Vehicle control method and device, vehicle and electronic equipment

Abstract

According to the vehicle control method and device, the vehicle and the electronic equipment, under the condition that the vehicle movement direction is inconsistent with the vehicle gear information, according to the slope value and the total weight of the vehicle, the braking force is calculated and processed through the preset braking force algorithm, and the vehicle braking force value is obtained; braking force is applied to the vehicle until the braking force value of the vehicle is reached, and the first vehicle movement speed is obtained; and under the condition that the movement speed of the first vehicle is larger than a first preset speed threshold value, braking force with a preset force value is applied to the vehicle till the movement speed of the first vehicle is smaller than or equal to the first preset speed threshold value. Compared with the prior art, the braking force is applied to the vehicle completely, whether the vehicle continuously slides on the slope or not is judged according to the first vehicle movement speed, and the braking force with the preset force value is applied to the vehicle under the condition that the vehicle continuously slides on the slope, so that the vehicle can be braked in time, and potential safety hazards are reduced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle handling, and particularly to a method and device for vehicle control, a vehicle, and an electronic device. Background Art

[0002] The existing anti-rollback function brakes the vehicle when it rolls back by applying a certain braking force. The magnitude of the braking force is determined by the recognized slope. Due to the existence of driving torque, the resultant force generated by the driving force and the braking force on the vehicle can brake the vehicle. When the vehicle is stationary, the anti-rollback function will automatically exit without fully applying the braking force.

[0003] In the industry, slope recognition for vehicles in dynamic unstable working conditions is a difficult point. If the slope is not accurately recognized in dynamic unstable working conditions, there will be a large difference between the recognized slope and the actual slope. Since the anti-rollback function is usually open-loop controlled and the braking force is determined by the recognized slope, the braking force cannot brake the vehicle on the slope in dynamic unstable working conditions, resulting in continuous rolling back of the vehicle and thus posing a safety hazard. Summary of the Invention

[0004] The present disclosure provides a method and device for vehicle control, a vehicle, and an electronic device. Its main purpose is to solve the problem that the braking force cannot brake the vehicle on the slope in dynamic unstable working conditions, resulting in continuous rolling back of the vehicle and thus posing a safety hazard.

[0005] According to a first aspect of the present disclosure, a method for vehicle control is provided, which includes:

[0006] Obtain slope information and vehicle state information of the vehicle's location, where the slope information at least includes the slope value of the vehicle's location, and the vehicle state information at least includes vehicle motion information, vehicle control signals, and the total weight of the vehicle;

[0007] In the case where the vehicle motion direction is inconsistent with the vehicle gear information, according to the slope value and the total weight of the vehicle, perform braking force calculation processing through a preset braking force algorithm to obtain a vehicle braking force value, where the vehicle motion information includes the vehicle motion direction, and the vehicle control signals include the vehicle gear information;

[0008] Apply a braking force to the vehicle and gradually increase the magnitude value of the braking force until after the magnitude value of the braking force reaches the vehicle braking force value, obtain a first vehicle motion speed;

[0009] When the first vehicle motion speed is greater than the first preset speed threshold, apply a braking force with a preset force value to the vehicle until the first vehicle motion speed is less than or equal to the first preset speed threshold, where the preset force value is a braking force value pre-configured to drive the vehicle to stop.

[0010] Optionally, applying a braking force to the vehicle and gradually increasing the force value of the braking force until the force value of the braking force reaches the vehicle braking force value includes:

[0011] During the process of applying a braking force to the vehicle, obtain the second vehicle motion speed of the vehicle;

[0012] If the second vehicle motion speed is less than or equal to the first preset speed threshold, it is determined that the vehicle is already in a stationary state before the force value of the braking force reaches the vehicle braking force value, and continue to apply a braking force to the vehicle until the force value of the braking force reaches the vehicle braking force value.

[0013] Optionally, after obtaining the slope information and vehicle state information of the vehicle's location, it further includes:

[0014] Judge whether the vehicle's location is a slope according to the slope value;

[0015] If the slope value is greater than the preset slope threshold, it is determined that the vehicle is at a slope position, and judge whether the vehicle motion direction is consistent with the vehicle gear information.

[0016] Optionally, after judging whether the vehicle motion direction is consistent with the vehicle gear information, it further includes:

[0017] When the vehicle motion direction is consistent with the vehicle gear information, it is determined that the vehicle is not slipping;

[0018] When the vehicle motion direction is inconsistent with the vehicle gear information, it is determined that the vehicle is slipping, and judge whether the vehicle needs to activate the anti-slip function.

[0019] Optionally, judging whether the vehicle needs to activate the anti-slip function includes:

[0020] Obtain the vehicle working condition information and the third vehicle motion speed of the vehicle, where the vehicle motion information includes the third vehicle motion speed, and the vehicle state information includes the vehicle working condition information;

[0021] If the moving speed of the third vehicle is greater than or equal to the second preset speed threshold, and / or it is determined that the vehicle has an abnormality through the vehicle condition information, the anti-rolling function is not activated, where the second preset speed threshold is greater than the first preset speed threshold;

[0022] If the moving speed of the third vehicle is less than the second preset speed threshold, and it is determined that the vehicle has no abnormality through the vehicle condition information, the anti-rolling function is activated.

[0023] Optionally, the gravity calculation process based on the slope value and the total weight of the vehicle to obtain the vehicle braking force value includes:

[0024] After the anti-rolling function is activated, a gravity calculation process is performed based on the slope value and the total weight of the vehicle to obtain the vehicle braking force value.

[0025] Optionally, the obtaining of the slope information of the vehicle location includes:

[0026] Obtain the vehicle acceleration information and vehicle sensor information of the vehicle, where the vehicle sensor information is the feedback information of different states of the vehicle and its surrounding environment;

[0027] Perform a vehicle speed difference operation on the vehicle acceleration information and the vehicle movement information to obtain a reference acceleration, and perform vehicle detection processing based on the reference acceleration and the vehicle sensor information to obtain an initial slope signal;

[0028] Perform a filtering calculation process on the initial slope signal to obtain initial slope information, and through a data fusion algorithm, perform a fusion calculation process on the initial slope information and the vehicle state information to obtain the slope information, where the initial slope information is the basic slope information that does not include the movement state of the vehicle.

[0029] According to a second aspect of the present disclosure, there is provided a vehicle control device, including:

[0030] An acquisition unit for acquiring slope information of the vehicle location and vehicle state information, where the slope information at least includes the slope value of the vehicle location, and the vehicle state information at least includes vehicle movement information, vehicle control signals, and the total weight of the vehicle;

[0031] A calculation unit for performing braking force calculation processing through a preset braking force algorithm based on the slope value and the total weight of the vehicle when the vehicle movement direction is inconsistent with the vehicle gear information to obtain the vehicle braking force value, where the vehicle movement information includes the vehicle movement direction, and the vehicle control signals include the vehicle gear information;

[0032] An application unit for applying a braking force to the vehicle and gradually increasing the intensity value of the braking force until the intensity value of the braking force reaches the vehicle braking force value, and then obtaining the first vehicle moving speed;

[0033] The application unit is further configured to, when the first vehicle moving speed is greater than the first preset speed threshold, apply a braking force with a preset intensity value to the vehicle until the first vehicle moving speed is less than or equal to the first preset speed threshold, and the preset intensity value is a braking force value pre-configured to drive the vehicle to stop.

[0034] Optionally, the application unit includes:

[0035] An acquisition module for acquiring the second vehicle moving speed of the vehicle during the process of applying the braking force to the vehicle;

[0036] A determination module for determining that the vehicle is in a stationary state before the intensity value of the braking force reaches the vehicle braking force value when the second vehicle moving speed is less than or equal to the first preset speed threshold, and continuing to apply the braking force to the vehicle until the intensity value of the braking force reaches the vehicle braking force value.

[0037] Optionally, the device further includes:

[0038] A judgment unit for judging whether the position where the vehicle is located is a slope according to the slope value;

[0039] A determination unit for determining that the vehicle is in a slope position when the slope value is greater than a preset slope threshold;

[0040] The judgment unit is further configured to judge whether the vehicle moving direction is consistent with the vehicle gear information.

[0041] Optionally, the determination unit is further configured to determine that the vehicle is not slipping when the vehicle moving direction is consistent with the vehicle gear information;

[0042] The determination unit is further configured to determine that the vehicle is slipping when the vehicle moving direction is inconsistent with the vehicle gear information;

[0043] The judgment unit is further configured to judge whether the vehicle needs to activate the anti-slip function.

[0044] Optionally, the judgment unit includes:

[0045] An acquisition module, configured to acquire vehicle condition information of the vehicle and a third vehicle movement speed, wherein the vehicle movement information includes the third vehicle movement speed, and the vehicle state information includes the vehicle condition information;

[0046] An activation module, configured to not activate the anti-rollback function when the third vehicle movement speed is greater than or equal to a second preset speed threshold and / or when it is determined through the vehicle condition information that the vehicle has an abnormality, wherein the second preset speed threshold is greater than the first preset speed threshold;

[0047] The activation module is further configured to activate the anti-rollback function when the third vehicle movement speed is less than the second preset speed threshold and it is determined through the vehicle condition information that the vehicle has no abnormality.

[0048] Optionally, the calculation unit is further configured to, after activating the anti-rollback function, perform a gravity calculation process based on the gradient value and the total weight of the vehicle to obtain the vehicle braking force value.

[0049] Optionally, the acquisition unit includes:

[0050] An acquisition module, configured to acquire vehicle acceleration information of the vehicle and vehicle sensor information, wherein the vehicle sensor information is feedback information on different states of the vehicle and its surrounding environment;

[0051] A detection module, configured to perform a vehicle speed difference operation on the vehicle acceleration information and the vehicle movement information to obtain a reference acceleration, and perform a vehicle detection process based on the reference acceleration and the vehicle sensor information to obtain an initial gradient signal;

[0052] A calculation module, configured to perform a filtering calculation process on the initial gradient signal to obtain initial gradient information, and perform a fusion calculation process on the initial gradient information and the vehicle state information through a data fusion algorithm to obtain the gradient information, wherein the initial ramp information is basic gradient information that does not include the movement state of the vehicle.

[0053] According to a third aspect of the present disclosure, a vehicle is provided, wherein the vehicle includes the vehicle control device as described in the second aspect of the present disclosure.

[0054] According to a fourth aspect of the present disclosure, an electronic device is provided, including:

[0055] At least one processor; and

[0056] A memory communicatively connected to the at least one processor; wherein,

[0057] The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the method described in the foregoing first aspect.

[0058] According to a fifth aspect of the present disclosure, there is provided a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to cause the computer to execute the method described in the foregoing first aspect.

[0059] According to a sixth aspect of the present disclosure, there is provided a computer program product including a computer program, where the computer program implements the method described in the foregoing first aspect when executed by a processor.

[0060] The method and apparatus for vehicle control, vehicle, and electronic device provided by the present disclosure obtain slope information and vehicle state information of the location where the vehicle is located. The slope information at least includes a slope value of the location where the vehicle is located, and the vehicle state information at least includes vehicle movement information, vehicle control signals, and the total weight of the vehicle; when the vehicle movement direction is inconsistent with the vehicle gear information, according to the slope value and the total weight of the vehicle, braking force calculation processing is performed through a preset braking force algorithm to obtain a vehicle braking force value, where the vehicle movement information includes the vehicle movement direction, and the vehicle control signals include the vehicle gear information; apply a braking force to the vehicle and gradually increase the intensity value of the braking force until after the intensity value of the braking force reaches the vehicle braking force value, obtain a first vehicle movement speed; when the first vehicle movement speed is greater than a first preset speed threshold, apply a braking force with a preset intensity value to the vehicle until the first vehicle movement speed is less than or equal to the first preset speed threshold, and the preset intensity value is a braking force value preconfigured to drive the vehicle to stop. Compared with the related art, in the embodiments of the present disclosure, by applying a braking force to the vehicle until the vehicle braking force value is reached, the braking force can be applied completely. By judging whether the vehicle continues to slide according to the first vehicle movement speed and applying a braking force with a preset intensity value to the vehicle when the vehicle continues to slide, the vehicle can be braked in time and potential safety hazards can be reduced.

[0061] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become easily understandable through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] The drawings are used to better understand the solution and do not constitute a limitation to the present disclosure. Among them:

[0063] Figure 1Flow schematic diagram of a vehicle control method provided by an embodiment of the present disclosure;

[0064] Figure 2 Curve schematic diagram of a vehicle secondary braking provided by an embodiment of the present disclosure;

[0065] Figure 3 Flow schematic diagram of a vehicle primary braking provided by an embodiment of the present disclosure;

[0066] Figure 4 Curve schematic diagram of a vehicle primary braking provided by an embodiment of the present disclosure;

[0067] Figure 5 Structural schematic diagram of a vehicle control device provided by an embodiment of the present disclosure;

[0068] Figure 6 Structural schematic diagram of another vehicle control device provided by an embodiment of the present disclosure;

[0069] Figure 7 Schematic block diagram of an electronic device provided by an embodiment of the present disclosure. Detailed implementation manners

[0070] The following describes exemplary embodiments of the present disclosure with reference to the accompanying drawings. Various details of the embodiments of the present disclosure are included to facilitate understanding, and they should be considered merely exemplary. Therefore, those of ordinary skill in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present disclosure. Similarly, descriptions of well-known functions and structures are omitted below for clarity and conciseness.

[0071] Next, the vehicle control method and device, vehicle, and electronic device according to embodiments of the present disclosure are described with reference to the accompanying drawings.

[0072] Figure 1 Flow schematic diagram of a vehicle control method provided by an embodiment of the present disclosure.

[0073] As Figure 1 shown, the method includes the following steps:

[0074] Step 101, obtain the slope information of the vehicle's location and the vehicle state information, where the slope information at least includes the slope value of the vehicle's location, and the vehicle state information at least includes the vehicle motion information, the vehicle control signal, and the total weight of the vehicle.

[0075] In the embodiments of the present disclosure, the slope information is the ramp state of the position where the vehicle is located, including but not limited to: slope value, ramp change rate, etc. The slope value can generally be expressed in the form of a percentage. For example: 12%, 15%, 18%, 20%, 30%, etc. The specific slope information can be calculated by a series of fusion algorithms through signals such as wheel acceleration signals, reference acceleration signals, vehicle gear signals, and signals fed back by an Inertial Measurement Unit (IMU).

[0076] The vehicle state information is the overall state information of the vehicle, including but not limited to: vehicle motion information, vehicle control signals, total weight of the vehicle, vehicle braking system information, drive system information, vehicle speed information, vehicle yaw angle information, etc. Specifically, the content of the vehicle state information can be determined according to the real-time state of the vehicle, and the embodiments of the present disclosure do not impose any restrictions.

[0077] Step 102, when the vehicle motion direction is inconsistent with the vehicle gear information, perform braking force calculation processing through a preset braking force algorithm according to the slope value and the total weight of the vehicle to obtain the vehicle braking force value, where the vehicle motion information includes the vehicle motion direction, and the vehicle control signal includes the vehicle gear information.

[0078] In the embodiments of the present disclosure, the vehicle motion direction is the actual motion direction of the vehicle, and the vehicle gear information is the information of the current gear of the vehicle. When the vehicle motion direction is inconsistent with the vehicle gear information, it can be determined that the vehicle is in a rollback state. For example: the vehicle gear information is the forward gear (such as: D gear), and at this time the vehicle motion direction is backward, then it can be determined that the vehicle is rolling back. The preset braking force algorithm is a calculation algorithm set by oneself, including but not limited to: (total weight of the vehicle + offset value 1) * slope value + offset value 2.

[0079] Among them, after determining that the vehicle is rolling backward, in order to stop the vehicle, it is necessary to determine the braking force value of the vehicle. To save vehicle resources and ensure the comfort of vehicle users, the braking force value of the vehicle at this time can be calculated based on the slope value and the weight of the vehicle, so as to obtain the braking force value of the vehicle that is sufficient to stop the vehicle but not excessive at the slope value. The calculation method of the braking force value of the vehicle includes, but is not limited to: (total weight of the vehicle + offset value 1) * slope value + offset value 2. The total weight of the vehicle includes, but is not limited to: the real-time vehicle weight + the total weight of the vehicle such as the number of passengers * the weight of a single person. The offset value 1 and the offset value 2 are redundant values set by the user, which are used to ensure that the vehicle can be stopped at the slope value. Specifically, the sizes of the offset value 1 and the offset value 2 are not limited in the embodiments of the present disclosure.

[0080] Step 103: Apply a braking force to the vehicle and gradually increase the intensity value of the braking force until the intensity value of the braking force reaches the braking force value of the vehicle, and then obtain the first vehicle movement speed.

[0081] In the embodiments of the present disclosure, in order to reduce the uncomfortable physical sensations and sense of insecurity caused to vehicle users, a preset braking gradient can be used to apply a braking force to the vehicle. The preset braking gradient is a pre-configured braking force application gradient. For example, during the entire process of applying the braking force, in order to ensure that the physical sensation of the entire vehicle is a gradually increasing force process, and the amplitude of applying the braking force is relatively large at the beginning and gradually becomes smaller when approaching the braking force value of the vehicle.

[0082] It should be noted that the first vehicle movement speed is the real-time speed of the vehicle obtained after applying a braking force to the vehicle until the braking force value of the vehicle is reached, and is used to determine whether the vehicle continues to roll backward.

[0083] Step 104: When the first vehicle movement speed is greater than the first preset speed threshold, apply a braking force with a preset intensity value to the vehicle until the first vehicle movement speed is less than or equal to the first preset speed threshold. The preset intensity value is a braking force value pre-configured to drive the vehicle to stop.

[0084] In the embodiments of the present disclosure, in order to ensure that the vehicle can be braked in time, a braking force with a preset force value needs to be applied to the vehicle within a preset time period. The preset time period is a custom-set time period, for example, 1 second, 2 seconds, etc. The first preset speed threshold is a custom-set threshold, generally set to 0, indicating that when the first vehicle movement speed is greater than 0, it is determined that the vehicle is continuously rolling backward. When the first vehicle movement speed is less than or equal to the first preset speed threshold, generally when the first vehicle movement speed is equal to the first preset speed threshold, it indicates that when the first vehicle movement speed is equal to 0, it is determined that the vehicle is stationary. Specifically, the embodiments of the present disclosure do not limit this.

[0085] To facilitate understanding of the implementation process of the embodiments of the present disclosure, a curve schematic diagram of secondary braking of a vehicle is provided, as Figure 2 shown. Among them, point a is the point where the anti-rolling function is activated, and the braking force value of the vehicle is calculated, and the braking force is applied to the vehicle. Point b is the point where the braking force is applied to the vehicle, reaching the braking force value of the vehicle, and the first vehicle movement speed is obtained. T1 is the time for judging whether the first vehicle movement speed is greater than the first preset speed threshold and whether the vehicle has a tendency to stop. Point c is the point where the braking force with a preset force value is applied to the vehicle. T2 is the preset time period. After point d, after the vehicle stops, the anti-rolling function is exited, and the vehicle is gradually taken over by the Automatic Vehicle Hold (AVH) or the Electronic Parking Brake (EPB).

[0086] It should be noted that when the first vehicle movement speed is greater than the first preset speed threshold, within a preset time period, that is, within the above T1 time period, it will also be comprehensively judged according to the vehicle state information whether the vehicle is still rolling backward, and the movement trend of the vehicle will be inspected and judged, that is, the vehicle does not stop rolling backward and still has a tendency to continue moving, for example: the first vehicle movement speed is gradually increasing, the first vehicle movement speed is inconsistent with the vehicle gear information, etc. When applying the braking force to the vehicle during secondary braking, in order to ensure safety, it is relatively urgent and cannot take into account the comfort and physical feeling of the vehicle user. Therefore, a braking force with a preset force value needs to be applied to the vehicle within a short time. The preset force value needs to be large enough, at least greater than the braking force value of the vehicle, to ensure that the vehicle can be braked to a stop.

[0087] The vehicle control method provided by the present disclosure obtains the slope information and vehicle state information of the location where the vehicle is located. Among them, the slope information at least includes the slope value of the location where the vehicle is located, and the vehicle state information at least includes vehicle movement information, vehicle control signals, and the total weight of the vehicle; when the vehicle movement direction is inconsistent with the vehicle gear information, according to the slope value and the total weight of the vehicle, the braking force is calculated and processed through a preset braking force algorithm to obtain the vehicle braking force value. Among them, the vehicle movement information includes the vehicle movement direction, and the vehicle control signal includes the vehicle gear information; apply a braking force to the vehicle and gradually increase the intensity value of the braking force until the intensity value of the braking force reaches the vehicle braking force value, and then obtain the first vehicle movement speed; when the first vehicle movement speed is greater than the first preset speed threshold, apply a braking force with a preset intensity value to the vehicle within a preset time period until the first vehicle movement speed is less than or equal to the first preset speed threshold, and the preset intensity value is a preset braking force value for driving the vehicle to stop. Compared with the related art, in the embodiment of the present disclosure, by applying a braking force to the vehicle until the vehicle braking force value is reached, the braking force can be fully applied. By judging whether the vehicle continues to slide according to the first vehicle movement speed and applying a braking force with a preset intensity value to the vehicle, the vehicle can be braked in time and potential safety hazards can be reduced.

[0088] In an implementable manner of the embodiment of the present disclosure, as a refinement of the above step 103, in order to prevent the vehicle from continuously sliding, or when the vehicle is in a state of continuous sliding, timely braking processing can be performed, and a flow diagram of the vehicle's initial braking is provided, as Figure 3 shown, including:

[0089] Step 301, during the process of applying a braking force to the vehicle, obtain the second vehicle movement speed of the vehicle.

[0090] In the embodiment of the present disclosure, the second vehicle movement speed is the real-time vehicle movement speed obtained during the process of applying a braking force to the vehicle, and is used to determine the movement state of the vehicle in real time during the process of applying a braking force to the vehicle. For example: the vehicle speed 1 second after applying a braking force to the vehicle, the vehicle speed 2 seconds after applying a braking force to the vehicle, etc. It should be noted that the second vehicle movement speed is obtained before reaching the vehicle braking force value, and after reaching the vehicle braking force value, the first vehicle movement speed will be obtained.

[0091] Step 302: If the moving speed of the second vehicle is less than or equal to the first preset speed threshold, it is determined that the vehicle has been in a stationary state before the braking force reaches the vehicle braking force value, and the braking force is continuously applied to the vehicle until the braking force reaches the vehicle braking force value.

[0092] In the embodiments of the present disclosure, since the anti-rollback function brakes the vehicle by the combined force of the driving force generated by the driving torque and the braking force, when the vehicle is stationary, the anti-rollback function will automatically exit without fully applying the braking force. At this time, the driving force will disappear, and the actual braking force may not be sufficient to keep the vehicle stationary on the slope. Therefore, the vehicle will roll back again. To reduce the occurrence of the above problems, it is necessary to continue to apply the braking force to the vehicle after determining that the vehicle is in a stationary state until the vehicle braking force value is reached.

[0093] To facilitate understanding of the implementation process of the embodiments of the present disclosure, a curve schematic diagram of the initial braking of a vehicle is provided, as Figure 4 shown. Among them, point e is the point where the anti-rollback function is activated, the vehicle braking force value is calculated, and the braking force is applied to the vehicle. Point f is the point where the moving speed of the second vehicle is less than or equal to the first preset speed threshold, and the vehicle has been in a stationary state. Point g is the point where the braking force reaches the vehicle braking force value.

[0094] In the prior art, when the vehicle recognizes that it is stationary through the sensor (point f), the anti-rollback function will be exited and taken over by AVH or EPB. When AVH or EPB takes over, the driving force will exit. At this time, the braking force has not reached the vehicle braking force value, and the actual braking force is not sufficient to keep the vehicle stationary on the slope. Therefore, the vehicle will roll back again. In the embodiments of the present disclosure, after the vehicle recognizes that it is stationary through the sensor (point f), the braking force will continue to be applied until the braking force reaches the vehicle braking force value, and then a signal will be sent to the anti-rollback function control state machine. When the control state machine receives this signal, it will request to exit the anti-rollback function (point g). In this way, it can be ensured that the vehicle can be braked sufficiently at the slope value.

[0095] In an implementable manner of the embodiments of the present disclosure, it is necessary to identify the position of the vehicle. Only when the vehicle is on a slope does the anti-rollback function need to be controlled. If the vehicle is on flat ground or a simple rough road surface, the anti-rollback function does not need to be controlled. Therefore, in order to accurately control the anti-rollback function of the vehicle, the following methods can also be used but are not limited to: judging whether the position of the vehicle is on a slope according to the slope value; if the slope value is greater than the preset slope threshold, it is determined that the vehicle is in a slope position, and it is judged whether the moving direction of the vehicle is consistent with the vehicle gear information.

[0096] In the embodiments of the present disclosure, the preset slope threshold is a value set by the user. For example, it can be 3%, 5%, etc. Specifically, the embodiments of the present disclosure do not limit the setting of the preset slope threshold.

[0097] It should be noted here that when determining a ramp, the vehicle can be determined to be in a ramp position only when the slope value is relatively stable. For example, on a rough road surface, the change in the slope value is a wavy curve, and at this time, the vehicle is not in a ramp position; when the change in the slope value fluctuates little and generally shows an upward trend, the vehicle is in a ramp position.

[0098] In an implementable manner of the embodiments of the present disclosure, during normal driving of the vehicle, the anti-rollback function cannot be controlled. After it is determined that the vehicle is rolling back, the anti-rollback function can be controlled. Therefore, in order to accurately control the anti-rollback function and improve vehicle safety, the following methods can be used but are not limited to: when the moving direction of the vehicle is consistent with the vehicle gear information, it is determined that the vehicle is not rolling back; when the moving direction of the vehicle is inconsistent with the vehicle gear information, it is determined that the vehicle is rolling back, and it is judged whether the vehicle needs to activate the anti-rollback function.

[0099] In the embodiments of the present disclosure, it is judged whether the forward direction of the vehicle conforms to the expected moving direction according to signals such as the vehicle moving direction signal and the current gear signal fed back by the braking system. If not, it is judged as rolling back, that is, when the moving direction of the vehicle is inconsistent with the vehicle gear information, it is determined that the vehicle is rolling back.

[0100] It should also be noted that the anti-rollback function is not necessarily turned on after the rollback is recognized. If the anti-rollback function is turned on when the vehicle is abnormal, greater losses will be caused. Therefore, it is necessary to judge whether the vehicle activates the anti-rollback function.

[0101] Related to the above embodiments, after determining that the vehicle is rolling backward, it is necessary to decide whether to activate the anti-rolling-back function according to the states of the vehicle braking system, drive system, vehicle speed, yaw angle, etc., so as to avoid activating the anti-rolling-back function when the vehicle does not meet the requirements of the anti-rolling-back function, which may cause potential safety hazards. The judgment on whether the vehicle needs to activate the anti-rolling-back function can be implemented in, but not limited to, the following ways: Obtain the vehicle condition information of the vehicle and the third vehicle movement speed, where the vehicle movement information includes the third vehicle movement speed, and the vehicle state information includes the vehicle condition information; If the third vehicle movement speed is greater than or equal to the second preset speed threshold, and / or it is determined through the vehicle condition information that the vehicle has an abnormality, then the anti-rolling-back function is not activated, where the second preset speed threshold is greater than the first preset speed threshold; If the third vehicle movement speed is less than the second preset speed threshold, and it is determined through the vehicle condition information that the vehicle has no abnormality, then the anti-rolling-back function is activated.

[0102] In the embodiments of the present disclosure, if the current braking system has a fault and does not allow braking, the drive system has a fault, the vehicle yaw is too large or the overall vehicle state is unstable, the vehicle speed is too high or an instability condition is likely to occur, etc., the anti-rolling-back function cannot be activated.

[0103] It should be noted that after detecting the rolling backward, it is necessary to determine whether to turn on the anti-rolling-back function according to the states of the vehicle braking system, drive system, vehicle speed, yaw angle, etc., that is, the vehicle condition information. If the vehicle has an abnormality, only manual intervention can be carried out, for example: braking in time, etc. If the anti-rolling-back function is turned on under abnormal vehicle conditions, it may cause greater losses. At the same time, during vehicle operation, abnormal conditions usually do not occur. If an abnormal condition occurs, it may indicate that the vehicle is deliberately made to roll backward, for example: coasting in neutral.

[0104] In an implementable manner of the embodiments of the present disclosure, after activating the anti-rolling-back function, gravity calculation processing needs to be performed according to the gradient value and the total weight of the vehicle to obtain the vehicle braking force value.

[0105] In one implementable manner of the embodiments of the present disclosure, accurate slope information needs to be obtained to ensure the realization of the anti-slope function. Therefore, to obtain accurate slope information, the following methods can be used but are not limited to: obtaining the vehicle acceleration information and vehicle sensor information of the vehicle, where the vehicle sensor information is the feedback information of different states of the vehicle and its surrounding environment; performing a vehicle speed difference operation on the vehicle acceleration information and the vehicle motion information to obtain a reference acceleration, and performing vehicle detection processing based on the reference acceleration and the vehicle sensor information to obtain an initial slope signal; performing a filtering calculation process on the initial slope signal to obtain initial slope information, and through a data fusion algorithm, performing a fusion calculation process on the initial slope information and the vehicle state information to obtain the slope information, where the initial ramp information is the basic slope information that does not include the motion state of the vehicle.

[0106] In the embodiments of the present disclosure, the slope is calculated through a series of fusion algorithms using the integral wheel acceleration signal, reference acceleration signal, vehicle gear signal, signal feedback by the IMU (Inertial Measurement Unit), etc.

[0107] To facilitate the understanding of the implementation process of the embodiments of the present disclosure, the embodiments of the present disclosure provide an overall step flow of a vehicle control method, including:

[0108] Step 401, obtain the slope information and vehicle state information of the location where the vehicle is located, where the slope information at least includes the slope value of the location where the vehicle is located, and the vehicle state information at least includes vehicle motion information, vehicle control signals, and the total weight of the vehicle.

[0109] Step 402, determine whether the location where the vehicle is located is a ramp according to the slope value.

[0110] Step 403, if the slope value is greater than a preset slope threshold, determine that the vehicle is in a ramp position, and judge whether the vehicle motion direction is consistent with the vehicle gear information.

[0111] Step 404, when the vehicle motion direction is consistent with the vehicle gear information, determine that the vehicle is not slipping.

[0112] Step 405, when the vehicle motion direction is inconsistent with the vehicle gear information, determine that the vehicle is slipping, and judge whether the vehicle needs to activate the anti-slope function.

[0113] Step 406, after activating the anti-rolling function, perform braking force calculation processing through a preset braking force algorithm according to the gradient value and the total weight of the vehicle to obtain a vehicle braking force value, where the vehicle motion information includes the vehicle motion direction, and the vehicle control signal includes the vehicle gear information.

[0114] Step 407, apply a braking force to the vehicle and gradually increase the intensity value of the braking force until after the intensity value of the braking force reaches the vehicle braking force value, obtain the first vehicle motion speed.

[0115] Step 408, when the first vehicle motion speed is greater than the first preset speed threshold, apply a braking force with a preset intensity value to the vehicle until the first vehicle motion speed is less than or equal to the first preset speed threshold, and the preset intensity value is a braking force value pre-configured to drive the vehicle to stop.

[0116] In summary, the embodiments of the present disclosure can achieve the following effects:

[0117] 1. By applying a braking force to the vehicle until the vehicle braking force value is reached, the braking force can be fully applied. By judging whether the vehicle continues to roll according to the first vehicle motion speed, and when the vehicle continues to roll, applying a braking force with a preset intensity value to the vehicle can timely brake the vehicle and reduce potential safety hazards.

[0118] 2. By applying a braking force to the vehicle according to a preset braking gradient until the vehicle braking force value is reached, the braking force can be fully applied, so that the actual braking force is sufficient to keep the vehicle stationary on the slope, reducing the possibility of rolling again, and reducing the uncomfortable physical sensations and sense of insecurity caused to vehicle users.

[0119] Corresponding to the above vehicle control method, the present invention also proposes a vehicle control device. Since the device embodiments of the present invention correspond to the above method embodiments, details not disclosed in the device embodiments can be referred to the above method embodiments, and will not be elaborated in the present invention.

[0120] Figure 5 As shown in the structural schematic diagram of a vehicle control device provided by the embodiments of the present disclosure, Figure 5 shown, including:

[0121] An acquisition unit 51, configured to acquire the gradient information of the vehicle's location and the vehicle state information, where the gradient information at least includes the gradient value of the vehicle's location, and the vehicle state information at least includes the vehicle motion information, the vehicle control signal, and the total weight of the vehicle;

[0122] A calculation unit 52 is configured to, when the vehicle movement direction is inconsistent with the vehicle gear information, perform a braking force calculation process according to the slope value and the total weight of the vehicle through a preset braking force algorithm to obtain a vehicle braking force value, where the vehicle movement information includes the vehicle movement direction, and the vehicle control signal includes the vehicle gear information;

[0123] An application unit 53 is configured to apply a braking force to the vehicle and gradually increase the intensity value of the braking force until after the intensity value of the braking force reaches the vehicle braking force value, obtain a first vehicle movement speed;

[0124] The application unit 53 is further configured to, when the first vehicle movement speed is greater than a first preset speed threshold, apply a braking force with a preset intensity value to the vehicle until the first vehicle movement speed is less than or equal to the first preset speed threshold, where the preset intensity value is a braking force value pre-configured to drive the vehicle to stop.

[0125] The vehicle control device provided by the present disclosure acquires slope information and vehicle state information of the vehicle location, where the slope information at least includes a slope value of the vehicle location, and the vehicle state information at least includes vehicle movement information, vehicle control signals, and the total weight of the vehicle; when the vehicle movement direction is inconsistent with the vehicle gear information, perform a braking force calculation process according to the slope value and the total weight of the vehicle through a preset braking force algorithm to obtain a vehicle braking force value, where the vehicle movement information includes the vehicle movement direction, and the vehicle control signal includes the vehicle gear information; apply a braking force to the vehicle and gradually increase the intensity value of the braking force until after the intensity value of the braking force reaches the vehicle braking force value, obtain a first vehicle movement speed; when the first vehicle movement speed is greater than a first preset speed threshold, apply a braking force with a preset intensity value to the vehicle within a preset time period until the first vehicle movement speed is less than or equal to the first preset speed threshold, where the preset intensity value is a braking force value pre-configured to drive the vehicle to stop. Compared with the related art, in the embodiment of the present disclosure, by applying a braking force to the vehicle until the vehicle braking force value is reached, the braking force can be fully applied, and by judging whether the vehicle continues to slide according to the first vehicle movement speed and applying a braking force with a preset intensity value to the vehicle, the vehicle can be timely braked to stop, reducing potential safety hazards.

[0126] Further, in a possible implementation manner of the embodiment of the present disclosure, as Figure 6 shown, the application unit 53 includes:

[0127] An acquisition module 531 is configured to acquire a second vehicle movement speed of the vehicle during the process of applying a braking force to the vehicle;

[0128] A determination module 532, configured to determine that the vehicle is in a stationary state before the force value of the braking force reaches the vehicle braking force value when the second vehicle movement speed is less than or equal to the first preset speed threshold, and continue to apply the braking force to the vehicle until the force value of the braking force reaches the vehicle braking force value;

[0129] Further, in a possible implementation manner of the embodiments of the present disclosure, as Figure 6 shown, the device further includes:

[0130] A judgment unit 54, configured to judge whether the position where the vehicle is located is a slope according to the slope value;

[0131] A determination unit 55, configured to determine that the vehicle is in a slope position when the slope value is greater than a preset slope threshold;

[0132] The judgment unit 54 is further configured to judge whether the vehicle movement direction is consistent with the vehicle gear information.

[0133] Further, in a possible implementation manner of the embodiments of the present disclosure, the determination unit 55 is further configured to determine that the vehicle does not roll back when the vehicle movement direction is consistent with the vehicle gear information;

[0134] The determination unit 55 is further configured to determine that the vehicle rolls back when the vehicle movement direction is inconsistent with the vehicle gear information;

[0135] The judgment unit 54 is further configured to judge whether the vehicle needs to activate the anti-rollback function.

[0136] Further, in a possible implementation manner of the embodiments of the present disclosure, as Figure 6 shown, the judgment unit 54 includes:

[0137] An acquisition module 541, configured to acquire the vehicle condition information of the vehicle and the third vehicle movement speed, where the vehicle movement information includes the third vehicle movement speed, and the vehicle state information includes the vehicle condition information;

[0138] An activation module 542, configured not to activate the anti-rollback function when the third vehicle movement speed is greater than or equal to a second preset speed threshold, and / or when it is determined through the vehicle condition information that the vehicle has an abnormality, where the second preset speed threshold is greater than the first preset speed threshold;

[0139] The activation module 542 is further configured to activate the anti-rollback function when the third vehicle speed is less than the second preset speed threshold and it is determined that the vehicle is normal through the vehicle condition information.

[0140] Further, in a possible implementation manner of the embodiments of the present disclosure, the calculation unit 52 is further configured to, after activating the anti-rollback function, perform gravity calculation processing according to the gradient value and the total weight of the vehicle to obtain the vehicle braking force value.

[0141] Further, in a possible implementation manner of the embodiments of the present disclosure, as Figure 6 shown, the acquisition unit 51 includes:

[0142] An acquisition module 511, configured to acquire the vehicle acceleration information and vehicle sensor information of the vehicle, where the vehicle sensor information is feedback information on different states of the vehicle and its surrounding environment;

[0143] A detection module 512, configured to perform vehicle speed difference operation on the vehicle acceleration information and the vehicle motion information to obtain a reference acceleration, and perform vehicle detection processing according to the reference acceleration and the vehicle sensor information to obtain an initial gradient signal;

[0144] A calculation module 513, configured to perform filtering calculation processing on the initial gradient signal to obtain initial gradient information, and perform fusion calculation processing on the initial gradient information and the vehicle state information through a data fusion algorithm to obtain the gradient information, where the initial ramp information is basic gradient information that does not include the motion state of the vehicle.

[0145] It should be noted that the foregoing explanations of the method embodiments are also applicable to the devices in the embodiments of the present disclosure, and the principles are the same, and are not limited in the embodiments of the present disclosure.

[0146] According to the embodiments of the present disclosure, the present disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0147] Figure 7FIG. 0 shows a schematic block diagram of an exemplary electronic device 700 that can be used to implement embodiments of the present disclosure. The electronic device is intended to represent various forms of digital computers, such as, for example, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as, for example, personal digital processors, cellular telephones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely exemplary and are not intended to limit the implementations of the present disclosure described and / or claimed herein.

[0148] As Figure 7 shown, the electronic device 700 includes a computing unit 701 that can perform various appropriate actions and processes according to a computer program stored in a ROM (Read-Only Memory) 702 or a computer program loaded from a storage unit 708 into a RAM (Random Access Memory) 703. In the RAM 703, various programs and data required for the operation of the device 700 can also be stored. The computing unit 701, the ROM 702, and the RAM 703 are connected to each other via a bus 704. An I / O (Input / Output) interface 705 is also connected to the bus 704.

[0149] Multiple components in the electronic device 700 are connected to the I / O interface 705, including: an input unit 706, such as a keyboard, a mouse, etc.; an output unit 707, such as various types of displays, speakers, etc.; a storage unit 708, such as a magnetic disk, an optical disc, etc.; and a communication unit 709, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 709 allows the device 700 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0150] The computing unit 701 can be various general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 701 include, but are not limited to, CPU (Central Processing Unit), GPU (Graphic Processing Units), various dedicated AI (Artificial Intelligence) computing chips, various computing units running machine learning model algorithms, DSP (Digital Signal Processor), and any suitable processor, controller, microcontroller, etc. The computing unit 701 executes the various methods and processes described above, such as the method of vehicle control. For example, in some embodiments, the method of vehicle control can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as the storage unit 708. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 700 via the ROM 702 and / or the communication unit 709. When the computer program is loaded into the RAM 703 and executed by the computing unit 701, one or more steps of the method described above can be executed. Alternatively, in other embodiments, the computing unit 701 can be configured to execute the aforementioned method of vehicle control in any other suitable manner (e.g., by means of firmware).

[0151] Various embodiments of the systems and techniques described above in this document can be implemented in digital electronic circuit systems, integrated circuit systems, FPGAs (Field Programmable Gate Arrays), ASICs (Application-Specific Integrated Circuits), ASSPs (Application Specific Standard Products), SOCs (System On Chip), CPLDs (Complex Programmable Logic Devices), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special or general programmable processor that receives data and instructions from a storage system, at least one input device, and at least one output device, and transmits the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0152] The program code for implementing the methods of the present disclosure can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing devices, such that when the program codes are executed by the processor or controller, the functions / operations specified in the flowchart and / or block diagram are implemented. The program codes can be executed entirely on the machine, partially on the machine, executed partially on the machine as an independent software package and partially on a remote machine, or executed entirely on a remote machine or server.

[0153] In the context of the present disclosure, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a RAM, a ROM, an EPROM (Electrically Programmable Read-Only-Memory), or a flash memory, an optical fiber, a CD-ROM (Compact Disc Read-Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0154] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a CRT (Cathode-Ray Tube) or an LCD (Liquid Crystal Display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which the user can provide input to the computer. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0155] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with embodiments of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected to each other by digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include: LAN (Local Area Network), WAN (Wide Area Network), the Internet, and blockchain networks.

[0156] A computer system can include a client and a server. The client and the server are generally remote from each other and typically interact through a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, solving the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services ("Virtual Private Server", or simply "VPS"). The server can also be a server of a distributed system, or a server combined with blockchain.

[0157] It should be noted that artificial intelligence is a discipline that studies to make a computer simulate certain thinking processes and intelligent behaviors of humans (such as learning, reasoning, thinking, planning, etc.), and has both hardware-level technologies and software-level technologies. Artificial intelligence hardware technologies generally include technologies such as sensors, dedicated artificial intelligence chips, cloud computing, distributed storage, and big data processing; artificial intelligence software technologies mainly include several major directions such as computer vision technology, speech recognition technology, natural language processing technology, and machine learning / deep learning, big data processing technology, and knowledge graph technology.

[0158] It should be understood that various forms of the processes shown above can be used, reordering, adding, or deleting steps. For example, the steps recited in this disclosure can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions disclosed in this disclosure can be achieved, and no limitation is imposed herein.

[0159] The above specific embodiments do not constitute a limitation on the protection scope of the present disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present disclosure shall be included within the protection scope of the present disclosure.

Claims

1. A method for vehicle control, characterized in that, Including: Obtain the slope information of the vehicle's location and the vehicle status information, where the slope information at least includes the slope value of the vehicle's location, and the vehicle status information at least includes the vehicle movement information, the vehicle control signal, and the total weight of the vehicle; When the vehicle movement direction is inconsistent with the vehicle gear information, according to the slope value and the total weight of the vehicle, perform braking force calculation processing through a preset braking force algorithm to obtain the vehicle braking force value, where the vehicle movement information includes the vehicle movement direction, and the vehicle control signal includes the vehicle gear information; Apply a braking force to the vehicle and gradually increase the intensity value of the braking force until after the intensity value of the braking force reaches the vehicle braking force value, obtain the first vehicle movement speed; When the first vehicle movement speed is greater than the first preset speed threshold, apply a braking force with a preset intensity value to the vehicle until the first vehicle movement speed is less than or equal to the first preset speed threshold, and the preset intensity value is the braking force value configured in advance to drive the vehicle to stop.

2. The method according to claim 1, characterized in that, The applying a braking force to the vehicle and gradually increasing the intensity value of the braking force until the intensity value of the braking force reaches the vehicle braking force value includes: During the process of applying a braking force to the vehicle, obtain the second vehicle movement speed of the vehicle; If the second vehicle movement speed is less than or equal to the first preset speed threshold, it is determined that the vehicle has been in a stationary state before the intensity value of the braking force reaches the vehicle braking force value, and continue to apply a braking force to the vehicle until the intensity value of the braking force reaches the vehicle braking force value.

3. The method according to claim 1, characterized in that, After obtaining the slope information of the vehicle's location and the vehicle status information, the method further includes: Judge whether the vehicle's location is a ramp according to the slope value; If the slope value is greater than the preset slope threshold, it is determined that the vehicle is in a ramp position, and judge whether the vehicle movement direction is consistent with the vehicle gear information.

4. The method according to claim 3, wherein After judging whether the vehicle movement direction is consistent with the vehicle gear information, the method further includes: When the vehicle movement direction is consistent with the vehicle gear information, it is determined that the vehicle does not slip; When the vehicle movement direction is inconsistent with the vehicle gear information, it is determined that the vehicle slips, and judge whether the vehicle needs to activate the anti-slip function.

5. The method according to claim 4, wherein The judging whether the vehicle needs to activate the anti-slip function includes: Obtain the vehicle working condition information of the vehicle and the third vehicle movement speed, where the vehicle movement information includes the third vehicle movement speed, and the vehicle status information includes the vehicle working condition information; If the third vehicle movement speed is greater than or equal to the second preset speed threshold, and / or it is determined that the vehicle has an abnormality through the vehicle working condition information, do not activate the anti-slip function, where the second preset speed threshold is greater than the first preset speed threshold. If the moving speed of the third vehicle is less than the second preset speed threshold and it is determined that there is no abnormality in the vehicle through the vehicle condition information, the anti-slip function is activated.

6. The method according to claim 5, characterized in that, The gravity calculation process based on the slope value and the total weight of the vehicle to obtain the vehicle braking force value includes: After activating the anti-slip function, a gravity calculation process is performed based on the slope value and the total weight of the vehicle to obtain the vehicle braking force value.

7. The method according to claim 1, characterized in that, The obtaining of the slope information of the location where the vehicle is located includes: Obtain the vehicle acceleration information and vehicle sensor information of the vehicle, where the vehicle sensor information is the feedback information of different states of the vehicle and its surrounding environment; Perform a vehicle speed difference operation on the vehicle acceleration information and the vehicle movement information to obtain a reference acceleration, and perform vehicle detection processing based on the reference acceleration and the vehicle sensor information to obtain an initial slope signal; Perform a filtering calculation process on the initial slope signal to obtain initial slope information, and through a data fusion algorithm, perform a fusion calculation process on the initial slope information and the vehicle state information to obtain the slope information, where the initial slope information is the basic slope information that does not include the movement state of the vehicle.

8. A device for vehicle control, characterized in that, Includes: An acquisition unit for acquiring the slope information and vehicle state information of the location where the vehicle is located, where the slope information at least includes the slope value of the location where the vehicle is located, and the vehicle state information at least includes vehicle movement information, vehicle control signals, and the total weight of the vehicle; A calculation unit for, when the vehicle movement direction is inconsistent with the vehicle gear information, performing a braking force calculation process based on the slope value and the total weight of the vehicle through a preset braking force algorithm to obtain the vehicle braking force value, where the vehicle movement information includes the vehicle movement direction, and the vehicle control signals include the vehicle gear information; An application unit for applying a braking force to the vehicle and gradually increasing the magnitude value of the braking force until after the magnitude value of the braking force reaches the vehicle braking force value, obtaining the first vehicle movement speed; The application unit is further configured to, when the first vehicle movement speed is greater than the first preset speed threshold, apply a braking force with a preset magnitude value to the vehicle until the first vehicle movement speed is less than or equal to the first preset speed threshold, and the preset magnitude value is a preset braking force value for driving the vehicle to stop.

9. A vehicle, characterized in that, The vehicle includes the vehicle control device as described in claim 8.

10. An electronic device, characterized in that, Includes: At least one processor; And A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the method described in any one of claims 1-7.

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