to switch from a climbing condition to a flat condition, the vehicle is controlled to drive based on the torque corresponding to the current throttle opening.

[0146] For example, Figure 3 As shown, after detecting that the vehicle 330 travels from the ramp 310 to the flat ground 320, within 2 seconds, it is detected that the current throttle opening is 20%, and the vehicle is controlled to travel with the torque corresponding to the preset throttle opening of 10%. After reaching 2 seconds, the vehicle is controlled to travel with the torque corresponding to the current throttle opening of 20%.

[0147] It should be noted that after detecting that the preset time has been reached and the current throttle opening is greater than the preset throttle opening before and after the preset time, the vehicle is controlled to perform torque compensation and feedback adjustment to avoid the vehicle suddenly outputting large torque and affecting the driver's driving experience.

[0148] In one embodiment, after detecting that the current driving condition switches from a climbing condition to a flat ground condition, after driving in the flat ground condition for a preset period of time, the vehicle is controlled to drive based on the torque corresponding to the current throttle opening.

[0149] In the above implementation, after the vehicle's driving condition switches from a climbing condition to a flat condition for a preset period of time, the vehicle is controlled to travel based on the torque corresponding to the current throttle opening. After the blind spot in vision when the climbing condition switches to the flat condition ends, the vehicle is controlled to travel based on the torque corresponding to the current throttle opening to avoid the inability to provide the torque required by the driver under flat conditions. The above scheme provides flexible vehicle control logic and improves user experience.

[0150] In the above scheme, when it is detected that the current driving condition is a climbing condition and there is a slipping situation, the road condition information of the vehicle in the expected direction is detected; based on the road condition information in the expected direction, the vehicle is controlled to brake or drive. Based on the above scheme, when the vehicle is in a slipping state, different vehicle control strategies can be determined based on the road conditions in the current expected driving direction of the vehicle. Since different vehicle control strategies are adopted based on different situations, the adaptability of the vehicle in complex road conditions can be improved, and the driving safety of the vehicle can be ensured when the vehicle slips.

[0151] The following example takes the vehicle in a sliding state when climbing a slope as an example. Figure 4 Another vehicle method provided in an embodiment of the present application is described in detail.

[0152] Figure 4 FIG. 1 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application. Figure 4 As shown, the method 400 includes S401 to S411, and S401 to S411 are described in detail below.

[0153] For example, Figure 4 The illustrated vehicle control method 400 may be executed by a vehicle; or, executed by a processor in a vehicle; or, executed by a chip mounted in a processor in a vehicle.

[0154] S401. It is detected that the vehicle is in a climbing condition and in a slipping state.

[0155] Exemplarily, the IMU detects that the road on which the vehicle is currently traveling has a slope, and detects that the current acceleration direction of the vehicle is consistent with the direction of gravity acceleration, and determines that the vehicle is in a climbing condition and is in a slipping state.

[0156] Optionally, the implementation of S401 can refer to Figure 2 The relevant description in S210 will not be repeated here.

[0157] S402: Obtain road condition information ahead of the vehicle.

[0158] For example, the vehicle may be equipped with a radar for detecting whether there are obstacles ahead.

[0159] Optionally, the implementation of S402 can refer to Figure 2 The relevant description in S230 will not be repeated here.

[0160] S403, determine whether there is an obstacle in front of the vehicle; if so, execute S404; if not, execute S405 to S407.

[0161] In an embodiment of the present application, it is determined whether there is an obstacle in front of the vehicle. If there is an obstacle, the vehicle needs to be braked to prevent the vehicle from moving forward and causing a collision accident while preventing the vehicle from continuing to slide, and S404 is executed; if there is no obstacle, additional torque needs to be output to allow the vehicle to continue climbing the slope to avoid secondary sliding, and S405 to S407 are executed.

[0162] Optionally, the implementation of S403 can refer to Figure 2 The relevant description in S240 will not be repeated here.

[0163] S404: Control the vehicle to brake.

[0164] For example, when an obstacle is detected in front of the vehicle, the vehicle is controlled to brake, thereby preventing the vehicle from moving forward and causing a collision accident while preventing the vehicle from continuing to roll.

[0165] Optionally, the implementation of S404 can refer to Figure 2 The relevant description in S240 will not be repeated here.

[0166] S405: Obtain the current slope.

[0167] For example, when it is detected that there is no obstacle in front of the vehicle, torque compensation needs to be provided to the vehicle, and the acceleration of the vehicle in each axis direction in three-dimensional space is obtained through the IMU, and the current slope is determined based on the acceleration in each axis direction and the trigonometric function relationship.

[0168] Optionally, the implementation of S405 can refer to Figure 2 The relevant description in S240 will not be repeated here.

[0169] S406 : Determine the compensation torque based on the current slope.

[0170] For example, the compensation torque may be equal to the product of the proportional coefficient and the current slope. For example, if the current slope is 5°, the compensation torque may be 500 Nm; if the current slope is 10°, the current slope may be 1000 Nm.

[0171] Optionally, the implementation of S406 can refer to Figure 2 The relevant description in S240 will not be repeated here.

[0172] S407: Control the vehicle to travel based on the current output torque and the compensation torque.

[0173] Exemplarily, based on the sum of the current output torque and the compensation torque of 500 Nm, the vehicle is controlled to output 500 Nm, thereby traveling upward.

[0174] Optionally, the implementation of S407 can be found in Figure 2 The relevant description in S240 will not be repeated here.

[0175] S408: Detect that the vehicle switches from an uphill operating condition to a flat operating condition, and obtain a preset throttle opening.

[0176] Exemplarily, it is detected that the height difference between the front height and the rear height of the vehicle is less than a preset height threshold, and it is determined that the vehicle switches from a climbing condition to a flat condition, and a preset throttle opening is obtained.

[0177] Optionally, the implementation of S408 can refer to Figure 2 The relevant description in S240 will not be repeated here.

[0178] S409, determine whether the current throttle opening is greater than the preset throttle opening; if so, execute S410; if not, execute S411.

[0179] In an embodiment of the present application, it is determined whether the current throttle opening is greater than the preset throttle opening. If it is greater than the preset throttle opening, the vehicle needs to be controlled to move forward at a low speed due to the driver's blind spot, and S410 is executed. If it is less than or equal to the preset throttle opening, the driver's required torque is small and is in a relatively safe torque output range, and S411 is executed.

[0180] Optionally, the implementation of S409 can be found in Figure 2 The relevant description in S240 will not be repeated here.

[0181] S410: Control the vehicle to travel based on the torque corresponding to the preset throttle opening.

[0182] Exemplarily, the preset throttle opening can be 10%, and the corresponding output torque is 200Nm; if it is detected that the current throttle opening is 20%, which is greater than the preset throttle opening, the vehicle is controlled to travel based on the torque (200Nm) corresponding to the preset throttle opening.

[0183] Optionally, the preset time length is 2 seconds. After detecting that the vehicle switches from a climbing condition to a flat condition and has been driving on the flat condition for 2 seconds, the vehicle is controlled to drive based on the torque corresponding to the current throttle opening.

[0184] Optionally, the implementation of S410 can refer to Figure 2 The relevant description in S240 will not be repeated here.

[0185] S411. Control the vehicle to travel based on the torque corresponding to the current throttle opening.

[0186] Exemplarily, the preset throttle opening can be 10%, and the corresponding output torque is 200Nm; if it is detected that the current throttle opening is 5%, which is less than the preset throttle opening, the vehicle is controlled to travel based on the torque corresponding to the current throttle opening (for example, 100Nm).

[0187] Optionally, the implementation of S411 can be found in Figure 2 The relevant description in S240 will not be repeated here.

[0188] In the above scheme, when it is detected that the current driving condition is a climbing condition and there is a slipping situation, the road condition information of the vehicle in the expected direction is detected; based on the road condition information in the expected direction, the vehicle is controlled to brake or drive. Based on the above scheme, when the vehicle is in a slipping state, different vehicle control strategies can be determined based on the road conditions in the current expected driving direction of the vehicle. Since different vehicle control strategies are adopted based on different situations, the adaptability of the vehicle in complex road conditions can be improved, and the driving safety of the vehicle can be ensured when the vehicle slips.

[0189] Combination of the above Figures 1 to 4 A vehicle control method provided by an embodiment of the present application is described in detail; Figure 5 and Figure 6 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0190] Figure 55 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application, wherein the device 500 includes a detection module 510 and a processing module 520 .

[0191] A detection module, used to detect the current driving condition of the vehicle;

[0192] A processing module is used to determine whether the vehicle is in a slipping state if the current driving condition is a climbing condition; wherein the slipping state is used to indicate a state in which the actual movement direction of the vehicle is opposite to the expected direction; if the vehicle is in a slipping state, detect the road condition information in the expected direction; based on the road condition information in the expected direction, control the vehicle to brake or drive.

[0193] Optionally, as an embodiment, the processing module 520 is specifically configured to:

[0194] If there is an obstacle in the expected direction, the vehicle is controlled to brake; if there is no obstacle in the expected direction, the vehicle is controlled to move.

[0195] Optionally, as an embodiment, the processing module 520 is further configured to:

[0196] Obtaining the compensation torque and the current throttle opening; if there is no obstacle in the expected direction, controlling the vehicle to travel, including: if there is no obstacle in the expected direction, determining the current output torque based on the current throttle opening; controlling the vehicle to travel based on the current output torque and the compensation torque.

[0197] Optionally, as an embodiment, the processing module 520 is further configured to:

[0198] Obtain the current slope; and determine the compensation torque based on the current slope; wherein the current slope is positively correlated with the compensation torque.

[0199] Optionally, as an embodiment, the processing module 520 is further configured to:

[0200] If it is detected that the vehicle switches from a climbing condition to a flat condition, a preset throttle opening is obtained; based on the preset throttle opening, the vehicle is controlled to travel.

[0201] Optionally, as an embodiment, the processing module 520 is specifically configured to:

[0202] If the current throttle opening is less than or equal to the preset throttle opening, the vehicle is controlled to move based on the torque corresponding to the current throttle opening; if the current throttle opening is greater than the preset throttle opening, the vehicle is controlled to move based on the torque corresponding to the preset throttle opening.

[0203] Optionally, as an embodiment, the processing module 520 is further configured to:

[0204] After a preset time, the current throttle opening and the current driving condition of the vehicle are obtained; if the current driving condition is a flat ground condition, the vehicle is controlled to drive based on the torque corresponding to the current throttle opening.

[0205] Optionally, as an embodiment, the processing module 520 is further configured to:

[0206] Obtain the vehicle's gravity acceleration information and acceleration information; if the vehicle's gravity acceleration information and acceleration information are in the same vertical direction, determine that the vehicle is in a rolling state.

[0207] It should be noted that the vehicle control device 500 is implemented in the form of a functional unit. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0208] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application-specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0209] Therefore, the units of each example described in the embodiments of the present application can be implemented by 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 the present application.

[0210] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0211] Exemplarily, vehicle 600 includes: a processor 610 , a memory 620 , and executable program code 630 .

[0212] Exemplarily, the vehicle 600 includes one or more processors 610, which can support the vehicle 600 to implement the vehicle control method in the method embodiment. The processor 610 can be a general-purpose processor or a special-purpose processor. For example, the processor 610 can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit, a field programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0213] Exemplarily, the processor 610 may be used to control the vehicle 600, execute software programs, and process data of the software programs. The vehicle 600 may also include a communication unit to implement input (reception) and output (transmission) of signals.

[0214] Exemplarily, the vehicle 600 may include one or more memories 620, on which executable program codes 630 are stored, and the executable program codes 630 can be run by the processor 610 to generate instructions, so that the processor 610 executes the vehicle control method described in the above method embodiment according to the instructions. For example, the processor 610 executes according to the instructions: detecting the current driving condition of the vehicle; if the current driving condition is a climbing condition, determining whether the vehicle is in a slipping state; wherein the slipping state is used to indicate a state in which the actual movement direction of the vehicle is opposite to the expected direction; if the vehicle is in a slipping state, detecting the road condition information in the expected direction; and controlling the vehicle to brake or drive based on the road condition information in the expected direction.

[0215] Optionally, data may be stored in the memory 620. Optionally, the processor 610 may read data stored in the memory 620, which may be stored at the same storage address as the executable program code 630, or may be stored at a different storage address from the executable program code 630.

[0216] Exemplarily, the processor 610 and the memory 620 may be provided separately or integrated together, for example, integrated on a system on chip (System On Chip, SOC) of the terminal device.

[0217] Exemplarily, the memory 620 can be used to store relevant programs of the vehicle control method provided in the embodiment of the present application, and the processor 620 can be used to call the executable program code 630 stored in the memory 620 when controlling the vehicle to execute the vehicle control method of the embodiment of the present application.

[0218] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method of any of the aforementioned embodiments.

[0219] Among them, computer-readable storage media may include but are not limited to any type of disk, including floppy disks, optical disks, digital versatile disks (Digital Video Disc, DVD), compact disc read-only memory (Compact Disc Read-Only Memory, CD-ROM), microdrives and magneto-optical disks, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, EPROM), electrically erasable programmable read only memory (Electrically Erasable Programmable read only memory, EEPROM), dynamic random access memory (Dynamic Random Access Memory, DRAM), video random access memory (Video Random Access Memory, VRAM), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0220] The present application also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement the vehicle control method in the above-mentioned embodiment.

[0221] In addition, the electronic device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the electronic device may include a connected processor and a memory; wherein the memory is used to store instructions, and when the electronic device is running, the processor may call and execute the instructions so that the chip executes the vehicle control method in the above embodiments.

[0222] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0223] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0224] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, 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.

[0225] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the 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 vehicle control method, characterized in that: The method comprises: Detect the current driving condition of the vehicle; If the current driving condition is a climbing condition, determining whether the vehicle is in a rolling state; wherein the rolling state is used to indicate a state in which the actual moving direction of the vehicle is opposite to the expected direction; If the vehicle is in the rolling state, detecting road condition information in the expected direction; Based on the road condition information in the expected direction, the vehicle is controlled to brake or drive.

2. The method according to claim 1, characterized in that The controlling the vehicle based on the road condition information in the expected direction includes: If there is an obstacle in the expected direction, controlling the vehicle to brake; If there is no obstacle in the expected direction, the vehicle is controlled to move.

3. The method according to claim 2, characterized in that Also includes: Get the compensation torque and current throttle opening; If there is no obstacle in the expected direction, controlling the vehicle to travel includes: If there is no obstacle in the expected direction, determining a current output torque based on the current throttle opening; The vehicle is controlled to travel based on the current output torque and the compensation torque.

4. The method according to claim 3, characterized in that Also includes: Get the current slope; The compensation torque is determined based on the current slope, wherein the current slope is positively correlated with the compensation torque.

5. The method according to claim 1, characterized in that Also includes: If it is detected that the current driving condition has a tendency to switch from the climbing condition to the flat ground condition, obtaining a preset throttle opening; Based on the preset throttle opening, the vehicle is controlled to travel.

6. The method according to claim 5, characterized in that The step of controlling the vehicle to travel based on the preset throttle opening comprises: If the current throttle opening is less than or equal to the preset throttle opening, controlling the vehicle to travel based on the torque corresponding to the current throttle opening; If the current throttle opening is greater than the preset throttle opening, the vehicle is controlled to travel based on the torque corresponding to the preset throttle opening.

7. The method according to claim 6, characterized in that After controlling the vehicle to travel based on the torque corresponding to the preset throttle opening, the method further includes: After a preset time, obtaining the current throttle opening and current driving condition of the vehicle; If the current driving condition is a flat ground condition, the vehicle is controlled to travel based on the torque corresponding to the current throttle opening.

8. The method according to any one of claims 1 to 7, characterized in that Also includes: Obtaining gravity acceleration information and acceleration information of the vehicle; If the gravity acceleration information of the vehicle is consistent with the acceleration information in the vertical direction, it is determined that the vehicle is in the rolling state.

9. A vehicle control device, characterized in that: The device comprises: A detection module, used to detect the current driving condition of the vehicle; A processing module is used to determine whether the vehicle is in a slipping state if the current driving condition is a climbing condition; wherein the slipping state is used to indicate a state in which the actual movement direction of the vehicle is opposite to the expected direction; if the vehicle is in the slipping state, detect the road condition information in the expected direction; and control the vehicle based on the road condition information in the expected direction.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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