Vehicle ramp turning control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of vehicles, and discloses a vehicle ramp turning control method, device and equipment and a storage medium, and the method comprises the steps that the curve radius of a current ramp is calculated according to the current steering wheel angle, the transmission ratio and the vehicle wheelbase, and the turning speed limit is calculated according to the curve radius and the gradient of the current ramp; if the curve radius is larger than or equal to the preset radius, the current vehicle speed is larger than the curve speed limit, the current steering wheel turning angle is larger than or equal to the preset turning angle, the current roll angle change rate is larger than or equal to the preset change rate, and the gradient of the current ramp is larger than the preset threshold gradient, a curve control strategy is determined according to the type, the gradient and the curve radius of the current ramp; therefore, the vehicle is controlled to turn on the ramp. According to the method, the vehicle is automatically controlled to turn on the ramp, the autonomy of the vehicle is improved, complex manual control is avoided, and therefore the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method, device, equipment and storage medium for controlling a vehicle while cornering on a slope. Background Art

[0002] When a vehicle encounters a curve while driving on the road, the driver needs to manually control the vehicle to control the vehicle to pass the curve smoothly. The driver's control method is relatively complicated. Not only does he need to manually adjust the steering wheel, he may also need to step on the relevant pedals to ensure that the vehicle passes the curve smoothly.

[0003] If the vehicle encounters a curve on a sloped road, manual control becomes more complicated, and it is impossible to ensure that the vehicle can pass the curve smoothly through autonomous control of the vehicle. Summary of the Invention

[0004] In view of the above problems, the present application provides a control method, device, equipment and storage medium for a vehicle turning on a slope, which are used to automatically control the vehicle to turn on a slope, so as to improve the vehicle's autonomy and avoid complex human control.

[0005] According to one aspect of the present application, a method for controlling a vehicle turning on a slope is provided, the control method comprising: calculating a turning radius of a current slope based on a current steering wheel angle, a transmission ratio, and a vehicle wheelbase, and calculating a turning speed limit based on the turning radius and the slope of the current slope; if the turning radius is greater than or equal to a preset radius, the current vehicle speed is greater than the turning speed limit, the current steering wheel angle is greater than or equal to a preset angle, the current roll angle change rate is greater than or equal to a preset change rate, and the slope of the current slope is greater than a preset threshold slope, then a turning control strategy is determined based on the type and slope of the current slope and the turning radius to control the vehicle to turn on the slope.

[0006] In an optional manner, the type of the current slope is an uphill type; the cornering control strategy is determined based on the type, slope and curve radius of the current slope, including: if the slope of the current slope is greater than a preset first slope, the motor output torque is determined based on the slope of the current slope, the power recovery intensity reduction value is determined based on the curve radius, and the cornering control strategy is determined based on the motor output torque and the power recovery intensity reduction value; if the slope of the current slope is less than or equal to the preset first slope, the power recovery intensity reduction value is determined based on the curve radius, and the cornering control strategy is determined based on the power recovery intensity reduction value.

[0007] In an optional manner, the type of the current slope is a downhill type; the cornering control strategy is determined based on the type, slope and curve radius of the current slope, including: if the slope of the current slope is greater than a preset first slope and less than a preset second slope, then the motor output limit power is determined based on the slope of the current slope, the power recovery intensity increase value is determined based on the curve radius, and the cornering control strategy is determined based on the motor output limit power and the power recovery intensity increase value; if the slope of the current slope is greater than the preset second slope, then the power recovery intensity increase value is determined based on the slope of the current slope and the curve radius, and the cornering control strategy is determined based on the power recovery intensity increase value.

[0008] In an optional manner, the power recovery intensity increase value is determined based on the current slope of the ramp and the curve radius, including: determining a first power recovery intensity increase value based on the current slope of the ramp, and determining a second power recovery intensity increase value based on the curve radius; and taking the sum of the first power recovery intensity increase value and the second power recovery intensity increase value as the power recovery intensity increase value.

[0009] In an optional embodiment, the control method further includes: calculating the speed difference between the current vehicle speed and the cornering speed limit, and comparing the speed difference with a preset speed difference; if the speed difference is greater than the preset speed difference, adding a braking control strategy to the cornering control strategy.

[0010] In an optional manner, the curvature radius of the current ramp is calculated based on the current steering wheel angle, transmission ratio, and vehicle wheelbase, including: dividing the current steering wheel angle by the transmission ratio to calculate the vehicle front wheel angle; and dividing the vehicle wheelbase by the vehicle front wheel angle to calculate the curvature radius of the current ramp.

[0011] In an optional manner, the cornering speed limit calculated based on the curve radius and the slope of the current ramp includes: multiplying the product of the road friction coefficient of the current ramp and the acceleration of gravity, and the product of the curve radius and the cosine value of the slope of the current ramp, to obtain a first parameter value; and multiplying the product of the curve radius and the sine value of the slope of the current ramp and the acceleration of gravity to obtain a second parameter value; and rooting the difference between the first parameter value and the second parameter value, and using the calculated root value as the cornering speed limit.

[0012] According to another aspect of the present application, a control device for a vehicle turning on a slope is provided, the control device comprising: a calculation module for calculating the turning radius of the current slope based on the current steering wheel angle, transmission ratio, and vehicle wheelbase, and calculating the turning speed limit based on the turning radius and the slope of the current slope; a control module for determining a turning control strategy based on the type and slope of the current slope and the turning radius to control the vehicle to turn on the slope if the turning radius is greater than or equal to a preset radius, the current vehicle speed is greater than the turning speed limit, the current steering wheel angle is greater than or equal to the preset angle, the current roll angle change rate is greater than or equal to the preset change rate, and the slope of the current slope is greater than a preset threshold slope.

[0013] According to one aspect of the present application, an electronic device is provided, comprising: a controller; and a memory for storing one or more programs, wherein when the one or more programs are executed by the controller, the above-mentioned control method is executed.

[0014] According to one aspect of the present application, a computer-readable storage medium is further provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer executes the above-mentioned control method.

[0015] According to one aspect of the present application, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the control method described above.

[0016] This application calculates the radius of the slope the vehicle is on based on the current vehicle parameters, and calculates the cornering speed limit based on the current slope, which serves as the speed limit for the vehicle during the cornering process. Based on the cornering radius, current vehicle speed, current steering wheel angle, and current roll angle, it determines whether the vehicle is currently in a slope cornering scenario. If it is determined that the vehicle is currently in a slope cornering scenario, a cornering control strategy is determined based on the current slope type, slope, and cornering radius to automatically control the vehicle to corner on the slope, thereby improving vehicle autonomy, avoiding complex human control, and thus enhancing the driving experience.

[0017] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and it is clear that a person of ordinary skill in the art can derive other drawings based on these drawings without inventive effort.

[0019] Figure 1 It is a flowchart of a method for controlling a vehicle turning on a slope, shown as an exemplary embodiment of the present application.

[0020] Figure 2 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling a vehicle turning on a slope.

[0021] Figure 3 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling a vehicle turning on a slope.

[0022] Figure 4 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling a vehicle turning on a slope.

[0023] Figure 5 It is a schematic diagram of an application scenario of the control method for a vehicle turning on a slope in the present application.

[0024] Figure 6 It is a structural schematic diagram of a control device for a vehicle turning on a slope shown in an exemplary embodiment of the present application.

[0025] Figure 7 It is a structural diagram of a computer system of an electronic device shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0026] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. When the following description refers to the drawings, identical numerals in different figures represent identical or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0027] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically separate entities. That is, these functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0028] The flowcharts shown in the accompanying drawings are for illustrative purposes only and do not necessarily include all contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may be decomposed, while others may be combined or partially combined. Therefore, the actual execution order may vary depending on the actual situation.

[0029] In this application, "plurality" refers to two or more. "And / or" describes the relationship between related objects, indicating that three possible relationships exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally indicates that the related objects are in an "or" relationship.

[0030] For the complex road conditions of slopes and curves, the relevant technology does not record the identification method of slopes and curves, nor the control strategy corresponding to the complex road conditions. The driver needs to perform complex manual operations to ensure that the vehicle can smoothly pass the slope corners. The lack of vehicle automated control functions results in a poor driving experience.

[0031] To this end, one aspect of this application provides a method for controlling a vehicle turning on a slope. Figure 1 , Figure 1 This is a flow chart of a method for controlling a vehicle turning a slope, as shown in an exemplary embodiment of the present application. The control method includes at least steps S110 to S120, which are described in detail as follows:

[0032] S110: Calculate the current slope's curve radius based on the current steering wheel angle, the transmission ratio, and the vehicle's wheelbase, and calculate the curve speed limit based on the curve radius and the current slope.

[0033] This application uses IMU (Inertial Measurement Unit) and GPS (Global Positioning System) data to determine whether the vehicle is on a slope. The IMU collects the vehicle's pitch angle in real time. If the pitch angle is greater than a preset angle threshold, it is determined that the vehicle is on a slope. The pitch angle is integrated with the GPS data for analysis to determine the slope of the slope in real time. This application can also introduce the vehicle's wheel speed to determine the stability of the slope. If the vehicle's wheel speed changes smoothly, the slope is characterized as a stable slope, otherwise it is an unstable slope.

[0034] The steering wheel angle represents the vehicle's steering direction and magnitude. Each vehicle has an initial steering wheel position. Using this initial position as a reference, the angle formed by turning the steering wheel clockwise and counterclockwise to the stop position is the steering wheel angle. The positive or negative value of the steering wheel angle defines the steering direction. Furthermore, the steering direction of the steering wheel can indicate whether the road curve is to the left or right of the vehicle's direction of travel. For example, a positive steering wheel angle indicates a clockwise turn, and the road curve is to the right of the vehicle's direction of travel; a negative steering wheel angle indicates a counterclockwise turn, and the road curve is to the left of the vehicle's direction of travel.

[0035] The transmission ratio and vehicle wheelbase are both inherent parameters of the vehicle and are directly related to the connection structure and size of the vehicle's own related components.

[0036] The cornering speed limit is the maximum speed at which a vehicle can safely corner. If the vehicle's cornering speed exceeds the cornering speed limit, there is a safety risk.

[0037] An example calculation process for the curve radius of the current ramp is as follows: the current steering wheel angle is divided by the transmission ratio to calculate the vehicle's front wheel angle; and the vehicle wheelbase is divided by the vehicle's front wheel angle to calculate the current ramp's curve radius.

[0038] The calculation formula is: R = L / δ wheel , δ wheel =δ steer / N; where R represents the current slope’s curve radius, L represents the vehicle’s wheelbase, and δ wheel represents the vehicle front wheel turning angle, δ steer "R" represents the steering wheel angle, and "N" represents the gear ratio. The relationship between R and the preset radius can be used to determine the sharpness of a curve. If R is greater than the preset radius, the curve in the direction of travel is sharp; if R is less than or equal to the preset radius, the curve in the direction of travel is gentle. The specific value of the preset radius can be adjusted adaptively based on actual conditions and is not limited by this application.

[0039] An example calculation process for the cornering speed limit is as follows: a first parameter value is obtained by multiplying the product of the road friction coefficient of the current ramp and the acceleration of gravity, and the product of the curve radius and the cosine value of the slope of the current ramp; a second parameter value is obtained by multiplying the product of the curve radius and the sine value of the slope of the current ramp and the acceleration of gravity; a root operation is performed on the difference between the first parameter value and the second parameter value, and the calculated root value is used as the cornering speed limit.

[0040] The calculation formula is: Among them, V 限represents the cornering speed limit, μ represents the road friction coefficient, g represents the acceleration of gravity, R represents the curve radius, θ represents the slope of the ramp, μgRcosθ represents the first parameter value, and gRsinθ represents the second parameter value.

[0041] In some embodiments, the current vehicle speed is compared with the cornering speed limit to determine whether to control the vehicle to slow down: if the current vehicle speed is greater than the cornering speed limit, the vehicle needs to be controlled to slow down. This condition is an important prerequisite for determining the cornering control strategy of this application.

[0042] S120: If the curve radius is greater than or equal to the preset radius, the current vehicle speed is greater than the curve speed limit, the current steering wheel angle is greater than or equal to the preset angle, the current roll angle change rate is greater than or equal to the preset change rate, and the current slope of the slope is greater than the preset threshold slope, then a curve control strategy is determined based on the type, slope and curve radius of the current slope to control the vehicle to curve on the slope.

[0043] Roll angle is a key parameter that describes the rotation angle of the vehicle body around its longitudinal axis. It characterizes the body's roll state and is a crucial parameter for vehicle cornering analysis. The current roll angle rate of change is the quotient obtained by dividing the difference between the current roll angle and the previous roll angle by the previous roll angle.

[0044] The preset threshold slope is a parameter used to determine whether the road a vehicle is on is a ramp. If the current slope is greater than the preset threshold slope, the road the vehicle is on is a ramp; otherwise, it is a non-ramp. The preset threshold slope can be zero or any value greater than zero, and this application does not limit this.

[0045] Cornering control is an automated strategy for safely maneuvering a vehicle through a slope. This strategy automatically controls the vehicle through a curve on a slope without human intervention. This strategy considers not only the characteristics of the slope but also the curve itself. It is dependent not only on the type and gradient of the slope, but also on the curve radius.

[0046] The related technology determines whether the vehicle is turning based on the steering wheel angle and roll angle. It only considers the angle parameters at a single moment and cannot avoid parameter errors or human operation deviations at a single moment, which may lead to incorrect judgment that the vehicle is in a turning scenario. However, this embodiment not only considers the steering wheel angle at the current moment, but also combines the calculated curve radius and the roll angle change rate calculated based on the roll angle at different moments to determine whether the current vehicle is in a turning state in a multi-dimensional collaborative manner, covering different types of influencing parameters to improve the accuracy of the determination results. In addition, this embodiment introduces a cornering speed limit and a preset threshold slope to determine whether to trigger the composite cornering control strategy of ramp + corner. Not a single trigger condition can trigger the cornering control strategy of this embodiment, thereby improving the rigor.

[0047] This embodiment calculates the curve radius of the ramp the vehicle is on based on current vehicle parameters, and combines this with the current ramp gradient to calculate a cornering speed limit, which serves as the vehicle's speed limit during cornering. Based on the curve radius, current vehicle speed, current steering wheel angle, and current roll angle, the system determines whether the vehicle is currently in a ramp cornering scenario. If so, a cornering control strategy is determined based on the current ramp type, gradient, and curve radius to automatically control the vehicle during the cornering process. This improves vehicle autonomy, avoids complex manual control, and enhances the driving experience.

[0048] The relevant technology lacks research and judgment on the composite scenario of ramp + curve, and only uses the control method corresponding to the ramp scenario or the curve scenario to control the vehicle, which cannot ensure that the vehicle can drive safely and smoothly in the composite scenario.

[0049] To this end, in another exemplary embodiment of the present application, a detailed description is given of how to determine a cornering control strategy based on the type, slope, and curve radius of the current ramp. Figure 2 , Figure 2 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling a vehicle turning a slope. Figure 1 The illustrated S120 includes S210 to S220. There is no clear execution order between S210 and S220, which only characterizes how the cornering control strategy is determined for different slopes. The current slope type is an uphill slope, as detailed below:

[0050] S210: If the current slope is greater than the preset first slope, the motor output torque is determined based on the current slope, the power recovery intensity reduction value is determined based on the curve radius, and the cornering control strategy is determined based on the motor output torque and the power recovery intensity reduction value.

[0051] The preset first slope is a slope greater than a preset threshold slope. For example, the preset threshold slope is 0.5% and the preset first slope is 1%. If the current slope is greater than the preset threshold slope, it indicates that the vehicle is currently on a slope, but does not necessarily require hill control. The preset first slope is a critical judgment value used to determine whether to perform hill control on the vehicle. If the current slope is greater than the preset first slope, it indicates that the vehicle is not only on a slope, but also requires hill control.

[0052] On uphill roads, the vehicle must resist the downward component of gravity (which is related to the slope and vehicle weight). Increasing the motor's output torque improves traction on the drive wheels, ensuring a stable climb and preventing slippage or stalling due to insufficient power. In this embodiment, different slopes correspond to different motor output torques. A base motor output torque is preset for a first slope. Based on this, for every 1% increase in slope, the corresponding motor output torque increases by 5%. The specific increase can be adjusted adaptively based on the performance of different vehicles.

[0053] When the vehicle is turning, the vehicle's power is recovered to reduce the speed to or below the turning speed limit, thereby reducing the need for braking and ensuring the vehicle's safe passage through the curve.

[0054] If the current slope is greater than the preset first slope, it indicates that the current vehicle needs to consider the influence of the slope when cornering. The cornering control strategy includes an adjustment strategy for the motor output torque of the vehicle and a power recovery strategy. That is, the cornering control strategy includes controlling the motor output torque and power recovery intensity of the vehicle when cornering.

[0055] The motor output torque is determined based on the current slope. For example, the slope of the current slope is subtracted from a preset first slope, and the resulting slope difference is multiplied by the torque increase to quickly determine the increase in the motor output torque. This increase is then summed with the base motor output torque corresponding to the preset first slope. The resulting sum is the motor output torque used in the cornering control strategy. For example, the base motor output torque corresponding to the preset first slope is 10. On this basis, for every 1% increase in slope, the corresponding motor output torque increases by 5%. The slope difference obtained by subtracting the current slope from the preset first slope is 1%, thus determining the motor output torque used in the cornering control strategy as 10×(1+5%)=10.5. At the same time, the curve radius is matched with the preset curve radius range in Table 1, and the preset power recovery intensity adjustment value corresponding to the successfully matched preset curve radius range is determined to determine the power recovery intensity adjustment value. Considering that the vehicle is on an uphill road, the recovery intensity needs to be reduced, and the power recovery intensity adjustment value is used as the power recovery intensity reduction value, so that the basic power recovery intensity value is subtracted from the power recovery intensity adjustment value to obtain the recovery power intensity in the cornering control strategy.

[0056] Table 1: Example relationship between preset curve radius ranges and preset power recovery intensity adjustment values

[0057] Preset curve radius range Preset power recovery intensity adjustment value 0，5 0.2 5，10 0.5 …… ……

[0058] S220: If the current slope is less than or equal to a preset first slope, a power recovery intensity reduction value is determined based on the curve radius, and a cornering control strategy is determined according to the power recovery intensity reduction value.

[0059] If the current slope is less than or equal to the preset first slope, the influence of the current slope on the vehicle's cornering can be ignored, and the current vehicle driving scene can be approximately equivalent to the scene of cornering on a flat road. That is, it is only necessary to consider the influence of the curve-related parameters on the vehicle's driving, and it is only necessary to perform power recovery on the vehicle. The power recovery intensity adjustment value is determined according to the curve radius, thereby determining the recovery power intensity for controlling the vehicle's power recovery in the cornering control strategy.

[0060] This embodiment introduces the parameters required for the cornering control strategy on an uphill road. Based on the size relationship between the current slope and the preset first slope, an adaptive cornering control strategy is determined. This can prevent the vehicle from sliding down the slope due to excessive braking when cornering on an uphill road, thereby ensuring that the vehicle safely passes the curve on the uphill road.

[0061] In another exemplary embodiment of the present application, a method for determining a cornering control strategy for another type of slope is described in detail. Figure 3 , Figure 3is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling a vehicle turning a slope. Figure 1 The illustrated S120 includes S310 to S320. There is no clear execution order between S310 and S320, which only characterizes how the cornering control strategy is determined for different slopes. The current slope is a downhill slope, as detailed below:

[0062] S310: If the current slope is greater than the preset first slope and less than the preset second slope, the motor output power limit is determined based on the current slope, the power recovery intensity increase value is determined based on the curve radius, and the cornering control strategy is determined based on the motor output power limit and the power recovery intensity increase value.

[0063] The preset first slope is smaller than the preset second slope.

[0064] If the current slope is greater than the first preset slope and less than the second preset slope, the slope has a certain impact on the vehicle's cornering. The impact of gravity on the downhill road provides power to the vehicle in a disguised manner. By limiting the output of the motor power, the power supply to the vehicle is avoided. At the same time, the power recovery intensity is increased to control the vehicle's deceleration in a disguised manner.

[0065] The motor output power limit is a preset parameter, for example, 10 kW. In this scenario, the motor output power is controlled to be less than or equal to 10 kW when the vehicle is cornering.

[0066] The power recovery intensity increase value can be determined based on Table 1 above and will not be elaborated here. The matched power recovery intensity adjustment value is used as the power recovery intensity increase value, so that the basic power recovery intensity value is added with the power recovery intensity adjustment value to obtain the recovery power intensity in the cornering control strategy.

[0067] S320: If the current slope is greater than a preset second slope, a power recovery intensity increase value is determined based on the current slope and the curve radius, and a cornering control strategy is determined based on the power recovery intensity increase value.

[0068] If the current slope is greater than the preset second slope, it indicates that the slope has a greater impact on the vehicle's cornering. The influence of the vehicle's gravity acceleration on the downhill road provides power to the vehicle in disguise, causing the vehicle to accelerate through the corner. Here, power recovery needs to consider the power of two parts, that is, it is necessary to consider the influence of the slope and the curve radius at the same time, and increase the power recovery intensity to control the vehicle's deceleration in disguise.

[0069] The following is an example of how to determine the power recovery intensity increase value based on the current slope and curve radius: a first power recovery intensity increase value is determined based on the current slope, and a second power recovery intensity increase value is determined based on the curve radius; the sum of the first power recovery intensity increase value and the second power recovery intensity increase value is used as the power recovery intensity increase value.

[0070] For example, a preset second slope corresponds to a base regenerative braking intensity value. Based on this value, each 1% increase in slope corresponds to a 5% increase in motor output torque. The specific increase can be adaptively adjusted based on vehicle performance, allowing for rapid calculation of the first regenerative braking intensity increase value. The second regenerative braking intensity increase value can be determined based on Table 1 above and will not be further detailed here. The matched regenerative braking intensity adjustment value is used as the second regenerative braking intensity increase value, and the sum of the first regenerative braking intensity increase value and the second regenerative braking intensity increase value is used as the regenerative braking intensity increase value. The base regenerative braking intensity value and the regenerative braking intensity increase value are then summed, and this sum is used as the regenerative braking intensity in the cornering control strategy, thereby indirectly controlling vehicle deceleration.

[0071] When a vehicle is turning, the driver usually slows down by stepping on the brake pedal. Human operation is dominant and the vehicle cannot automatically control the turn.

[0072] To this end, in another exemplary embodiment of the present application, a detailed description is given of the situation where the cornering control strategy includes a braking control strategy. Figure 4 , Figure 4 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling a vehicle turning a slope. Figure 1 Based on the S110 to S120 shown, at least S410 to S420 are also included, which are detailed as follows:

[0073] S410: Calculate the speed difference between the current vehicle speed and the cornering speed limit, and compare the speed difference with a preset speed difference.

[0074] The preset speed difference can be adaptively adjusted according to the actual scenario, and this application does not limit its specific value.

[0075] S420: If the speed difference is greater than the preset speed difference, the braking control strategy is added to the cornering control strategy.

[0076] The braking control strategy is a strategy for controlling the vehicle to perform mechanical braking, similar to controlling the brake pedal to perform mechanical braking to reduce the vehicle speed.

[0077] If the speed difference is less than or equal to the preset speed difference, it indicates that controlling the vehicle based on the above-mentioned relevant cornering control strategy can ensure that the vehicle can safely corner without the need for other control operations on the vehicle.

[0078] If the speed difference is greater than the preset speed difference, the vehicle is controlled solely based on the aforementioned cornering control strategy, and the vehicle speed cannot be reduced to the cornering speed limit, making safe cornering impossible. In this case, a braking control strategy is added to the cornering control strategy to decelerate the vehicle and ensure safe cornering.

[0079] This embodiment determines whether to perform braking when the vehicle is cornering based on the speed difference between the current vehicle speed and the cornering speed limit, so as to control the vehicle to decelerate and ensure that the cornering speed is less than or equal to the cornering speed limit, thereby ensuring that the vehicle can corner safely.

[0080] In another exemplary embodiment of the present application, the application scenarios of the above-mentioned multiple control methods are exemplarily described. Figure 5 , Figure 5 Schematic diagram of an application scenario of the vehicle ramp cornering control method of the present application, wherein the vehicle 100 and the server 200 are connected via wireless communication, and the present application does not limit the connection method between them.

[0081] The server 200 may serve as an execution subject of the control method shown in any of the above exemplary embodiments to execute any of the above control methods, as exemplified below:

[0082] The server 200 calculates the turning radius of the current ramp based on the current steering wheel angle, transmission ratio, and vehicle wheelbase, and calculates the turning speed limit based on the turning radius and the slope of the current ramp; if the turning radius is greater than or equal to the preset radius, the current vehicle speed is greater than the turning speed limit, the current steering wheel angle is greater than or equal to the preset angle, the current roll angle change rate is greater than or equal to the preset change rate, and the slope of the current ramp is greater than the preset threshold slope, the server 200 determines the turning control strategy based on the type, slope, and turning radius of the current ramp to control the vehicle 100 to turn the ramp.

[0083] The server 200 can Figure 5As shown, the server 200 is placed in the vehicle 100. The server 200 can also be a physical server independent of the vehicle 100, or a server cluster or distributed system composed of multiple physical servers, wherein multiple servers can form a blockchain, and the server is a node on the blockchain. The server 200 can also be a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. This is not restricted here.

[0084] Another aspect of the present application also provides a control device for a vehicle turning on a slope, such as Figure 6 As shown, Figure 6 FIG. 6 is a schematic diagram of a control device for a vehicle turning a slope, according to an exemplary embodiment of the present application. The control device 600 includes:

[0085] The calculation module 610 is used to calculate the current slope's curve radius based on the current steering wheel angle, transmission ratio, and vehicle wheelbase, and calculate the cornering speed limit based on the curve radius and the current slope of the slope.

[0086] The control module 630 is used to determine a cornering control strategy based on the type, slope and cornering radius of the current slope to control the vehicle to corner on the slope if the cornering radius is greater than or equal to the preset radius, the current vehicle speed is greater than the cornering speed limit, the current steering wheel angle is greater than or equal to the preset angle, the current roll angle change rate is greater than or equal to the preset change rate, and the current slope of the slope is greater than the preset threshold slope.

[0087] In another exemplary embodiment, the type of the current slope is an uphill slope; the control module 630 includes:

[0088] The first control unit is used to determine the motor output torque based on the slope of the current slope, determine the power recovery intensity reduction value based on the curve radius, and determine the cornering control strategy based on the motor output torque and the power recovery intensity reduction value if the slope of the current slope is greater than a preset first slope.

[0089] The second control unit is used to determine a power recovery intensity reduction value based on the curve radius if the current slope is less than or equal to a preset first slope, and determine a cornering control strategy according to the power recovery intensity reduction value.

[0090] In another exemplary embodiment, the type of the current slope is a downhill type; the control module 630 includes:

[0091] The third control unit is used to determine the motor output limit power based on the slope of the current slope, determine the power recovery intensity increase value based on the curve radius, and determine the cornering control strategy based on the motor output limit power and the power recovery intensity increase value if the slope of the current slope is greater than the preset first slope and less than the preset second slope.

[0092] The fourth control unit is used to determine the power recovery intensity increase value based on the current slope and the curve radius if the slope of the current slope is greater than the preset second slope, and determine the cornering control strategy according to the power recovery intensity increase value.

[0093] In another exemplary embodiment, the fourth control unit includes:

[0094] The first determination module is used to determine a first increase value of the power recovery intensity based on the current slope, and to determine a second increase value of the power recovery intensity based on the curve radius.

[0095] The second determining section is used to take the sum of the first power recovery intensity increase value and the second power recovery intensity increase value as the power recovery intensity increase value.

[0096] In another exemplary embodiment, the control device 600 further includes:

[0097] The speed difference calculation module is used to calculate the speed difference between the current vehicle speed and the cornering speed limit, and compare the speed difference with the preset speed difference.

[0098] A strategy determination module is added to add the braking control strategy to the cornering control strategy if the speed difference is greater than a preset speed difference.

[0099] In another exemplary embodiment, the calculation module 610 includes:

[0100] The first calculation unit is used to divide the current steering wheel angle by the transmission ratio to calculate the vehicle front wheel angle.

[0101] The second calculation unit is used to divide the vehicle wheelbase by the vehicle front wheel turning angle to calculate the curve radius of the current slope.

[0102] In another exemplary embodiment, the calculation module 610 includes:

[0103] The third calculation unit is used to multiply the product of the road friction coefficient of the current slope and the acceleration of gravity, and the product of the curve radius and the cosine value of the slope of the current slope, to obtain a first parameter value; and to multiply the product of the curve radius and the sine value of the slope of the current slope, and the acceleration of gravity, to obtain a second parameter value.

[0104] The fourth calculation unit is used to perform a root operation on the difference between the first parameter value and the second parameter value, and use the calculated root value as the cornering speed limit.

[0105] The control device of this application calculates the curve radius of the ramp the vehicle is on based on the current vehicle parameters related to the vehicle, and calculates the cornering speed limit based on the current slope of the ramp to serve as the vehicle's speed limit during the cornering process. Based on the curve radius, current vehicle speed, current steering wheel angle, and current roll angle, it determines whether the vehicle is currently in a ramp cornering scenario. If it is determined that the vehicle is currently in a ramp cornering scenario, it determines a cornering control strategy based on the current ramp type, slope, and curve radius to automatically control the vehicle to corner on the ramp, thereby improving vehicle autonomy, avoiding complex human control, and thus enhancing the driving experience.

[0106] It should be noted that the control device provided in the above embodiment and the control method provided in the above embodiment belong to the same concept, and the specific manner in which each module and unit performs operations has been described in detail in the method embodiment and will not be repeated here.

[0107] Another aspect of the present application provides an electronic device, comprising: a controller; and a memory for storing one or more programs, which, when executed by the controller, executes the above-mentioned control method.

[0108] See also Figure 7 , Figure 7 1 is a structural diagram of a computer system of an electronic device shown in an exemplary embodiment of the present application, which shows a structural diagram of a computer system of an electronic device suitable for implementing an embodiment of the present application.

[0109] It should be noted that Figure 7 The computer system 700 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0110] like Figure 7As shown, the computer system 700 includes a central processing unit (CPU) 701, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 702 or the program loaded from the storage part 708 into the random access memory (RAM) 703, such as executing the method in the above embodiment. Various programs and data required for system operation are also stored in the RAM 703. The CPU 701, ROM 702 and RAM 703 are connected to each other via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0111] The following components are connected to the I / O interface 705: an input section 706 including a keyboard, a mouse, and the like; an output section 707 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 708 including a hard disk and the like; and a communication section 709 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to the I / O interface 705 as needed. A removable medium 711, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 710 as needed, so that a computer program read therefrom can be installed into the storage section 708 as needed.

[0112] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 709, and / or installed from a removable medium 711. When the computer program is executed by the central processing unit (CPU) 701, the various functions defined in the system of the present application are executed.

[0113] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device. In the present application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable computer program. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0114] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0115] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. In some cases, the names of these units do not constitute limitations on the units themselves.

[0116] Another aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned control method. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently and not be incorporated into the electronic device.

[0117] Another aspect of the present application further provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the control method provided in each of the above embodiments.

[0118] According to one aspect of an embodiment of the present application, a computer system is further provided, including a central processing unit (CPU), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) or a program loaded from a storage portion into a random access memory (RAM), such as executing the method in the above embodiment. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0119] The following components are connected to the I / O interface: an input section including a keyboard, mouse, etc.; an output section including a cathode ray tube (CRT), liquid crystal display (LCD), and speakers; a storage section including a hard disk; and a communication section including a network interface card such as a LAN (Local Area Network) card and a modem. The communication section performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface as needed. Removable media such as magnetic disks, optical disks, magneto-optical disks, semiconductor memories, etc. are installed in the drive as needed so that computer programs read from them can be installed into the storage section as needed.

[0120] The above content is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. Ordinary technicians in this field can easily make corresponding changes or modifications based on the main ideas and spirit of the present application. Therefore, the scope of protection of the present application shall be based on the scope of protection required by the claims.

Claims

1. A method for controlling a vehicle turning on a slope, characterized in that: The control method includes: Calculate the current slope's curve radius based on the current steering wheel angle, transmission ratio, and vehicle wheelbase, and calculate the cornering speed limit based on the curve radius and the current slope; If the curve radius is greater than or equal to the preset radius, the current vehicle speed is greater than the cornering speed limit, the current steering wheel angle is greater than or equal to the preset angle, the current roll angle change rate is greater than or equal to the preset change rate, and the current slope of the ramp is greater than the preset threshold slope, then a cornering control strategy is determined based on the type and slope of the current ramp and the curve radius to control the vehicle to corner on the ramp.

2. The control method according to claim 1, characterized in that: The current ramp type is an uphill type; and determining a cornering control strategy based on the current ramp type, slope, and curve radius includes: If the current slope is greater than a preset first slope, determining the motor output torque based on the current slope, determining a power recovery intensity reduction value based on the curve radius, and determining a cornering control strategy based on the motor output torque and the power recovery intensity reduction value; If the current slope is less than or equal to the preset first slope, the power recovery intensity reduction value is determined based on the curve radius, and the cornering control strategy is determined according to the power recovery intensity reduction value.

3. The control method according to claim 1, characterized in that: The current slope type is a downhill type; the determining of the cornering control strategy according to the current slope type, slope, and curve radius includes: If the current slope is greater than a preset first slope and less than a preset second slope, determining a motor output power limit based on the current slope, determining a power recovery intensity increase value based on the curve radius, and determining a cornering control strategy based on the motor output power limit and the power recovery intensity increase value; If the current slope is greater than the preset second slope, the power recovery intensity increase value is determined based on the current slope and the curve radius, and the cornering control strategy is determined according to the power recovery intensity increase value.

4. The control method according to claim 3, characterized in that: The determining of the power recovery intensity increase value based on the current slope and the curve radius includes: determining a first increase value of the power recovery intensity based on the current slope, and determining a second increase value of the power recovery intensity based on the curve radius; The sum of the first power recovery intensity increase value and the second power recovery intensity increase value is used as the power recovery intensity increase value.

5. The control method according to claim 1, characterized in that: The control method further includes: Calculating a speed difference between the current vehicle speed and the cornering speed limit, and comparing the speed difference with a preset speed difference; If the speed difference is greater than the preset speed difference, a braking control strategy is added to the cornering control strategy.

6. The control method according to any one of claims 1 to 5, characterized in that: The method of calculating the current slope's curve radius based on the current steering wheel angle, transmission ratio, and vehicle wheelbase includes: Divide the current steering wheel angle by the transmission ratio to calculate the vehicle's front wheel angle; The vehicle wheelbase is divided by the front wheel turning angle of the vehicle to calculate the curve radius of the current slope.

7. The control method according to any one of claims 1 to 5, characterized in that: The cornering speed limit calculated based on the cornering radius and the current slope of the ramp includes: A first parameter value is obtained by multiplying the product of the road friction coefficient of the current ramp and the acceleration of gravity, and the product of the curve radius and the cosine value of the slope of the current ramp; and a second parameter value is obtained by multiplying the product of the curve radius and the sine value of the slope of the current ramp and the acceleration of gravity. A root operation is performed on the difference between the first parameter value and the second parameter value, and the calculated root value is used as the cornering speed limit.

8. A control device for a vehicle turning on a slope, characterized in that: The control device comprises: a calculation module, configured to calculate a current ramp's curve radius based on a current steering wheel angle, a transmission ratio, and a vehicle wheelbase, and to calculate a cornering speed limit based on the curve radius and the current ramp's gradient; The control module is configured to determine a cornering control strategy based on the type and slope of the current ramp and the curve radius to control the vehicle to corner on the ramp if the curve radius is greater than or equal to a preset radius, the current vehicle speed is greater than the cornering speed limit, the current steering wheel angle is greater than or equal to the preset angle, the current roll angle change rate is greater than or equal to the preset change rate, and the current slope of the ramp is greater than a preset threshold slope.

9. An electronic device, characterized in that: include: Controller; A memory for storing one or more programs, which, when executed by the controller, enables the controller to implement the control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that Computer-readable instructions are stored thereon, and when the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the control method according to any one of claims 1 to 7.

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