Vehicle control method and device

Abstract

The application provides a vehicle control method and device. The vehicle control method comprises: determining whether the vehicle is in a specific working condition; wherein the specific working condition comprises one of the following: a hill coasting working condition, a hill reversing working condition; in the case that the vehicle is in the specific working condition, adjusting a current pose of the vehicle to a target pose; the target pose is that at least one wheel of the vehicle is outwardly deflected by a target angle relative to a first direction, and the first direction refers to a longitudinal axis direction of a vehicle body of the vehicle. According to the above technical solution, in the case that the vehicle is in the specific working condition, the lateral grip and the longitudinal friction of the tire are enhanced by adjusting the vehicle to the target pose, so that the safety of the hill coasting is improved, and the user experience is improved.

Description

Technical Field

[0001] This application relates to, but is not limited to, the field of vehicle control technology, and in particular to a vehicle control method and apparatus. Background Technology

[0002] In related technologies, when a vehicle rolls backward on an incline, the braking system is typically used to keep the vehicle stationary or allow it to slide slowly, preventing it from rolling backward. Related solutions employ electronic parking brake systems in conjunction with slope sensors, or combine historical driving trajectory information to assist in determining the current state. However, these methods primarily rely on controlling the braking force and do not consider optimizing stability and path consistency during the rollback process by adjusting wheel posture. Therefore, when dealing with complex incline environments, they suffer from high response delays and insufficient control precision, thus affecting driving safety and comfort. Summary of the Invention

[0003] In view of this, embodiments of this application provide a vehicle control method and apparatus.

[0004] The technical solution of this application embodiment is implemented as follows:

[0005] In a first aspect, embodiments of this application provide a vehicle control method applied to a vehicle, comprising: determining whether the vehicle is in a specific operating condition; wherein the specific operating condition includes one of the following: a ramp rollaway condition, a ramp reversing condition; when the vehicle is in the specific operating condition, adjusting the current pose of the vehicle to a target pose; the target pose is a target angle by which at least one wheel of the vehicle is deflected outward relative to a first direction, wherein the first direction refers to the longitudinal axis direction of the vehicle body.

[0006] Based on the aforementioned technical means, when a vehicle is in a specific operating condition, adjusting the vehicle to a target posture—that is, at least one wheel being deflected outwards by a target angle relative to the longitudinal axis of the vehicle body—can improve the lateral grip and longitudinal friction between the tires and the ground, thereby effectively suppressing the tendency to roll backwards. Simultaneously, generating a historical trajectory based on the posture recorded during uphill driving and guiding the vehicle to roll along this trajectory maintains the controllability of the vehicle's path, avoiding loss of directional control due to poor road surface adhesion. Compared to existing technologies that rely on road surface adhesion for correction, utilizing an outward-pointing posture to enhance the lateral grip and longitudinal friction of the tires improves the safety of rolling backwards on slopes and enhances the user experience.

[0007] In some embodiments, when the vehicle is in the ramp rolling condition and rolling in a target pose, the vehicle is controlled to roll along a historical trajectory; the historical trajectory is generated based on the pose of the vehicle at least two historical moments when it was going uphill.

[0008] Based on the aforementioned technical means, a historical trajectory is generated based on the vehicle's pose at least two historical moments when going uphill, and the vehicle is guided to glide along this historical trajectory. This can maintain the controllability of the vehicle's driving path and avoid the problem of loss of directional control due to poor road surface adhesion conditions.

[0009] In some embodiments, based on the vehicle coordinates at the current moment and the historical trajectory, the deflection information of the vehicle at the current moment is determined; based on the deflection information of the vehicle at the current moment, the target rotation information of the target wheel and the target braking force of the target wheel are determined; based on the target rotation information and the target braking force, the target wheel is adjusted to the target state so that the vehicle rolls along the historical trajectory.

[0010] Based on the aforementioned technical means, by acquiring the vehicle's coordinates at the current moment and calculating the vehicle's deflection information relative to the historical trajectory based on these coordinates and historical trajectory, the target rotation angle and target braking force of the target wheels are determined based on the deflection information. Ultimately, the vehicle is controlled to coast with the target rotation angle and target braking force. This allows for accurate judgment of the vehicle's motion state, enabling dynamic correction of the vehicle's attitude and thus improving driving safety and handling stability on low-friction road surfaces.

[0011] In some embodiments, the vehicle's pose includes trajectory matrix coordinates in the world coordinate system at a historical moment; the deflection information includes deflection angle, deflection distance, and deflection direction; the deflection distance includes a first distance and a second distance; the first distance represents the distance between the center of the vehicle's front axle and the historical trajectory along the front axle direction; the second distance represents the distance between the center of the vehicle's rear axle and the historical trajectory along the rear axle direction; a historical trajectory equation in the whole vehicle coordinate system is generated based on the vehicle coordinates and the trajectory matrix coordinates; the first distance and the second distance are determined based on the trajectory equation and the vehicle's wheelbase; the deflection angle and deflection direction of the vehicle relative to the historical trajectory are determined based on the first distance, the second distance, and the wheelbase.

[0012] Based on the aforementioned technical methods, by using the first and second distances between the front and rear axle centers and the historical trajectory, combined with the trajectory equation and wheelbase in the vehicle coordinate system, the lateral attitude changes of the vehicle can be captured more accurately. This allows for faster identification of the vehicle's yaw state, enabling timely adjustments to four-wheel steering and drive force distribution, thereby achieving safer and smoother hill-roll assist control.

[0013] In some embodiments, the trajectory point matrix coordinates are converted into trajectory point matrix coordinates in the vehicle coordinate system based on the vehicle coordinates; and historical trajectory equations in the vehicle coordinate system are generated based on the trajectory point matrix coordinates in the vehicle coordinate system.

[0014] Based on the aforementioned technical methods, by generating historical trajectory equations using trajectory point matrix coordinates in the vehicle coordinate system, the vehicle's historical driving path can be effectively represented. This allows for a more accurate assessment of the vehicle's offset state, thereby improving the response speed and control precision of the hill-rolling assist system, and ultimately better ensuring the safe driving of vehicles on low-friction surfaces.

[0015] In some embodiments, the target rotation information is determined based on the deflection direction and the deflection angle; the response rate of the target braking force is determined based on the deflection distance and the deflection angle; and the target braking force supports the rotation of the target wheel.

[0016] Based on the aforementioned technical means, the braking force of the target wheel is adjusted to the target braking force through real-time response speed, thereby releasing the wheel from a locked state, allowing the wheel to rotate, and improving lateral grip. This achieves more effective vehicle correction and stability control, thus improving the vehicle's handling performance and safety in complex road conditions.

[0017] In some embodiments, the target rotation information includes a target rotation angle and a target rotation direction, wherein the deflection direction is taken as the target rotation direction; if the deflection angle is greater than or equal to a second preset angle, the preset angle is determined as the target rotation angle; if the deflection angle is less than the second preset angle, the deflection angle is determined as the target rotation angle; wherein the preset angle is greater than or equal to the target angle.

[0018] Based on the aforementioned technical methods, the deflection angle is segmented by a preset angle, allowing for flexible adjustment of the vehicle's steering control strategy under different road conditions and degrees of offset. This prevents secondary slippage caused by overcorrection, thereby improving vehicle handling stability on low-friction surfaces, enhancing driving safety, and improving the user experience.

[0019] In some embodiments, when the vehicle is in the reverse driving condition on the slope, in response to a steering wheel rotation event, a first rotation angle of the wheel corresponding to the steering wheel rotation angle is obtained; the first rotation angle is compensated based on the target angle to obtain a second rotation angle; and the vehicle steering is controlled based on the second rotation angle.

[0020] Based on the aforementioned technical methods, by compensating for steering wheel rotation events during reversing and incorporating preset angles, more precise vehicle steering control can be achieved. This improves vehicle handling on low-friction surfaces or slopes, thereby enhancing reversing safety and stability, and ultimately increasing driver confidence and operational efficiency.

[0021] In some embodiments, a scaling factor is generated based on the target angle; and the second rotation angle is determined based on the scaling factor and the first rotation angle.

[0022] Based on the aforementioned technical means, by generating a proportional coefficient based on the target angle and determining the second rotation angle in combination with the first rotation angle, more precise steering compensation can be achieved. This effectively balances the driver's intentions with the system's safety control strategy, thereby improving the vehicle's handling stability on low-friction surfaces and enhancing safety during reversing.

[0023] Secondly, embodiments of this application provide a vehicle control device applied to a vehicle. The device includes: a determining module, used to determine whether the vehicle is in a specific operating condition; wherein the specific operating condition includes one of the following: a ramp rollaway condition, a ramp reversing condition; and an adjusting module, used to adjust the current pose of the vehicle to a target pose when the vehicle is in the specific operating condition; the target pose is a target angle by which at least one wheel of the vehicle is deflected outward relative to a first direction; the first direction refers to the longitudinal axis direction of the vehicle body.

[0024] Thirdly, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor, and the processor executes the program to implement some or all of the steps in the above-described method.

[0025] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the above-described method.

[0026] The beneficial effects of this application are:

[0027] By adjusting the vehicle's current pose to a target pose—that is, at least one wheel is deflected outwards by a target angle relative to the vehicle's longitudinal axis—the lateral grip and longitudinal friction between the tires and the ground can be improved, effectively suppressing the tendency to roll backwards. Simultaneously, a historical trajectory is generated based on the pose recorded during uphill driving, and the vehicle is guided to roll along this trajectory, maintaining the controllability of the vehicle's path and avoiding loss of directional control due to poor road surface adhesion. Compared to existing technologies that rely on road surface adhesion for correction, this method enhances the lateral grip and longitudinal friction of the tires by utilizing an outward-pointing posture, combined with active correction of vehicle slippage trends based on historical trajectories, thereby improving the safety of rolling backwards on slopes and enhancing the user experience.

[0028] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and are not intended to limit the technical solutions of this application. Attached Figure Description

[0029] In the accompanying drawings (which are not necessarily drawn to scale), similar reference numerals may describe similar parts in different views. Similar reference numerals with different letter suffixes may indicate different examples of similar parts. The drawings illustrate, by way of example and not limitation, the various embodiments discussed herein.

[0030] Figure 1 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0031] Figure 2 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0032] Figure 3 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0033] Figure 4 A schematic diagram illustrating the implementation process of a vehicle control method provided in an embodiment of this application;

[0034] Figure 5 A schematic diagram illustrating the implementation process of a vehicle control method provided in an embodiment of this application;

[0035] Figure 6 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0036] Figure 7 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0037] Figure 8a A schematic diagram illustrating the implementation process of a vehicle attitude determination method provided in this application embodiment;

[0038] Figure 8b A schematic diagram illustrating a vehicle posture provided in an embodiment of this application;

[0039] Figure 9 A schematic diagram illustrating a vehicle posture provided in an embodiment of this application;

[0040] Figure 10a A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0041] Figure 10b A schematic diagram of vehicle posture provided for an embodiment of this application;

[0042] Figure 11 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application;

[0043] Figure 12This is a schematic diagram of the hardware entity of a vehicle provided in an embodiment of this application. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this application.

[0045] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the specific embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present application and to fully convey the scope of the disclosure of the present application to those skilled in the art.

[0046] In the following description, numerous specific details are set forth in order to provide a more thorough understanding of this application. However, it will be apparent to those skilled in the art that this application can be practiced without one or more of these details. In other instances, to avoid confusion with this application, some technical features well-known in the art have not been described; that is, not all features of actual embodiments are described herein, nor are well-known functions and structures described in detail.

[0047] In the accompanying drawings, for clarity, the dimensions of layers, areas, and elements, as well as their relative dimensions, may be exaggerated. The same reference numerals denote the same elements throughout.

[0048] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. When used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising” and / or “including,” when used in this specification, identify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups. When used herein, the term “and / or” includes any and all combinations of the associated listed items.

[0049] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The technical and scientific terms used herein are for the purpose of describing embodiments of this application only and do not limit the scope of this application.

[0050] When a vehicle rolls down a slope, the braking system is usually used to keep the vehicle stationary or to allow it to slide slowly, preventing it from rolling backward. However, this system suffers from high response delays and insufficient control precision. In particular, when the vehicle slides unexpectedly, it is difficult to effectively keep the vehicle moving along its original trajectory, thus affecting driving safety and comfort.

[0051] To address the aforementioned technical problems, this application provides a vehicle control method, comprising: determining whether the vehicle is in a specific operating condition; wherein the specific operating condition includes one of the following: a slope roll-back condition, a slope reversing condition; when the vehicle is in the specific operating condition, adjusting the vehicle's current pose to a target pose; the target pose is a target angle by which at least one wheel of the vehicle is deflected outward relative to a first direction, the first direction referring to the longitudinal axis direction of the vehicle body. In this way, by utilizing the outward V-shape of the wheels, the lateral grip and longitudinal friction between the tires and the ground are improved, thereby effectively suppressing the tendency to roll back; thus improving the safety of rolling back on a slope and enhancing the user experience.

[0052] Figure 1 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes the following steps S101 and S102, combining... Figure 1 The steps shown are explained.

[0053] Step S101: Determine whether the vehicle is in a specific working condition; wherein, the specific working condition includes one of the following: ramp rollaway working condition, ramp reversing working condition.

[0054] In some embodiments, the specific operating condition characterizes a non-active driving state in which the vehicle slides downhill on a slope. For example, a slope rollaway condition or a slope reversing condition.

[0055] In some embodiments, the vehicle's motion state can be detected by sensors (vehicle speed sensor, wheel speed sensor, tilt wave sensor, position sensor) installed on the vehicle, thereby determining whether the vehicle is currently in a specific operating condition.

[0056] For example, if it is detected that the vehicle is on a slope, the wheel speed is 0, and the vehicle is moving downhill along the slope, then it is determined that the vehicle is in a slope roll-back condition; if it is detected that the vehicle is on a slope, the wheel speed is greater than a preset speed, and the vehicle is moving downhill along the slope, then it is determined that the vehicle is in a slope reversing condition.

[0057] Step S102: When the vehicle is in a specific working condition, adjust the current pose of the vehicle to the target pose.

[0058] The target pose is the outward deflection of at least one wheel of the vehicle relative to a first direction by a target angle; the first direction refers to the longitudinal axis direction of the vehicle body.

[0059] In some embodiments, the slope slippage condition refers to a state in which a vehicle unexpectedly slides downhill on a slope with a low coefficient of friction due to insufficient tire grip. This can occur on conditions such as snow, sand, or wet surfaces, where the vehicle may be unable to effectively control its sliding direction and speed using conventional braking methods. During the slope slippage condition, the rotational speed of each wheel is zero; that is, the wheels are locked.

[0060] In some embodiments, the hill-start reversing condition refers to the working condition in which the vehicle is in reverse driving mode on a slope with a low coefficient of adhesion.

[0061] In some embodiments, the target pose refers to the wheel being deflected outward by a target angle relative to the longitudinal axis of the vehicle body, forming an outward V-shape. All wheels can be adjusted to the target pose, and any vehicle can be adjusted to the target pose to increase the lateral and longitudinal friction between the tires and the ground, thereby suppressing the vehicle's slippage tendency.

[0062] In some embodiments, the target angle is an angle value set based on a combination of vehicle structure and road conditions, such as 10°. When the wheel deflects outward by 10° along the longitudinal axis of the vehicle body, it can provide greater friction to the vehicle to suppress the vehicle's downward tendency. The target angle can be calibrated based on actual tests.

[0063] In some embodiments, the target angle for the outward deflection of the vehicle's longitudinal axis is also the target angle for the wheel's toe angle. This can be understood as the angle between the wheel centerline and the vehicle's longitudinal axis (the direction of travel) when viewed from above. The toe angle includes positive and negative toe; positive toe represents the wheel's front end deflecting inward towards the vehicle's longitudinal axis, i.e., forming an inward-pointing posture; negative toe represents the vehicle's front end deflecting outward towards the vehicle's longitudinal axis, i.e., an outward-pointing posture. The positive or negative toe angle is set as the target angle. In some embodiments, when the vehicle is rolling backward on a slope, independent steering control is first applied to all four wheels of the vehicle, and the direction of the roll is determined. Based on the roll direction, at least one wheel is adjusted to the target position.

[0064] For example, if the vehicle rolls to the left rearward, at least one wheel on the right side is adjusted to the target position to increase the lateral friction on the right side of the vehicle and suppress the vehicle from rolling to the left rearward.

[0065] For example, if the vehicle rolls parallel to the direction of the slope, all wheels can be adjusted to the target position to increase the longitudinal friction of the vehicle and prevent it from rolling backward.

[0066] In this embodiment, it is first determined whether the vehicle is in a specific operating condition, including a slope roll-off condition and a slope reversing condition. When the vehicle is in a specific operating condition, by adjusting the vehicle to a target position, i.e., at least one wheel is deflected outward by a target angle relative to the longitudinal axis of the vehicle body, the lateral grip and longitudinal friction between the tires and the ground can be improved, effectively suppressing the roll-off tendency. This improves the safety of the vehicle rolling off the slope and enhances the user experience.

[0067] In some embodiments, step S102 above, when the vehicle is in the ramp rollover condition and is rolling over in the target pose, further includes the following real-time process:

[0068] Control the vehicle to coast along the historical trajectory.

[0069] The historical trajectory is generated based on the pose of the vehicle at at least two historical moments when it was going uphill.

[0070] In some embodiments, the historical trajectory is the driving trajectory recorded by the vehicle during uphill driving, determined by the vehicle's pose relative to the ground when going uphill, where the pose may include the vehicle's coordinates, heading angle, etc. Specifically, during vehicle operation, if the vehicle is detected to be on a slope, the vehicle's pose is acquired in real time based on onboard sensors. When the vehicle is experiencing rollback on the slope, the historical trajectory is generated based on the pose to correct the vehicle's course.

[0071] In some embodiments, during the process of the vehicle coasting with the wheels as the target pose, the real-time pose of the vehicle is acquired, the offset between the vehicle and the historical trajectory is obtained based on the real-time pose and the historical trajectory of the vehicle, and the steering angle and braking force of at least one wheel are adjusted based on the offset to control the vehicle to coast based on the historical trajectory.

[0072] For example, if a rightward drift of the vehicle's rear is detected, the steering angle of the left rear wheel is adjusted based on the rightward drift angle to turn it to the right, and the braking force on the left rear wheel is gradually reduced to allow it to disengage and rotate, thereby increasing lateral drag, reducing lateral drift, and allowing the vehicle to move along or parallel to its historical trajectory. Furthermore, after disengaging the left rear wheel by reducing its braking force, the driving force on the left rear wheel can be increased to enhance lateral friction.

[0073] In this embodiment, when the vehicle is in the slope rolling condition and rolling in a target pose, a historical trajectory is generated based on the pose recorded during the uphill run, and the vehicle is guided to roll along this historical trajectory. This maintains the controllability of the vehicle's driving path and avoids loss of directional control due to poor road surface adhesion. Compared to the existing technology's correction method that relies on road surface adhesion, this trajectory-based feedback control mechanism enables proactive intervention and correction of the vehicle's slippage trend, thereby improving the safety and reliability of rolling on slopes or reversing.

[0074] Figure 2 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, based on... Figure 1 , Figure 1 Step S102 can be updated to steps S201 to S203, combining Figure 2 The steps shown are explained.

[0075] Step S201: Based on the vehicle coordinates at the current moment and the historical trajectory, determine the vehicle's deflection information at the current moment.

[0076] In some embodiments, deflection information may include deflection angle, deflection distance, and deflection direction.

[0077] In some embodiments, the vehicle coordinates at the current moment are coordinates in the world coordinate system.

[0078] In some embodiments, the deflection angle may include the deflection angle of the front of the vehicle relative to the historical trajectory and the deflection angle of the rear of the vehicle relative to the historical trajectory.

[0079] In some embodiments, the deflection distance may include the deflection distance of the front of the vehicle relative to the historical trajectory and the deflection distance of the rear of the vehicle relative to the historical trajectory. Specifically, the deflection distance of the front of the vehicle relative to the historical trajectory may be the distance between the center of the front axle of the vehicle and the historical trajectory along the front axle direction, and the deflection distance of the rear of the vehicle relative to the historical trajectory may be the distance between the center of the rear axle of the vehicle and the historical trajectory along the rear axle direction.

[0080] In some embodiments, the deflection direction may include the deflection direction of the front of the vehicle relative to the historical trajectory and the deflection direction of the rear of the vehicle relative to the historical trajectory. For example, if the vehicle traverses the historical trajectory laterally, it can be understood that the front of the vehicle is displaced to the left of the historical trajectory and the rear of the vehicle is located to the right of the historical trajectory. In this case, the deflection direction of the front of the vehicle relative to the historical trajectory is leftward, and the deflection direction of the rear of the vehicle relative to the historical trajectory is rightward.

[0081] In some embodiments, a historical trajectory equation can be fitted based on the pose of the historical trajectory, and the pose deviation between the vehicle and the historical trajectory can be determined based on the historical trajectory equation and the vehicle's coordinate data. Then, the deflection distance, deflection direction, and deflection angle of the vehicle relative to the historical trajectory can be determined based on the pose deviation.

[0082] For example, if the historical trajectory equation is a straight line, the deflection distance is determined based on the distance formula; the deflection angle between the vehicle and the historical trajectory is determined based on the heading angle of the vehicle in the historical trajectory corresponding to the current position and the real-time heading angle; the deflection amount of the vehicle to the historical trajectory is determined based on the historical trajectory equation and the vehicle coordinates; and the deflection direction between the vehicle and the historical trajectory is determined based on the deflection amount and the direction vector of the historical trajectory.

[0083] Step S202: Based on the vehicle's deflection information at the current moment, determine the target rotation information of the target wheel and the target braking force of the target wheel.

[0084] In some embodiments, target rotation information refers to the angle and direction at which each wheel should turn, determined based on the current deflection state of the vehicle, to guide the vehicle back to the expected trajectory.

[0085] In some embodiments, the target braking force refers to the magnitude of the braking force that should be applied when each wheel is released from lock-up. When the wheel braking force reaches the target braking force, it indicates that the wheel is released from lock-up. It can be understood that the target braking force is such that the wheel can rotate.

[0086] In some embodiments, the target wheel includes at least one wheel; wherein the target wheel is determined based on the vehicle's deflection direction. For example, if the vehicle's rear historical trajectory deflects to the right, the target wheel is determined to be the vehicle's left rear wheel.

[0087] In some embodiments, after the vehicle deflects relative to its historical trajectory, the angle and direction of the target rotation information are determined based on the deflection angle and direction. Within a certain range, the larger the deflection angle, the greater the angle in the target rotation information. For example, if each wheel of the vehicle is in the target pose, the target rotation angle should be within the range of -target angle to target angle. For instance, if the target angle is 10°, the target rotation angle increases with the increase of the deflection angle within the range of -10° to 10°.

[0088] In some embodiments, the response rate of the target braking force is determined based on the deflection angle and deflection distance, including obtaining a comprehensive deflection coefficient by weighted summation of the deflection angle and deflection distance, and determining the response rate of the target braking force based on the comprehensive deflection coefficient, the vehicle proportion coefficient, and the real-time speed; wherein the vehicle proportion coefficient can characterize the ratio of vehicle mass to inertia, and this coefficient is obtained based on real vehicle testing.

[0089] Step S203: Adjust the target wheels to the target state based on the target rotation information and the target braking force, so that the vehicle can coast along the historical trajectory.

[0090] In some embodiments, when the vehicle is on a slope and is sliding towards the target position, the target wheel is determined based on the vehicle's deflection direction; for example, if the vehicle deflects to the right when sliding towards the bottom of the slope, the target wheel is the vehicle's left rear wheel.

[0091] In some embodiments, the target rotation information may include the target rotation angle and the target rotation direction; the target braking force characterizes the braking force supporting the wheel rotation.

[0092] In some embodiments, controlling the target wheel to the target state can be understood as: rotating the target wheel in the target rotation direction by a target rotation angle, and gradually reducing the braking force of the target wheel to the target braking force, so that the target wheel can release the locked state and resume rotation; thereby causing the vehicle to slide down based on the historical trajectory, or slide down along a trajectory parallel to the historical trajectory.

[0093] During execution, the system continuously monitors the vehicle's actual movement and adjusts the target wheels, their target rotation angle, and target rotation direction based on feedback data to ensure the vehicle can stably complete the coasting or reversing operation until it comes to a stop.

[0094] In this embodiment, the vehicle's coordinates in the world coordinate system are obtained, and the deflection angle, deflection distance, and deflection direction are calculated based on these coordinates. This allows for the determination of the target wheel's rotation angle and target braking force, ultimately controlling the vehicle to coast in the target posture. This accurately determines the vehicle's motion state, enabling dynamic correction of the vehicle's attitude and improving driving safety and handling stability on low-friction road surfaces.

[0095] Figure 3 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, based on... Figure 2 The vehicle's pose includes trajectory point coordinates in the world coordinate system; the deflection information includes deflection angle, deflection distance, and deflection direction. Figure 2 Step S202 can be updated to steps S301 to S303, combining Figure 3 The steps shown are explained.

[0096] Step S301: Generate a historical trajectory equation in the whole vehicle coordinate system based on the vehicle coordinates and the trajectory point matrix coordinates.

[0097] In some embodiments, the world coordinate system is a global reference coordinate system used to describe the absolute position and orientation of an object in space.

[0098] In some embodiments, during the process of the vehicle coasting with the wheels as the target pose, the vehicle coordinates in the world coordinate system are acquired in real time based on the kinematic sensors installed on the vehicle; wherein, the vehicle coordinates are used to determine the current positional relationship of the vehicle relative to the historical trajectory.

[0099] In some embodiments, the aforementioned historical trajectory is obtained based on pose in a world coordinate system.

[0100] In some embodiments, the deviation between the vehicle and the historical trajectory is determined based on the vehicle coordinates in the world coordinate system and the historical trajectory.

[0101] In some embodiments, trajectory matrix coordinates refer to multiple consecutive coordinate points recorded in the world coordinate system along the vehicle's traveled path, used to describe the vehicle's historical travel trajectory. These points are typically collected by a high-precision positioning system (such as GNSS or lidar) and recorded at certain time intervals or spatial intervals. The density of the trajectory matrix coordinates determines the accuracy of the trajectory fitting; the more points, the closer the fitted curve is to the actual travel path.

[0102] In some embodiments, the first distance and the second distance represent the lateral deviations of the vehicle's front and rear axle centers from the historical trajectory, respectively. The first distance reflects the degree of deviation of the front wheel position relative to the trajectory line, while the second distance reflects the degree of deviation of the rear wheel position.

[0103] In some embodiments, it is first necessary to determine the transformation relationship between the trajectory point matrix coordinates in the world coordinate system and the trajectory point matrix coordinates in the whole vehicle coordinate system based on the vehicle coordinates in the world coordinate system. Based on the transformation relationship, the trajectory point matrix coordinates in the whole vehicle coordinate system are obtained. The historical trajectory equation is generated based on the trajectory point matrix coordinates in the whole vehicle coordinate system, including: obtaining the trajectory point matrix coordinates in the whole vehicle coordinate system that are closest to the current vehicle position; after preprocessing the preset trajectory point matrix coordinates (including data cleaning and normalization), polynomial fitting is performed to obtain the historical trajectory equation, as shown in formula (1).

[0104] y = C0 + C1x + C2x 2 +C3x 3 Formula (1)

[0105] C0, C1, C2, and C3 are the coefficients of the historical trajectory equations, which can be obtained by solving a set of equations based on the coordinates of a preset trajectory point matrix in the vehicle coordinate system.

[0106] Step S302: Determine the deflection distance based on the trajectory equation and the wheelbase of the vehicle; wherein the deflection distance includes a first distance and a second distance.

[0107] Wherein, the first distance represents the distance between the center of the front axle of the vehicle and the historical trajectory along the front axle direction; the second distance represents the distance between the center of the rear axle of the vehicle and the historical trajectory along the rear axle direction.

[0108] In some embodiments, please refer to formula (2) to determine the first distance based on the trajectory equation and the wheelbase of the vehicle.

[0109] L1=C0+C1d+C2d 2 +C3d 3 Formula (2)

[0110] Where L1 is the first distance and d is the wheelbase of the vehicle.

[0111] In some embodiments, since the vehicle coordinate system takes the center of the rear axle of the vehicle as the origin, the X-axis points in the direction of the slope, and the Y-axis follows the right-hand rule, pointing in the direction of the left side of the slope, the second distance between the center of the rear axle of the vehicle and the historical trajectory along the rear axle direction is the Y-axis coordinate value of the intersection of the Y-axis and the historical trajectory. Substituting the coordinate (0, L2) into formula (1) yields the following formula (3).

[0112] L2=C0+C1*0+C2*0 2 +C3*0 3 =C0 Formula (3)

[0113] Where L2 is the second distance, and according to formula (3), L2 is equal to C0. C0 can be obtained from the trajectory equation set established based on the coordinates of a preset trajectory point in the whole vehicle coordinate system.

[0114] Step S303: Based on the first distance, the second distance, and the wheelbase, determine the deflection angle and deflection direction of the vehicle relative to the historical trajectory.

[0115] In some embodiments, according to the above formulas (1) to (3), L1 and L2 can be positive or negative; wherein, if L1 or L2 is positive, it indicates that the head or tail of the vehicle is on the right side of the historical trajectory; if it is negative, it indicates that it is on the left side of the historical trajectory; thus, the deflection direction of the vehicle relative to the historical trajectory is determined based on the positive and negative values ​​of L1 and L2.

[0116] In some embodiments, the deflection angle of the vehicle's rear relative to the historical trajectory can be determined based on the following formula (4).

[0117]

[0118] Where θ is the deflection angle of the vehicle relative to its historical trajectory; d is the wheelbase of the vehicle.

[0119] In this embodiment, by using the first and second distances between the centers of the front and rear axles and the historical trajectory, combined with the trajectory equation and wheelbase in the vehicle coordinate system, the lateral attitude changes of the vehicle can be captured more accurately. This allows for faster identification of the vehicle's yaw state, enabling timely adjustments to four-wheel steering and drive force distribution, thereby achieving safer and smoother hill-roll assist control.

[0120] Figure 4 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, based on... Figure 3 , Figure 3 Step S301 can be updated to steps S401 and S402, which will combine Figure 4 The steps shown are explained.

[0121] Step S401: Based on the vehicle coordinates, convert the trajectory point matrix coordinates into trajectory point matrix coordinates in the whole vehicle coordinate system.

[0122] In some embodiments, vehicle coordinates refer to the coordinates of the rear axle center of the vehicle in the world coordinate system; and the rear axle center of the vehicle is also the origin in the whole vehicle coordinate system.

[0123] In some embodiments, the conversion relationship between the trajectory point matrix coordinates in the world coordinate system and the trajectory point matrix coordinates in the whole vehicle coordinate system is determined based on the vehicle coordinates in the world coordinate system; wherein, if the vehicle coordinates in the world coordinate system are (X0, Y0), then the trajectory point matrix coordinates in the whole vehicle coordinate system can be obtained by subtracting X0 from the X-axis coordinate and Y0 from the Y-axis coordinate of each trajectory point, as shown in formula (5).

[0124] (X vi ,Y vi )=(X wi -X0,Y wi -Y0) Formula (5)

[0125] Among them, (X) vi ,Y vi (Y) represents the coordinates of the trajectory points in the vehicle coordinate system; wi ,Y wi ) represents the coordinates of the trajectory points in the world coordinate system.

[0126] Step S402: Generate the historical trajectory equation in the vehicle coordinate system based on the trajectory point matrix coordinates in the vehicle coordinate system.

[0127] In some embodiments, if the historical trajectory is a straight line, the least squares method can be used to fit the trajectory point matrix coordinates in the vehicle coordinate system to obtain the historical trajectory equation in the vehicle coordinate system. Please refer to formula (6).

[0128] Y V =kX v +b Formula (6)

[0129] Where k and b are the coefficients of the historical trajectory equation, which can be obtained based on the trajectory point matrix coordinates in the whole vehicle coordinate system.

[0130] In some embodiments, if the historical trajectory equation is a curve, a polynomial fitting can be performed on the trajectory point matrix coordinates in the vehicle coordinate system to obtain the historical trajectory equation in the vehicle coordinate system. Please refer to the above formula (1).

[0131] In this embodiment, by generating historical trajectory equations based on trajectory point matrix coordinates in the vehicle coordinate system, the vehicle's historical driving path can be characterized. This allows for a more accurate assessment of the vehicle's offset state, enabling adjustments to the vehicle based on the offset state, and ultimately better ensuring safe driving on low-friction surfaces.

[0132] Figure 5 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. This method can be executed by the vehicle's processor. Based on... Figure 2 , Figure 2 Step S203 can be updated to steps S501 and S502, combining Figure 5 The steps shown are explained.

[0133] Step S501: Determine the target rotation information based on the deflection direction and the deflection angle.

[0134] In some embodiments, target rotation information may include the rotation direction and angle of the target wheel.

[0135] The rotation direction of the target wheel can be determined based on the deflection direction; for example, if the deflection direction is the rear of the vehicle deflecting to the right, then the rotation direction of the target wheel is the left rear wheel turning to the right.

[0136] The rotation angle of the target wheel is determined based on the deflection angle; the larger the deflection angle, the larger the angle in the target rotation information. For example, if each wheel of the vehicle is in the target pose, the target rotation angle should be within the range of -target angle to target angle. For example, if the target angle is 10°, the target rotation angle will increase with the increase of the deflection angle within the range of -10° to 10°.

[0137] Step S502: Determine the response rate of the target braking force based on the deflection distance and the deflection angle.

[0138] The target braking force supports the rotation of the target wheel.

[0139] In some embodiments, the target rotation angle represents the target angle of rotation in the target direction; the target direction is also the deflection direction, and the target angle is determined based on the deflection angle.

[0140] Specifically, after the vehicle deflects relative to its historical trajectory, the target rotation angle is determined based on the deflection angle and direction. Within a certain range, the larger the deflection angle, the greater the target rotation angle. For example, if all the vehicle's wheels are in the target pose, the target deflection angle should be within the range of -target angle to negative target angle. For instance, if the target angle is 10°, the target deflection angle increases with the increase of the deflection angle within the range of -10° to 10°.

[0141] In some embodiments, the comprehensive deflection coefficient is first determined based on the deflection distance and the deflection angle, including: normalizing and weighting the deflection distance and the deflection angle, and summing them to obtain the comprehensive deflection coefficient, as shown in the following formula (7).

[0142]

[0143] Wherein, E represents the overall deviation; W D W is the weighting coefficient for the deflection distance. θ The weighting coefficients for the deflection angle; D is the deflection distance, θ is the deflection distance; D max For the maximum deflection distance, θ max This represents the maximum deflection angle.

[0144] In some embodiments, the response speed is determined based on the comprehensive deviation, the real-time speed of the vehicle, and the vehicle proportional coefficient. Please refer to the following formula (8).

[0145] R = k p ×E×V formula (8)

[0146] Where R is the response rate, k p is the proportional coefficient, and V is the real-time speed.

[0147] Among them, the vehicle proportion coefficient can characterize the proportion of vehicle mass to inertia, and this coefficient can be obtained through actual vehicle testing.

[0148] In this embodiment, the braking force of the target wheel is adjusted to the target braking force through real-time response speed to release the wheel lock-up, allowing the wheel to rotate and improving lateral grip. This achieves more effective vehicle correction and stability control, thereby improving the vehicle's handling performance and safety in complex road conditions.

[0149] In some embodiments, the target rotation information in step S501 includes the target rotation angle and the target rotation direction; step S501 includes the following implementation:

[0150] The deflection direction is taken as the target rotation direction.

[0151] In some embodiments, the deflection direction characterizes the deflection direction of the rear of the vehicle relative to the historical trajectory.

[0152] For example, if the rear of the vehicle veers to the right, the target rotation direction is to the right.

[0153] If the deflection angle is greater than or equal to the second preset angle, the preset angle is determined as the target rotation angle.

[0154] In some embodiments, rotating the wheel inward or outward along the vehicle's longitudinal axis by a target angle can optimize the vehicle's lateral grip and longitudinal friction. Therefore, to ensure optimal grip and longitudinal friction, the wheel's rotation inward or outward along the vehicle's longitudinal axis can be controlled. Specifically, when the wheel rotates outward along the vehicle's longitudinal axis, the target rotation angle should be within the range of -target angle to target angle; this can be understood as 0 to twice the target angle; thus, the second preset angle is twice the target angle. When the wheel rotates inward along the vehicle's longitudinal axis, the second preset angle is equal to the target angle.

[0155] For example, when the wheel is rotated outward by 10° along the longitudinal axis of the vehicle body, the vehicle's lateral grip and longitudinal friction are optimal. Therefore, the target rotation angle should be in the range of -10° to 10°, that is, 0 to 20°, so the second preset distance is 20 degrees.

[0156] For example, when the wheel is rotated inward by 10° along the longitudinal axis of the vehicle body, the vehicle's lateral grip and longitudinal friction are optimal. Therefore, the target rotation angle should be in the range of 0° to 10°, so that the second preset distance is equal to the first preset distance.

[0157] In some embodiments, it can be understood that if the deflection angle is greater than or equal to the second preset angle, the maximum target rotation angle is the second preset angle.

[0158] For example, if the wheel rotates outward by 10° along the longitudinal axis of the vehicle body, the second preset distance is 20°. If the deflection distance is 30°, the maximum target rotation angle is 20°.

[0159] If the deflection angle is less than the second preset angle, the deflection angle is determined as the target rotation angle.

[0160] Wherein, the second preset angle is greater than or equal to the target angle.

[0161] In some embodiments, the second preset angle is determined based on the direction of the wheel rotating at a target angle along the longitudinal axis of the vehicle body; wherein, if the wheel rotates outward at a target angle along the longitudinal axis of the vehicle body, the second preset angle is twice the target angle; if the wheel rotates inward at a target angle along the longitudinal axis of the vehicle body, the second preset angle is equal to the target angle.

[0162] For example, if the deflection angle is 10 degrees and the wheel rotates 10° inward along the longitudinal axis of the vehicle body, the target rotation angle is 10°; if the deflection angle is 15 degrees and the wheel rotates 10° outward along the longitudinal axis of the vehicle body, the target rotation angle is 15°.

[0163] In this embodiment, by setting a second preset angle and segmenting the deflection angle, the vehicle's steering control strategy can be flexibly adjusted under different road conditions and degrees of offset. This prevents secondary slippage caused by overcorrection, thereby improving the vehicle's handling stability on low-friction surfaces, and ultimately enhancing driving safety and passenger comfort.

[0164] Figure 6 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. When the vehicle is in a reversing situation on a slope, the method includes steps S601 to S603, combining... Figure 6 The steps shown are explained.

[0165] Step S601: In response to a steering wheel rotation event, obtain the first rotation angle of the rotating wheel corresponding to the steering wheel rotation angle.

[0166] In some embodiments, the hill-start reversing condition refers to the working condition in which the vehicle is in reverse driving mode on a slope with a low coefficient of adhesion.

[0167] In some embodiments, a steering wheel turning event refers to the driver's action of turning the steering wheel while the vehicle is reversing.

[0168] In some embodiments, a steering wheel angle sensor collects the steering wheel rotation angle in real time to reflect the driver's intended directional adjustment needs. When the vehicle is in low-friction slope reversing mode, the system actively identifies and captures these rotation events and converts the actual steering wheel rotation angle into the corresponding first wheel rotation angle.

[0169] Step S602: Compensate the first rotation angle based on the target angle to obtain the second rotation angle.

[0170] In some embodiments, the wheel has an upper limit maximum rotation angle. Since the vehicle is reversing with the wheel as the target position, the wheel has already rotated outward or inward by the target angle before the steering wheel is turned. Taking the wheel rotating outward along the longitudinal axis of the vehicle body as an example, the maximum angle of the left wheel rotating to the left can be the maximum upper limit angle minus the target angle, and the maximum angle of the left wheel rotating to the right can be the maximum upper limit angle plus the target angle.

[0171] For example, if a wheel rotates 10° outward along the longitudinal axis of the vehicle body, with a maximum rotation angle of 45 degrees, then the maximum angle the left wheel rotates to the left is 45° - 10°; the maximum angle the left wheel rotates to the right is 45° + 10°. Therefore, when the first rotation angle is 10° to the left, the second rotation angle should be...

[0172] Step S603: Based on the second rotation angle, control the vehicle to steer.

[0173] After obtaining the second steering angle, the system sends this angle value to the four-wheel independent steering control system, driving each wheel to steer at the set angle. Because the vehicle is in a V-pose, the steering angles between the four wheels may differ. Therefore, the system needs to coordinate and control based on the vehicle dynamics model and the current driving state to ensure that the overall steering action of the vehicle is smooth and meets the driver's expectations.

[0174] For example, when the first rotation angle represents a 10° rotation to the left, the second rotation angle is a 6.67° rotation to the left, and the vehicle is controlled to rotate 6.67° to the left.

[0175] In this embodiment, by compensating for steering wheel rotation events during reversing and incorporating preset angles, more precise vehicle steering control is achieved. This improves vehicle maneuverability when reversing on low-friction surfaces or slopes, thereby enhancing reversing safety and stability, and ultimately increasing driver confidence and operational efficiency.

[0176] Figure 7 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, based on... Figure 6 , Figure 6 Step S602 can be updated to steps S701 and S702, combining... Figure 7 The steps shown are explained.

[0177] Step S701: Generate a scaling factor based on the target angle.

[0178] In some embodiments, when the wheel rotates outward along the longitudinal axis of the vehicle body by a target angle, the maximum angle of the left wheel to the left can be the maximum upper limit angle minus the target angle, and the maximum angle of the left wheel to the right can be the maximum upper limit angle plus the target angle; then, a proportional coefficient is generated based on the target angle and the maximum rotation angle of the wheel rotation angle upper limit, please refer to formula (9).

[0179]

[0180] Where K is the proportional coefficient, A is the maximum rotation angle, and B is the target angle.

[0181] If the wheels rotate outwards along the longitudinal axis of the vehicle body by the target angle, and the steering wheel is turned to the left, then For example, if A is 45° and B is 10°, then K equals

[0182] If the wheels rotate inward along the longitudinal axis of the vehicle body to the target angle, and the steering wheel is turned to the left, then For example, if A is 45° and B is 10°, then K equals

[0183] Step S702: Determine the second rotation angle based on the proportional coefficient and the first rotation angle.

[0184] In some embodiments, the first rotation angle is multiplied by the proportional coefficient to obtain the second rotation angle.

[0185] For example, if the first rotation angle is 10° and K is 0.667, then the second rotation angle is 6.67°.

[0186] In this embodiment, by generating a proportional coefficient based on the target angle and determining the second rotation angle in combination with the first rotation angle, more precise steering compensation can be achieved. This effectively balances the driver's intentions with the system's safety control strategy, thereby improving the vehicle's handling stability on low-friction surfaces and enhancing the safety and controllability of the reversing process.

[0187] The following describes an exemplary application of the vehicle control method provided in this application in a real-world scenario.

[0188] On icy or slippery roads in winter, vehicles climbing hills may slip halfway up and come to a stop, or even slide backwards. During this process, drivers typically slam on the brakes, causing the wheels to lose their rolling ability and making it difficult to maintain the vehicle's posture, posing a serious safety risk. When a vehicle stops halfway up a hill, the driver often tries to reverse back to the bottom and use momentum to climb back up. However, due to slippage, this process can cause the vehicle to deviate from its course. This control method can assist in reversing on slippery surfaces. When the vehicle is in Drive (D) gear, with the tires turning forward or stationary, and the vehicle is sliding backwards, this control method can help maintain a certain posture, allowing the vehicle to stop smoothly or slide back to the surface it was on before climbing the hill.

[0189] The first related technology mainly focuses on the slope control method during vehicle start-up, which is suitable for scenarios where the vehicle has sufficient traction, but not for slippery surfaces such as icy or snowy roads.

[0190] In related technology two, when a runaway slope is detected, the device can apply pressure to the road surface to prevent the vehicle from rolling away. However, this device is installed at the bottom of the vehicle, which reduces the vehicle's passability, increases the vehicle's additional costs, and can only stop the vehicle, not help it reverse back down the slope.

[0191] In the third related technology, when a vehicle slips on a slope, the difference in wheel speed is used to determine if the vehicle is wobbling, and the wobbling is corrected by adjusting the output torque of each wheel. This control method requires a large road surface adhesion; it can only effectively correct the vehicle by using the torque difference between the left and right wheels when the road surface can provide sufficient grip, and its effectiveness is limited.

[0192] To address the aforementioned technical problems, this application provides a vehicle control method, particularly for low-friction surfaces, to assist vehicles in smoothly stopping or completing reversing operations when rolling backwards or reversing. The vehicle control method provided by this application includes the following features:

[0193] 1. Determine the vehicle's attitude based on the deviation between the center of the front and rear axles and the target trajectory, using the vehicle's already traveled path;

[0194] 2. By controlling the outward steering of the four wheels, similar to the snowplow braking in skiing, the vehicle can be stopped;

[0195] 3. The vehicle reverses and corrects its course by combining four-wheel independent steering control with four-wheel torque control;

[0196] 4. Improve vehicle grip by reversing in a V-shape, and achieve interaction with the driver's steering through steering compensation.

[0197] Figure 8aIt is a schematic diagram of an implementation flow of a vehicle attitude determination method provided by an embodiment of the present application. The method includes the following steps S801 and S802, which will be combined with Figure 8a the illustrated steps for description.

[0198] Step S801: Obtain the lattice coordinates of the traveled path of the vehicle in the world coordinate system through the intelligent driving perception module, and convert them into lattice coordinates in the vehicle coordinate system.

[0199] In some embodiments, the intelligent driving perception module records the lattice coordinates of the vehicle's traveled path in the world coordinate system through a high-precision camera and high-precision map information, and converts them into lattice coordinates in the vehicle coordinate system with the center point of the rear axle of the vehicle as the coordinate origin and the X-axis pointing to the front of the vehicle, as shown in Figure 8b , Figure 8b this is a schematic diagram of a vehicle attitude provided by an embodiment of the present application, wherein the 20 closest trajectory points from the front of the vehicle as the starting point toward the rear of the vehicle are taken as targets, and a cubic polynomial trajectory equation is fitted (refer to the above formula (1)). Wherein, 801 is the deviation L1 between the vehicle head and the trajectory equation calculated based on the above formula (2); 820 in the figure is the center of the front axle. 830 is the deviation L2 between the vehicle tail and the trajectory equation that can be calculated based on the above formula (3); 840 is the center of the rear axle. The lateral offset of the vehicle is determined by L1 and L2, and the magnitudes of L1 and L2 are used to determine the offset direction of the vehicle. L1 and L2 have positive and negative signs: a positive value represents that the vehicle is on the right side of the trajectory, and a negative value represents it is on the left side. When L1 < L2, the vehicle tail is offset to the right; when L1 > L2, the vehicle head is offset to the right.

[0200] Step S802: Execute a corresponding control strategy according to the vehicle attitude determination result.

[0201] In some embodiments, when vehicle rolling is detected, the vehicle machine will pop up a prompt requesting to take over the vehicle, and the driver will take over the vehicle control after confirmation. If the driver actively operates the vehicle during the whole process, the control will exit.

[0202] In some embodiments, when vehicle rolling is detected, the four wheels are controlled to steer in an outboard toe-out configuration to achieve a parking effect similar to plough braking. Refer to Figure 9 , Figure 9 this is a schematic diagram of a vehicle attitude provided by an embodiment of the present application, wherein the length of the force arrow of each wheel in the figure represents the magnitude of the force. 901 is the longitudinal component force of the left front wheel (in the direction that prevents sliding), similarly 902 is the longitudinal component force of the right front wheel, and 903 and 904 are the corresponding lateral component forces of the left front wheel and the right front wheel respectively. 905 is the longitudinal component force of the left rear wheel (in the direction that prevents sliding), similarly 906 is the longitudinal component force of the right rear wheel, and 907 and 908 are the corresponding lateral component forces of the left rear wheel and the right rear wheel respectively.

[0203] In some embodiments, continue to refer to Figure 9 Assuming the vehicle begins to slip at time T1, the four wheels are controlled to steer outwards in a V-shape, with each wheel rotating symmetrically by 10°, similar to a snowplow brake on a skier. This utilizes the lateral grip of the tires to counteract the backward slipping tendency. On soft snow, sand, mud, or other surfaces, this produces a similar effect to scraping snow, significantly limiting the vehicle's ability to slip.

[0204] In some embodiments, when the vehicle continues to roll backwards while using a figure-eight steering, the vehicle's attitude is detected in real time through the vehicle's existing trajectory, and the vehicle is controlled to roll backwards along the existing trajectory. During the rolling backwards process, at time T2, if the rear offset L2 is positive and the front offset L1 is negative, it indicates that the rear of the vehicle has shifted to the right. The offset angle can be obtained based on the above formula (5), and the left rear wheel is slowly controlled to turn to the right until the wheel rotates 10° in the opposite direction; if it is greater than or equal to 20°, it is controlled to turn to the right by 20 degrees; if it is less than 20°, it is controlled to turn to the right. Compared with time T1, the left rear wheel is slowly controlled to turn to the right, at which time the lateral force of the left rear wheel will decrease, and then the direction will be reversed. At the same time, the braking force of the right rear wheel is reduced, and the longitudinal component forces of the left and right rear wheels are reduced. At this time, the front of the vehicle will shift to the right, and the rear of the vehicle will shift to the left, and the vehicle will be straightened step by step. Similarly, when the car's front end shifts to the right at time T3, compared to time T1, the left front wheel is slowly steered to the right. At this point, the lateral force FFLY on the left front wheel will first decrease, and then its direction will reverse. Simultaneously, the front wheel braking force, FRLX, and FRRX are reduced. The car's front end will shift to the left, and the rear end to the right, with the vehicle gradually shifting. Similarly, at time T4, the vehicle moves laterally. The ultimate goal of the entire control process is for the vehicle to come to a stop; if the vehicle comes to a stop, the control is complete.

[0205] In some embodiments, when the vehicle is reversing on a slope, refer to Figure 10a , Figure 10a This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. The method includes the following steps S1001 and S1002, which combine... Figure 10a The steps shown are explained.

[0206] Step S1001: When the vehicle is reversing on a slope, control the four wheels to be in an outward V-shape.

[0207] The driver activates the low-friction road slope reversing function by clicking the soft switch, using the wheel to steer outwards while reversing. After activation, the front and rear wheels are controlled to steer outwards, with each wheel turning symmetrically by 10°. Figure 10b As shown, Figure 10b This is a schematic diagram of a vehicle posture provided in an embodiment of this application; 1011 is the vehicle's wheels turning outwards at time T1, and the driver can adjust the vehicle speed by controlling the accelerator and brake; 1012 is the driver adjusting the direction of the front wheels of the vehicle by using the steering wheel at time T2.

[0208] Step S1002: In response to the driver's rotation angle of the steering wheel, compensate for the vehicle's steering.

[0209] In some embodiments, when the driver turns the steering wheel to the left, the rear wheels maintain an outward-pointing posture to prevent the vehicle from rolling backward, while the front wheels turn left according to the user's input. The steering angle is compensated as follows: Assuming the maximum steering angle of each wheel is 45°, when the steering wheel is straight, the left front wheel has already turned 10° to the left, and the remaining total leftward turning angle is 45° - 10° = 35°. The right front wheel has already turned 10° to the right, and the remaining total leftward turning angle is 45° + 10° = 55°. When the driver turns the steering wheel to the left, requiring a 10° turn to the left, the left front wheel turns proportionally, and the right front wheel turns proportionally as well.

[0210] In some embodiments, such as at time T3, the vehicle will steer because the force balance of the front wheels is broken at this time.

[0211] In some embodiments, on low-friction surfaces (such as snow, sand, or slippery surfaces), when a vehicle rolls or reverses, it can assist the vehicle in parking smoothly or completing the reversing operation, thereby improving driving safety and handling stability.

[0212] Figure 11 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 11 As shown, the vehicle control device 1100 includes a determining module 1101 and an adjusting module 1102, wherein: the determining module 1101 is used to determine whether the vehicle is in a specific working condition; wherein the specific working condition includes one of the following: a ramp rollaway condition, a ramp reversing condition; the adjusting module 1102 is used to adjust the current pose of the vehicle to a target pose when the vehicle is in a specific working condition; the target pose is a target angle by which at least one wheel of the vehicle is deflected outward relative to a first direction, the first direction referring to the longitudinal axis direction of the vehicle body.

[0213] In some embodiments, when the vehicle is in the slope rolling condition and rolling in a target pose, the vehicle control device further includes a control module 1103, which is used to control the vehicle to roll along a historical trajectory; the historical trajectory is generated based on the pose of the vehicle at least two historical moments when it is going uphill.

[0214] In some embodiments, the control module 1103 is further configured to determine the deflection information of the vehicle at the current moment based on the vehicle coordinates of the vehicle at the current moment and the historical trajectory; determine the target rotation information of the target wheel and the target braking force of the target wheel based on the deflection information of the vehicle at the current moment; and adjust the target wheel to the target state based on the target rotation information and the target braking force so that the vehicle rolls along the historical trajectory.

[0215] In some embodiments, the pose includes trajectory matrix coordinates in a world coordinate system; the deflection distance includes a first distance and a second distance; the deflection information includes a deflection angle, a deflection distance, and a deflection direction; the first distance represents the distance between the center of the front axle of the vehicle and the historical trajectory along the front axle direction; the second distance represents the distance between the center of the rear axle of the vehicle and the historical trajectory along the rear axle direction; the control module 1103 is further configured to generate a historical trajectory equation in a vehicle coordinate system based on the vehicle coordinates and the trajectory matrix coordinates; determine the first distance and the second distance based on the trajectory equation and the wheelbase of the vehicle; and determine the deflection angle and deflection direction of the vehicle relative to the historical trajectory based on the first distance, the second distance, and the wheelbase.

[0216] In some embodiments, the control module 1103 is further configured to convert the trajectory point matrix coordinates into trajectory point matrix coordinates in the whole vehicle coordinate system based on the vehicle coordinates; and to generate a historical trajectory equation in the whole vehicle coordinate system based on the trajectory point matrix coordinates in the whole vehicle coordinate system.

[0217] In some embodiments, the control module 1103 is further configured to determine the target rotation information based on the deflection direction and the deflection angle; determine the response rate of the target braking force based on the deflection distance and the deflection angle; and the target braking force supports the rotation of the target wheel.

[0218] In some embodiments, the target rotation information includes a target rotation angle and a target rotation direction. The control module 1103 is further configured to use the deflection direction as the target rotation direction; when the deflection angle is greater than or equal to a second preset angle, determine the preset angle as the target rotation angle; when the deflection angle is less than the preset angle, determine the deflection angle as the target rotation angle; wherein the preset angle is greater than or equal to the target angle.

[0219] In some embodiments, when the vehicle is in the reverse driving condition on the slope, the control module 1103 is further configured to, in response to a steering wheel rotation event, obtain a first rotation angle of the rotating wheel corresponding to the rotation angle of the steering wheel; compensate the first rotation angle based on the target angle to obtain a second rotation angle; and control the vehicle to steer based on the second rotation angle.

[0220] In some embodiments, the vehicle control device 1100 further includes a compensation module (not shown in the figure), the compensation module being used to generate a proportional coefficient based on the target angle; and to determine the second rotation angle based on the proportional coefficient and the first rotation angle.

[0221] The descriptions of the apparatus embodiments above are similar to those of the method embodiments, and have similar beneficial effects. In some embodiments, the functions or modules included in the apparatus provided in this application can be used to perform the methods described in the method embodiments. For technical details not disclosed in the apparatus embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0222] This application provides a vehicle including a processor and a memory, wherein the memory is used to store computer programs; the processor is used to execute the computer programs stored in the memory to implement the above-described method.

[0223] This application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method. The computer-readable storage medium can be transient or non-transient.

[0224] It should be noted that, in the embodiments of this application, if the above methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions for executing all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Therefore, the embodiments of this application are not limited to any specific hardware, software, or firmware, or any combination of hardware, software, and firmware.

[0225] This application provides a computer program including computer-readable code, wherein when the computer-readable code is executed by the computer program, the processor performs some or all of the steps for implementing the above-described method.

[0226] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK).

[0227] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0228] This application provides a vehicle, such as... Figure 12 As shown, the hardware entity of the vehicle 1200 includes: a processor 1201, a communication interface 1202, and a memory 1203, wherein:

[0229] The processor 1201 typically controls the overall operation of the vehicle 1200.

[0230] The communication interface 1202 enables the vehicle to communicate with other terminals or servers via a network.

[0231] The memory 1203 is configured to store instructions and applications executable by the processor 1201, and can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data, and video communication data) of the processor 1201 and various modules in the vehicle 1200. It can be implemented using flash memory or random access memory (RAM). Data transfer between the processor 1201, the communication interface 1202, and the memory 1203 can be performed via bus 1204.

[0232] It should be understood that the phrase "an embodiment" or "one embodiment" mentioned throughout the specification indicates that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "one embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not indicate the order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The above embodiment numbers are for descriptive purposes only and do not indicate the superiority or inferiority of the embodiments.

[0233] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0234] In the several embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can be implemented in other ways. The apparatus and device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components may be combined, or integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0235] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0236] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0237] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0238] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a device to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0239] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, Applied to vehicles, the method includes: Determine whether the vehicle is under a specific operating condition; wherein, the specific operating condition includes a vehicle rolling backwards on a slope; When the vehicle is in a specific working condition, the current position of the vehicle is adjusted to a target position; the target position is that the toe angle of each wheel in at least one pair of wheels of the vehicle is a target angle in which each wheel is deflected outward relative to a first direction, the first direction being the longitudinal axis direction of the vehicle body. When the vehicle is in the slope rolling condition and rolling in the target pose, the deflection information of the vehicle at the current moment is determined based on the vehicle coordinates and historical trajectory of the vehicle at the current moment; the target rotation information and target braking force of the target wheel are determined based on the vehicle deflection information at the current moment; the target wheel is adjusted to the target state based on the target rotation information and the target braking force so that the vehicle rolls along the historical trajectory; the historical trajectory is generated based on the pose of the vehicle at at least two historical moments when it was going uphill.

2. The method according to claim 1, characterized in that, The vehicle's pose includes trajectory point coordinates in the world coordinate system; the deflection information includes deflection angle, deflection distance, and deflection direction. The step of determining the vehicle's deflection information at the current moment based on the vehicle's current coordinates and its historical trajectory includes: A historical trajectory equation in the whole vehicle coordinate system is generated based on the vehicle coordinates and the trajectory point matrix coordinates. The deflection distance is determined based on the trajectory equation and the wheelbase of the vehicle; the deflection distance includes a first distance and a second distance; the first distance represents the distance between the center of the front axle of the vehicle and the historical trajectory along the front axle direction; the second distance represents the distance between the center of the rear axle of the vehicle and the historical trajectory along the rear axle direction. The deflection angle and deflection direction of the vehicle relative to the historical trajectory are determined based on the first distance, the second distance, and the wheelbase.

3. The method according to claim 2, characterized in that, The generation of historical trajectory equations in the whole vehicle coordinate system based on the vehicle coordinates and the trajectory point matrix coordinates includes: Based on the vehicle coordinates, the trajectory point matrix coordinates are converted into trajectory point matrix coordinates in the whole vehicle coordinate system; Historical trajectory equations in the vehicle coordinate system are generated based on the trajectory point matrix coordinates in the vehicle coordinate system.

4. The method according to any one of claims 1 to 3, characterized in that, The step of determining the target rotation information of the target wheel and the target braking force of the target wheel based on the vehicle's deviation information at the current moment includes: The target rotation information is determined based on the deflection direction and the deflection angle; Based on the deflection distance and the deflection angle, the response rate of the target braking force is determined; the target braking force supports the rotation of the target wheel.

5. The method according to claim 4, characterized in that, The target rotation information includes the target rotation angle and the target rotation direction. Determining the target rotation information based on the deflection direction and the deflection angle includes: The deflection direction is taken as the target rotation direction; If the deflection angle is greater than or equal to a preset angle, the preset angle is determined as the target rotation angle; If the deflection angle is less than a preset angle, the deflection angle is determined as the target rotation angle; Wherein, the preset angle is greater than or equal to the target angle.

6. A vehicle control device, characterized in that, Applied to vehicles, the device includes: A determination module is used to determine whether the vehicle is in a specific operating condition; wherein, the specific operating condition includes a slope rollaway condition; An adjustment module is used to adjust the current pose of the vehicle to a target pose when the vehicle is in a specific working condition; the target pose is that the toe angle of each wheel in at least one pair of wheels of the vehicle is a target angle in which each wheel is deflected outward relative to a first direction, the first direction being the longitudinal axis direction of the vehicle body. The adjustment module is further configured to, when the vehicle is in the slope rollover condition and is rolling over in a target pose, determine the vehicle's deflection information at the current moment based on the vehicle's coordinates at the current moment and its historical trajectory; determine the target rotation information and the target braking force of the target wheel based on the vehicle's deflection information at the current moment; and adjust the target wheel to the target state based on the target rotation information and the target braking force so that the vehicle rolls over along the historical trajectory; the historical trajectory is generated based on the vehicle's pose at at least two historical moments when it was going uphill.

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