Vehicle control method, electronic equipment and vehicle

Abstract

The invention relates to the technical field of vehicle intelligent driving, and provides a vehicle control method, electronic equipment and a vehicle. When it is monitored that the opening degree of an accelerator pedal is reduced in the uphill process of the vehicle, the vehicle mass and the road surface gradient of the road surface where the vehicle is located are obtained; vehicle resistance is determined according to the vehicle mass and the road slope; according to the method, the actual driving force of the vehicle is obtained, the target compensation braking force is determined according to the vehicle resistance and the actual driving force, the vehicle is controlled according to the target compensation braking force, the compensated force in the direction opposite to the vehicle resistance is equivalent to the vehicle resistance, and the phenomenon that the vehicle slides backwards after an accelerator is loosened is effectively prevented.

Description

Technical Field

[0001] This disclosure relates to the field of intelligent driving technology for vehicles, and in particular to a vehicle control method, electronic device, and vehicle. Background Technology

[0002] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. When a vehicle is climbing a hill, if the driver releases the accelerator, the vehicle may roll backward due to gravity. If the driver does not react in time, this poses a significant safety hazard. Summary of the Invention

[0003] In view of this, the purpose of this disclosure is to propose a vehicle control method, electronic equipment and vehicle to solve the problem that when the driver releases the accelerator during the current vehicle climbing process, the vehicle will roll backward due to gravity, which poses a significant safety hazard if the driver does not react in time.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a vehicle control method, the method comprising: The system monitors the decrease in accelerator pedal opening during the uphill process and obtains the vehicle's mass and the slope of the road surface where the vehicle is located. The vehicle resistance is determined based on the vehicle mass and the road surface slope. The actual driving force of the vehicle is obtained, a target compensating braking force is determined based on the vehicle resistance and the actual driving force, and the vehicle is controlled based on the target compensating braking force.

[0005] In some embodiments, determining the target compensating braking force based on the vehicle resistance and the actual driving force includes: The actual acceleration of the vehicle is obtained, and the target driving force is determined based on the actual acceleration and the mass of the vehicle. The driving force difference is determined based on the actual driving force and the target driving force, and the compensation braking force range is determined based on the driving force difference and the vehicle resistance. Obtain the vehicle torque, and determine the target compensating braking force from the compensated braking force range based on the vehicle torque.

[0006] In some embodiments, the vehicle resistance includes climbing resistance and rolling resistance, and determining the compensation braking force range based on the driving force difference and the vehicle resistance includes: In response to the driving force difference being greater than or equal to the vehicle resistance, the difference between the climbing resistance and the rolling resistance is calculated to obtain the resistance difference value; The resistance difference is used as the minimum compensating braking force, and the vehicle resistance is used as the maximum compensating braking force. The range of compensating braking force is determined based on the minimum compensating braking force and the maximum compensating braking force.

[0007] In some embodiments, the vehicle resistance includes climbing resistance and rolling resistance, and determining the compensation braking force range based on the driving force difference and the vehicle resistance includes: In response to the fact that the driving force difference is less than the vehicle resistance, the difference between the climbing resistance and the driving force difference, which is a preset multiple, is used as the minimum compensation braking force. The difference in driving force is used as the maximum compensating braking force, and the range of compensating braking force is determined based on the minimum compensating braking force and the maximum compensating braking force.

[0008] The above scheme compares the difference between the target driving force and the actual driving force with the vehicle resistance to determine the corresponding compensation braking force range, thus making the determination of the compensation driving force range more accurate.

[0009] In some embodiments, obtaining the vehicle torque and determining a target compensating braking force from the compensated braking force range based on the vehicle torque includes: Obtain the vehicle torque and determine the maximum torque corresponding to the maximum compensated braking force within the compensated braking force range; In response to the vehicle torque being greater than the maximum torque, the target compensating braking force is determined to be the maximum compensating braking force; In response to the vehicle torque being less than or equal to the maximum torque, a minimum compensation braking force within the compensation braking force range is determined, a target torque descent slope is determined based on the minimum compensation braking force, and a target compensation braking force is determined based on the target torque descent slope.

[0010] In some embodiments, determining the target torque descent slope based on the minimum compensation braking force and determining the target compensation braking force based on the target torque descent slope includes: The first torque descent slope is determined based on the minimum compensated braking force and the preset angular momentum. Obtain a preset second torque decrease slope, and select the minimum value between the first torque decrease slope and the second torque decrease slope as the target torque decrease slope; The torque reduction value is determined based on the target torque reduction slope and the vehicle torque, and the target compensation braking force is determined based on the torque reduction value.

[0011] The above approach utilizes a larger maximum compensating braking force as the target compensating braking force when the vehicle torque is high, ensuring stable parking on slopes. When the vehicle torque is less than the maximum torque, a smaller compensating braking force is used for compensation. Simultaneously, a smaller descent slope is employed to gradually reduce torque, improving driving smoothness, reducing jerking sensations, and enhancing the user's driving experience.

[0012] In some embodiments, after controlling the vehicle according to the target compensating braking force, the method further includes: Get the wheel speed; In response to the wheel speed being less than a preset speed threshold, a target braking compensation value is output according to a preset rate until the wheel speed is zero.

[0013] The above method, by increasing braking force at a certain rate when the wheel speed is lower than a preset speed threshold until the wheel stops rotating, can prevent vehicle slippage and individual wheel spin.

[0014] In some embodiments, after the wheel speed reaches zero, the method further includes: The timing begins when the wheel speed reaches zero. In response to the timing duration being less than or equal to a preset duration threshold, it is determined that the vehicle motor temperature is greater than a preset temperature threshold. A target hydraulic braking value is determined based on the vehicle motor temperature, and the vehicle hydraulic system is controlled to brake based on the target hydraulic braking value. In response to the timing duration exceeding a preset duration threshold, the electronic parking brake is activated.

[0015] The above solution allows for timing to begin once the system is stable. By judging the timing duration, it can be determined whether the driver needs to start the engine at any time, thereby adjusting the motor and hydraulic distribution ratio to prevent the motor from stalling for a long time and causing overheating.

[0016] Based on the same inventive concept, a second aspect of this disclosure provides a vehicle control device, comprising: The monitoring module is configured to detect when the accelerator pedal opening decreases during the uphill process, and to obtain the vehicle mass and the slope of the road surface where the vehicle is located. A resistance determination module is configured to determine vehicle resistance based on the vehicle mass and the road surface slope. The control module is configured to acquire the actual driving force of the vehicle, determine a target compensating braking force based on the vehicle resistance and the actual driving force, and control the vehicle based on the target compensating braking force.

[0017] Based on the same inventive concept, a third aspect of this disclosure proposes an electronic device including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the vehicle control method as described above when executing the computer program.

[0018] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to perform the vehicle control method as described above.

[0019] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle including the vehicle control device described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0020] As can be seen from the above, this disclosure proposes a vehicle control method, electronic equipment, and vehicle. It detects that the accelerator pedal opening decreases during uphill driving, indicating that the driver has released the accelerator. Due to gravity, the vehicle may roll backward. To avoid a high safety risk caused by the driver's delayed reaction, vehicle control is necessary to ensure stable parking on the slope and prevent backward roll. The method involves acquiring the vehicle's mass and the road surface slope, determining the vehicle resistance based on these parameters, where the vehicle resistance is the force acting in the opposite direction of travel that causes the vehicle to roll backward. The method also involves acquiring the vehicle's actual driving force, determining a target compensating braking force based on the vehicle resistance and the actual driving force, and controlling the vehicle according to this target compensating braking force so that the compensated force in the opposite direction to the vehicle resistance is equivalent to the vehicle resistance, effectively preventing backward roll after releasing the accelerator. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present disclosure; Figure 2 This is a structural block diagram of a vehicle control device according to an embodiment of the present disclosure; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0024] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0025] The following are definitions of terms used in this disclosure: EPB: Electronic Parking Brake (EPB) is an electronic parking brake system that replaces the traditional mechanical lever or foot pedal parking brake with an electronic button and uses a motor to drive the braking mechanism to achieve parking braking.

[0026] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. When a vehicle is climbing a hill, if the driver releases the accelerator pedal, the reduced pedal opening leads to a decrease in vehicle power, and due to gravity, the vehicle is prone to rolling backward. Furthermore, since the vehicle is only maintaining stability on the slope and is not in a prolonged parking condition, the operating conditions of the parking system are not met, meaning the parking system cannot activate its corresponding function.

[0027] In a specific scenario, such as when a vehicle is climbing a hill, the driver may increase the throttle to gain more power and achieve a smooth climb. To avoid being too fast when driving on flat ground with the same power after completing the climb, the driver may choose to release the throttle when the climb is almost complete. At this point, because the power is reduced and the vehicle is still on the slope, it may roll backward.

[0028] For example, in daily life, when a driver leaves an underground parking garage, they will use a ramp to drive from the garage to the ground floor. If the driver is driving on the ramp and the vehicle in front slows down, the driver will also release the accelerator to reduce their own speed in order to avoid a collision. At this time, due to the reduced vehicle power, the vehicle may also roll backward.

[0029] Currently, existing vehicle control systems typically rely on the driver's reaction speed and skill to prevent vehicle rollover caused by a decrease in vehicle power due to reduced accelerator pedal opening. However, due to varying levels of driver ability, significant safety hazards exist if the driver's reaction is slow or insufficient.

[0030] Especially in off-road scenarios, where the terrain is mostly unstable and uneven, and may include steep slopes, the gradient is much greater than in non-off-road scenarios. Therefore, when driving in off-road environments, the complexity of the environment demands higher driving skills, and the likelihood of the vehicle rolling backward while climbing is greater, making the risk of the vehicle rolling backward higher.

[0031] Therefore, during the vehicle's ascent, if the driver releases the accelerator, the vehicle may roll backward due to gravity. If the driver's reaction is not timely, this poses a significant safety hazard. Therefore, this embodiment proposes a vehicle control method, such as... Figure 1 As shown, the method includes: Step 101: Detect the decrease in accelerator pedal opening during the uphill process and obtain the vehicle mass and the road slope of the road surface where the vehicle is located.

[0032] In practice, the accelerator pedal opening is monitored. If the accelerator pedal opening decreases during the uphill process, it indicates that the driver has released the accelerator. Due to gravity, the vehicle may roll backward. To avoid a high safety risk due to the driver's delayed reaction, the vehicle needs to be controlled to ensure that it can stay stably on the slope and avoid rolling backward.

[0033] In this embodiment, since the vehicle only rolls backward when the accelerator is released when going uphill, the slope of the road surface where the vehicle is located can be monitored in real time. If the slope is greater than the preset slope threshold, it indicates that the vehicle is on an uphill section, and then the pedal opening of the accelerator pedal is monitored to avoid additional monitoring behavior.

[0034] The system monitors the vehicle's accelerator pedal opening as it goes uphill, and obtains the vehicle's mass and the slope of the road surface where the vehicle is located.

[0035] Meanwhile, in this embodiment, when the road slope is greater than a preset slope threshold, i.e., the vehicle is on an uphill section, the current gear of the vehicle can be considered when monitoring and judging the accelerator pedal opening. Because when the vehicle is in a forward gear, releasing the accelerator will result in an unintentional rollback. If the vehicle is in reverse gear, i.e., the driver needs to reverse, the backward movement when the vehicle is in reverse gear is not considered a rollback. In other words, in this embodiment, vehicle control is only applied when the vehicle is in a forward gear and a decrease in accelerator pedal opening is detected.

[0036] Step 102: Determine the vehicle resistance based on the vehicle mass and the road surface slope.

[0037] In practice, the vehicle resistance is determined based on the obtained vehicle mass and the road surface slope where the vehicle is located. The vehicle resistance includes climbing resistance and rolling resistance.

[0038] In this embodiment, the vehicle's climbing resistance is the component of gravity along the slope direction when the vehicle is going uphill, which hinders the vehicle's progress. The climbing resistance is expressed by the formula:

[0039] in, Let m be the resistance to climbing the hill, m be the vehicle mass, and g be the acceleration due to gravity. The slope of the road surface where the vehicle is located.

[0040] In this embodiment, the rolling resistance of the vehicle is the resistance generated by the elastic deformation of the tire and the road surface and internal friction when the tire rolls on the road surface. The rolling resistance is expressed by the formula:

[0041] in, denoted as rolling resistance, and f as the rolling resistance coefficient. The rolling resistance coefficient is a value determined by looking up a table based on the road surface type. The rolling resistance coefficient in off-road environments is significantly higher than that in off-road environments.

[0042] Step 103: Obtain the actual driving force of the vehicle, determine the target compensating braking force based on the vehicle resistance and the actual driving force, and control the vehicle based on the target compensating braking force.

[0043] In practice, the actual driving force of the vehicle is obtained, and a target compensating braking force is determined based on the vehicle resistance and the actual driving force. The vehicle is then controlled based on the target compensating braking force. The target compensating braking force is a force in the opposite direction to the vehicle resistance, used to compensate for the vehicle's actual driving force to prevent the vehicle from rolling backward when the driver releases the accelerator while going uphill.

[0044] The above method monitors a decrease in accelerator pedal opening during uphill driving. This indicates that the driver is releasing the accelerator, and the vehicle may roll backward due to gravity. To avoid a high safety risk due to delayed driver reaction, vehicle control is necessary to ensure stable parking on the slope and prevent backward roll. The method involves acquiring the vehicle's mass and the road slope, determining the vehicle resistance based on these parameters, where the vehicle resistance is the force acting in the opposite direction of travel that causes the vehicle to roll backward. The method also involves acquiring the vehicle's actual driving force, determining a target compensating braking force based on the vehicle resistance and the actual driving force, and controlling the vehicle according to this target compensating braking force so that the compensated force, acting in the opposite direction of the vehicle resistance, is equivalent to the vehicle resistance, effectively preventing backward roll after releasing the accelerator.

[0045] In this embodiment, the vehicle mass can be re-determined each time the vehicle is driven, so as to ensure that the vehicle resistance determined in the subsequent stages is more accurate.

[0046] Specifically, the process of determining the vehicle's mass includes: During this driving process, determine the coasting speed and coasting time corresponding to the vehicle's low-speed coasting condition, and determine the vehicle's coasting resistance based on the coasting speed and coasting time. During this driving process, obtain the vehicle's driving force, first vehicle speed, and first acceleration time corresponding to the vehicle's low-speed acceleration condition, and determine the vehicle's mass during this driving process based on the vehicle's driving force, vehicle coasting resistance, first vehicle speed, and first acceleration time.

[0047] In this embodiment, the low-speed coasting condition refers to the condition where the vehicle moves slowly forward at a low speed (usually below 20 km / h) by relying on inertia or engine idle power without pressing the accelerator or brake pedal. The low-speed acceleration condition refers to the condition where the driver actively presses the accelerator pedal within a low speed range (e.g., 0-30 km / h) to cause the engine to output more power, thereby rapidly increasing the vehicle speed.

[0048] The following explains how vehicle mass is determined using parametric formulas, specifically including: When the vehicle is coasting at low speed, the coasting resistance is calculated based on the vehicle's coasting parameters, and expressed by the formula:

[0049]

[0050] in, For vehicle coasting resistance, For vehicle quality, For the first acceleration, For gliding speed, This refers to the gliding time.

[0051] Determine the vehicle's primary driving force under low-speed acceleration conditions, and thus determine the vehicle's mass, expressed by the formula:

[0052]

[0053] in, As the primary driving force, For the second acceleration, The first vehicle speed, This is the first acceleration time.

[0054] The vehicle mass during this trip is determined based on the vehicle's first driving force, the vehicle's coasting resistance, the first vehicle speed, and the first acceleration time. This is achieved by adding the two formulas mentioned above:

[0055] Based on the above formula, the vehicle's mass can be calculated by substituting the obtained first driving force, coasting speed, coasting time, first vehicle speed, and first acceleration time.

[0056] The above method allows for a recalculation of the vehicle's mass each time it is driven, as the number of passengers and items inside may change. This ensures that the vehicle mass used to determine resistance during subsequent uphill driving is more closely aligned with the actual mass of the vehicle during the current trip, resulting in a more accurate determination of vehicle resistance.

[0057] In some embodiments, the target compensating braking force is a force in the opposite direction to the vehicle resistance, used to compensate for the actual driving force of the vehicle to prevent the vehicle from rolling backward after the driver releases the accelerator during uphill driving. The target compensating braking force can be determined by comparing the difference between the actual driving force and the target driving force. That is, step 103, which determines the target compensating braking force based on the vehicle resistance and the actual driving force, specifically includes: Step 1031: Obtain the actual acceleration of the vehicle, and determine the target driving force based on the actual acceleration and the mass of the vehicle; Step 1032: Determine the driving force difference based on the actual driving force and the target driving force, and determine the compensation braking force range based on the driving force difference and the vehicle resistance. Step 1033: Obtain the vehicle torque, and determine the target compensating braking force from the compensated braking force range based on the vehicle torque.

[0058] In practice, the actual acceleration of the vehicle is obtained, and the target driving force is determined based on the actual acceleration and the vehicle's mass. Specifically, the actual acceleration and the vehicle's mass are multiplied, and the resulting product is the target driving force, which is expressed by the formula:

[0059] in, Let m be the target driving force, m be the vehicle mass, and a be the actual acceleration.

[0060] The driving force difference is determined based on the actual driving force and the target driving force, i.e., the difference between the actual driving force and the target driving force is taken as the driving force difference. The compensation braking force range is determined based on the determined driving force difference and the vehicle resistance, wherein the vehicle resistance includes climbing resistance and rolling resistance, and the value of the vehicle resistance is the sum of the climbing resistance and the rolling resistance.

[0061] The vehicle torque is acquired, and a target compensating braking force is determined from a defined range of compensating braking forces based on this torque. The vehicle torque is the actual torque value of the vehicle acquired in real time. By determining the target compensating braking force from the range of compensating braking forces based on the actual torque value, a larger compensating braking force can be applied when the actual torque of the vehicle is high, thus controlling the vehicle to quickly and stably stop on an incline. When the actual torque of the vehicle is low, a smaller compensating braking force is applied to ensure stable stopping on an incline while appropriately delaying the braking time, avoiding excessive jerkiness caused by sudden braking, which would negatively impact the user experience.

[0062] In this embodiment, determining the compensation braking force range based on the driving force difference and the vehicle resistance specifically includes: Step 10321: In response to the driving force difference being greater than or equal to the vehicle resistance, the difference between the climbing resistance and the rolling resistance is calculated to obtain the resistance difference value. Step 10322: Take the resistance difference as the minimum compensating braking force and the vehicle resistance as the maximum compensating braking force, and determine the range of compensating braking force based on the minimum compensating braking force and the maximum compensating braking force.

[0063] In practice, if the difference in driving force is greater than or equal to the vehicle resistance, it indicates that there is a large difference between the actual driving force and the target driving force of the vehicle. The difference between the climbing resistance and the rolling resistance is then calculated to obtain the resistance difference.

[0064] The determined resistance difference is used as the minimum compensating braking force, and the vehicle resistance is used as the maximum compensating braking force. After obtaining the minimum and maximum compensating braking forces, the range of compensating braking forces can be determined.

[0065] The following explanation uses parameters and includes the following: , For the difference in driving force, As a practical driving force, The driving force for the goal. If ,in, The vehicle resistance is defined as the difference in driving force being greater than or equal to the vehicle resistance. The range of the compensating braking force is then determined as follows: ,in, Where is the resistance difference, and F is the compensating braking force.

[0066] In this embodiment, determining the compensation braking force range based on the driving force difference and the vehicle resistance further includes: Step 1032A: In response to the driving force difference being less than the vehicle resistance, the difference between the climbing resistance (a preset multiple) and the driving force difference is used as the minimum compensation braking force. Step 1032B: Use the difference in driving force as the maximum compensating braking force, and determine the range of compensating braking force based on the minimum compensating braking force and the maximum compensating braking force.

[0067] In practice, if the difference in driving force is less than the vehicle resistance, it indicates that the difference between the actual driving force and the target driving force is small. The difference between the climbing resistance (a preset multiple) and the driving force difference is then used as the minimum compensating braking force. For example, the preset multiple is 2.

[0068] The determined difference in driving force is used as the maximum compensating braking force. After obtaining the minimum and maximum compensating braking forces, the range of the compensating braking force can be determined.

[0069] The following explanation uses parameters and includes the following: , For the difference in driving force, As a practical driving force, The driving force for the goal. If ,in, The vehicle resistance is such that the difference in driving force is less than the vehicle resistance at this point, and the range of the compensating braking force is determined as follows: Where F is the compensating braking force.

[0070] The above scheme compares the difference between the target driving force and the actual driving force with the vehicle resistance to determine the corresponding compensation braking force range, thus making the determination of the compensation driving force range more accurate.

[0071] In some embodiments, when determining the target compensating braking force from a defined compensating braking force range, the actual vehicle torque can be obtained, and the target compensating braking force can be determined from the compensating braking force range based on the actual vehicle torque. Specifically, step 1033 involves obtaining the vehicle torque and determining the target compensating braking force from the compensating braking force range based on the vehicle torque. This includes: Step 10331: Obtain the vehicle torque and determine the maximum torque corresponding to the maximum compensated braking force within the compensated braking force range; Step 10332: In response to the vehicle torque being greater than the maximum torque, determine the target compensating braking force as the maximum compensating braking force; Step 10333: In response to the vehicle torque being less than or equal to the maximum torque, determine the minimum compensation braking force within the compensation braking force range, determine the target torque descent slope based on the minimum compensation braking force, and determine the target compensation braking force based on the target torque descent slope.

[0072] In specific implementation, the vehicle torque is acquired, and the maximum torque corresponding to the maximum compensated braking force within the compensated braking force range is determined. Specifically, the maximum torque corresponding to the maximum compensated braking force is determined by acquiring the vehicle's wheel radius and then determining the maximum torque based on the wheel radius and the maximum compensated braking force.

[0073] The vehicle torque is compared with the maximum torque. If the vehicle torque is greater than the maximum torque, the vehicle torque is considered large, and the target compensation braking force is determined to be the maximum compensation braking force. Simultaneously, the rate of torque reduction is determined as a preset percentage, where the preset percentage is the reduction percentage value set at the vehicle's factory specifications.

[0074] The target compensating braking force is determined as the maximum compensating braking force until the vehicle torque is the same as the maximum torque, i.e., when the vehicle torque is less than or equal to the maximum torque, the minimum compensating braking force within the range of compensating braking forces is determined. Then, the target torque descent slope is determined based on the minimum compensating braking force, and the target compensating braking force is determined based on the target torque descent slope, where the target torque descent slope represents the rate of decrease of the vehicle torque.

[0075] In this embodiment, determining the target torque descent slope based on the minimum compensation braking force, and determining the target compensation braking force based on the target torque descent slope, specifically includes: Step A: Determine the first torque descent slope based on the minimum compensated braking force and the preset angular momentum; Step B: Obtain the preset second torque decrease slope, and select the minimum value between the first torque decrease slope and the second torque decrease slope as the target torque decrease slope; Step C: Determine the torque reduction value based on the target torque reduction slope and the vehicle torque, and determine the target compensation braking force based on the torque reduction value.

[0076] In specific implementation, the target torque reduction slope is determined based on the minimum compensated braking force within the compensated braking force range and the preset angular momentum. Torque can be regarded as the rate of change of angular momentum with time, and the derivative of angular momentum with respect to time is torque. The unit of angular momentum is kg·m² / s or N·m·s.

[0077] Specifically, the target torque reduction slope can be indirectly determined through an inverse function. The torque after reduction can be determined using the inverse function based on the minimum compensation braking force, and then the target torque reduction slope can be determined by comparing the reduced torque with the torque before reduction. The reduced torque is expressed by the formula y = k / x + a, where y is the reduced torque, k is the preset angular momentum, x is time, and a is the minimum compensation braking force.

[0078] A preset second torque reduction slope is obtained, wherein the second torque reduction slope is the preset ratio at the time of vehicle manufacture in the aforementioned embodiment. The determined first torque reduction slope is compared with the obtained second torque reduction slope, and the minimum value between the first torque reduction slope and the second torque reduction slope is selected as the target torque reduction slope.

[0079] The torque reduction value is determined based on the target torque reduction slope and the vehicle torque. This is achieved by multiplying the target torque reduction slope by the vehicle torque; the resulting product is the torque reduction value. This torque reduction value is the torque change value, and the target compensating braking force is determined based on this torque reduction value.

[0080] Specifically, the target compensating braking force can be determined based on the torque drop value by finding the correspondence between torque change values ​​and compensating braking force in the database.

[0081] The above approach utilizes a larger maximum compensating braking force as the target compensating braking force when the vehicle torque is high, ensuring stable parking on slopes. When the vehicle torque is less than the maximum torque, a smaller compensating braking force is used for compensation. Simultaneously, a smaller descent slope is employed to gradually reduce torque, improving driving smoothness, reducing jerking sensations, and enhancing the user's driving experience.

[0082] In some embodiments, after compensating for the vehicle's braking force, the wheel speed can be acquired in real time, thereby increasing additional braking force when the wheel speed is low to ensure the vehicle can stably park on the slope and avoid slippage. That is, after controlling the vehicle according to the target compensated braking force in step 103, the method further includes: Step 10A: Obtain the wheel speed; Step 10B: In response to the wheel speed being less than a preset speed threshold, a target braking compensation value is output according to a preset rate until the wheel speed is zero.

[0083] In practice, the wheel status, i.e., the wheel speed, is acquired in real time. If the wheel speed is detected to be less than a preset speed threshold, it indicates that the wheel speed is close to zero, and the current braking force of the vehicle can be further compensated according to a preset rate. Specifically, the braking force can be increased according to the preset rate, i.e., a target braking compensation value can be output according to the preset rate, until the wheel speed is zero.

[0084] When a vehicle's wheel speed approaches zero, although the speed is already very slow, the vehicle may still have some inertia. Increasing braking force can ensure that the vehicle can stop quickly and stably, avoiding problems caused by braking system errors, such as wear of brake pads or reduced transmission efficiency of brake fluid due to temperature, which could lead to the vehicle being unable to stay stable on a slope.

[0085] In this embodiment, the preset rate is a pre-set rate value, which can be determined based on the vehicle's operating parameters and the road surface parameters on which the vehicle is located. The vehicle's operating parameters include, for example, the vehicle's mass, and the road surface parameters include, for example, the road surface friction coefficient.

[0086] For example, a preset rate for increasing braking force corresponding to the vehicle's mass can be determined based on the vehicle's mass. The greater the vehicle's mass, the greater its inertia, and the more slowly the braking force needs to be increased to avoid excessive impact. For instance, when a heavy truck brakes at low speeds, the rate of increase in braking force is typically slower than that of a small car to prevent the vehicle from losing control or damaging the braking system.

[0087] Another example is that the preset rate of increase in braking force corresponding to the vehicle's mass can be determined based on the road surface friction coefficient. The higher the road surface friction coefficient, the greater the corresponding preset rate. For example, dry asphalt roads have a high friction coefficient, so the rate of increase in braking force can be appropriately higher. On the other hand, wet and slippery roads have a low friction coefficient, so the rate of increase in braking force needs to be slower. For example, when driving in the rain, the braking force needs to be increased more slowly to prevent the wheels from slipping.

[0088] The above method, by increasing braking force at a certain rate when the wheel speed is lower than a preset speed threshold until the wheel stops rotating, can prevent vehicle slippage and individual wheel spin.

[0089] In some embodiments, after the wheel speed reaches zero, the system is in a stable state, and the motor and hydraulic distribution ratio can be adjusted to avoid the motor from stalling for a long time and overheating. That is, after the wheel speed reaches zero as described in step 10B, the system further includes: Step 10C: Start timing when the wheel speed is zero; Step 10D: In response to the timing duration being less than or equal to a preset duration threshold, determine that the vehicle motor temperature is greater than a preset temperature threshold, determine a target hydraulic braking value based on the vehicle motor temperature, and control the vehicle hydraulic system to brake based on the target hydraulic braking value; Step 10E: In response to the timing duration exceeding a preset duration threshold, the electronic parking brake is activated.

[0090] In practice, timing begins once the wheel speed is determined to be zero, and the timing duration is recorded. If the timing duration is less than or equal to a preset threshold, the vehicle's stable hill-holding time is relatively short, and there is a possibility that the driver may start moving at any time. In this case, the motor torque is the primary factor, and the motor temperature signal is received. If the vehicle motor temperature is determined to be greater than a preset temperature threshold, it indicates a risk of motor overheating. The motor braking torque is then reduced, while the vehicle's hydraulic braking torque is increased.

[0091] Specifically, based on the motor temperature, a database is consulted to determine the target torque change value corresponding to the motor temperature. Then, the motor braking torque is controlled to decrease the target torque change value, while the hydraulic braking is controlled to increase the target torque change value. That is, the current hydraulic braking torque is obtained, and this current hydraulic braking torque is summed with the target torque change value to obtain the target hydraulic braking value. The vehicle's hydraulic system is then controlled to apply the brakes based on this target hydraulic braking value.

[0092] If the timeout period exceeds a preset threshold, it indicates a need for prolonged parking on an incline. Therefore, the electronic parking brake is engaged, stopping the use of the vehicle's hydraulic system and electric motor for braking. Specifically, when the timeout period exceeds the preset threshold, the system switches to EPB braking, disengaging the hydraulic motor torque.

[0093] The above solution allows for timing to begin once the system is stable. By judging the timing duration, it can be determined whether the driver needs to start the engine at any time, thereby adjusting the motor and hydraulic distribution ratio to prevent the motor from stalling for a long time and causing overheating.

[0094] In some embodiments, if an accelerator pedal signal is received after the system has stabilized, i.e., after the wheel speed has reached zero, it indicates that the driver has pressed the accelerator pedal and there is a need to start moving. Therefore, at this time, the vehicle torque request value is determined based on the accelerator pedal opening, and the hydraulic braking is controlled to disengage proportionally based on the vehicle torque request value.

[0095] In this embodiment, during the hydraulic brake disengagement process, the vehicle moves forward, and the hydraulic brake disengages rapidly. After the hydraulic brake disengagement is complete, the vehicle torque increases in response to the driver's demand, i.e., in response to the accelerator pedal.

[0096] In some embodiments, the road slope of the road where the vehicle is located is obtained. If it is determined that the road slope exceeds the preset maximum slope value, it indicates that the road slope of the road where the vehicle is located is too large. Relying solely on the vehicle's self-control may easily lead to safety risks. A takeover prompt message is sent to the driver to prompt the driver to take over the vehicle and avoid danger.

[0097] For example, the preset maximum slope is 20 degrees. If the road slope is greater than 20 degrees, the instrument panel will indicate that the slope is too steep and ask the driver to press the brake pedal harder. If the driver is detected to have pressed the brake pedal harder, the driver will take over the vehicle and stop the braking force compensation, that is, stop the method described in steps 101 to 103.

[0098] In this embodiment, the takeover notification message can be in at least one of the following formats: voice, text, image, video, and rich text. The takeover notification message can be displayed on the vehicle or on the user's mobile app. Scenario 1: If the display is on the vehicle side, the takeover prompt information can be presented in at least one of the following ways: voice broadcast, HUD display, instrument panel display, central control screen display, window display, and linkage with in-vehicle equipment. HUD display refers to a head-up display; for example, if the takeover prompt information is presented via HUD, the prompt information will be projected directly in front of the user. For example, if the content of the takeover prompt is in text form and the prompt is displayed on the central control screen, then the central control screen will display a text description prompting the user that the current road surface has a large slope and that the user should take over the vehicle. Scenario 2: If the message is displayed on a user's mobile app, the app includes at least one of the following: mobile phone, watch, wristband, laptop, or tablet. The notification method for the takeover prompt includes at least one of the following: voice announcement or pop-up display. For example, if the terminal is a mobile phone, and the content of the takeover prompt is in text form and the prompt is displayed as a pop-up window, then a pop-up window will be displayed on the user's mobile phone. The pop-up window contains a text description prompting the user that the current road surface has a large slope and that the user should take over the vehicle. If the driver still fails to take over the vehicle after a preset time has elapsed after the takeover prompt message is sent, the EPB brake can be applied to actively boost pressure.

[0099] Based on the same inventive concept, another embodiment of this disclosure provides a vehicle control method, the method specifically including: The vehicle's location is identified using onboard sensors, and the road surface slope is determined. If the slope is greater than a preset threshold, the vehicle is on an uphill section. The vehicle's gear is determined; if it is in drive and the vehicle speed is greater than zero, the accelerator pedal opening is monitored. If the accelerator pedal opening decreases, it indicates the vehicle is moving from forward to decelerating, and the vehicle is about to stop, at which point the calculation logic begins.

[0100] The calculation logic specifically includes calculating vehicle resistance based on vehicle mass, whereby vehicle resistance includes climbing resistance and rolling resistance. Specifically, in this embodiment, the vehicle mass can be re-determined each time the vehicle is driven to ensure that the subsequently determined vehicle resistance is more accurate.

[0101] Specifically, the process of determining the vehicle's mass includes: During this driving process, determine the coasting speed and coasting time corresponding to the vehicle's low-speed coasting condition, and determine the vehicle's coasting resistance based on the coasting speed and coasting time. During this driving process, obtain the vehicle's driving force, first vehicle speed, and first acceleration time corresponding to the vehicle's low-speed acceleration condition, and determine the vehicle's mass during this driving process based on the vehicle's driving force, vehicle coasting resistance, first vehicle speed, and first acceleration time.

[0102] In this embodiment, the low-speed coasting condition refers to the condition where the vehicle moves slowly forward at a low speed (usually below 20 km / h) by relying on inertia or engine idle power without pressing the accelerator or brake pedal. The low-speed acceleration condition refers to the condition where the driver actively presses the accelerator pedal within a low speed range (e.g., 0-30 km / h) to cause the engine to output more power, thereby rapidly increasing the vehicle speed.

[0103] The following explains how vehicle mass is determined using parametric formulas, specifically including: When the vehicle is coasting at low speed, the coasting resistance is calculated based on the vehicle's coasting parameters, and expressed by the formula:

[0104]

[0105] in, For vehicle coasting resistance, For vehicle quality, For the first acceleration, For gliding speed, This refers to the gliding time.

[0106] Determine the vehicle's primary driving force under low-speed acceleration conditions, and thus determine the vehicle's mass, expressed by the formula:

[0107]

[0108] in, As the primary driving force, For the second acceleration, The first vehicle speed, This is the first acceleration time.

[0109] The vehicle mass during this trip is determined based on the vehicle's first driving force, the vehicle's coasting resistance, the first vehicle speed, and the first acceleration time. This is achieved by adding the two formulas mentioned above:

[0110] Based on the above formula, the vehicle's mass can be calculated by substituting the obtained first driving force, coasting speed, coasting time, first vehicle speed, and first acceleration time.

[0111] In this embodiment, the vehicle's climbing resistance is the component of gravity along the slope direction when the vehicle is going uphill, which hinders the vehicle's progress. The climbing resistance is expressed by the formula:

[0112] in, Let m be the resistance to climbing the hill, m be the vehicle mass, and g be the acceleration due to gravity. The slope of the road surface where the vehicle is located.

[0113] In this embodiment, the rolling resistance of the vehicle is the resistance generated by the elastic deformation of the tire and the road surface and internal friction when the tire rolls on the road surface. The rolling resistance is expressed by the formula:

[0114] in, Let f be the rolling resistance, and f be the rolling resistance coefficient. The rolling resistance coefficient is a value determined by looking up a table based on the road surface type. The rolling resistance coefficient in off-road environments is significantly higher than that in off-road environments. The vehicle's road surface is identified by onboard sensors, and the rolling resistance coefficient is determined by looking up a table based on the road surface type provided by the camera.

[0115] The actual acceleration of the vehicle is obtained, and the target driving force is determined based on the actual acceleration and the vehicle's mass. The target driving force is expressed by the formula:

[0116] in, Let m be the target driving force, m be the vehicle mass, and a be the actual acceleration.

[0117] The driving force difference is determined based on the actual driving force and the target driving force, i.e., the difference between the actual driving force and the target driving force is taken as the driving force difference. The compensation braking force range is determined based on the determined driving force difference and the vehicle resistance, wherein the vehicle resistance is the sum of the climbing resistance and the rolling resistance.

[0118] The vehicle torque is acquired, and a target compensating braking force is determined based on the vehicle torque within a defined range of compensating braking forces. The vehicle torque is the actual torque value of the vehicle acquired in real time.

[0119] , For the difference in driving force, As a practical driving force, The driving force for the goal. If ,in, The vehicle resistance is defined as the difference in driving force being greater than or equal to the vehicle resistance. The range of the compensating braking force is then determined as follows: ,in, Let F be the resistance difference, and F be the compensating braking force. If ,in, The vehicle resistance is such that the difference in driving force is less than the vehicle resistance at this point, and the range of the compensating braking force is determined as follows: Where F is the compensating braking force.

[0120] By monitoring wheel speed changes, when the vehicle wheel speed approaches 0, the braking pressure is actively increased to ensure the vehicle stops normally. The braking force is increased at a certain rate until the wheels stop rotating, which can prevent the vehicle from slipping and individual wheels from spinning out of control.

[0121] Once the vehicle wheel speed reaches 0, i.e. the system stabilizes, adjust the motor and hydraulic distribution ratio to prevent the motor from stalling for an extended period and causing overheating.

[0122] Specifically, timing begins after the vehicle's wheel speed reaches zero. If the timing period is short, such as less than 2 minutes, the system primarily relies on motor torque to accommodate any potential start-up, while also receiving motor temperature signals. If the motor's temperature rises, posing a risk of overheating, the motor torque is reduced and the hydraulic braking torque is increased to prevent overheating. The reduction in motor torque is equal to the increase in hydraulic braking torque. If the timing period is longer, such as exceeding 2 minutes, the system switches to EPB braking, and the hydraulic motor torque is deactivated.

[0123] If the driver presses the accelerator after the vehicle's wheel speed reaches zero, the system detects the accelerator opening and torque demand. The hydraulic pressure disengages proportionally to the vehicle's torque requirement. During the hydraulic pressure disengagement, the vehicle moves forward, and the hydraulic pressure disengages rapidly. After the hydraulic pressure disengages completely, the torque increases according to the driver's demand. Through real-time coordination of driving force and braking force, the system effectively prevents the vehicle from rolling backward and the wheels from slipping during the process.

[0124] In this embodiment, after obtaining the road slope of the road where the vehicle is located, if it is determined that the road slope exceeds the preset maximum slope value, it means that the road slope of the road where the vehicle is located is large, and relying solely on the vehicle to control itself may easily lead to safety risks. A takeover prompt message is sent to the driver to prompt the driver to take over the vehicle and avoid danger.

[0125] For example, the preset maximum slope is 20 degrees. If the road slope is greater than 20 degrees, the instrument panel will indicate that the slope is too steep and that the driver should apply the brakes firmly. If the driver is detected to have applied the brakes firmly, the driver will take over the vehicle.

[0126] Through the above solutions, real-time data analysis ensures that the system can quickly respond to the vehicle's tendency to roll backward, significantly reducing the risk of rolling backward in off-road environments and improving driving safety. The intelligent control system can automatically take measures without relying on the driver, reducing the difficulty of operation for the driver in complex terrain, enhancing the driving experience, and reducing the possibility of vehicle damage or accidents caused by rolling backward. At the same time, the human-machine interface enhances the driver's sense of control and confidence.

[0127] It should be noted that the method of this disclosure embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this disclosure embodiment, and the multiple devices will interact with each other to complete the method described.

[0128] It should be noted that the above description describes some embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0129] Based on the same inventive concept, corresponding to any of the above-described embodiments, this disclosure also provides a vehicle control device.

[0130] refer to Figure 2, Figure 2 The vehicle control device, as described in this embodiment, includes: The monitoring module 201 is configured to detect the decrease in accelerator pedal opening during the uphill process of the vehicle, and to obtain the vehicle mass and the road slope of the road where the vehicle is located. The resistance determination module 202 is configured to determine the vehicle resistance based on the vehicle mass and the road surface slope. The control module 203 is configured to acquire the actual driving force of the vehicle, determine the target compensating braking force based on the vehicle resistance and the actual driving force, and control the vehicle based on the target compensating braking force.

[0131] In some embodiments, the control module 203 specifically includes: The target driving force determination unit is configured to acquire the actual acceleration of the vehicle and determine the target driving force based on the actual acceleration and the mass of the vehicle. The compensating braking force range determination unit is configured to determine a driving force difference based on the actual driving force and the target driving force, and to determine a compensating braking force range based on the driving force difference and the vehicle resistance. The target compensating braking force determination unit is configured to acquire vehicle torque and determine a target compensating braking force from the compensating braking force range based on the vehicle torque.

[0132] In some embodiments, the vehicle resistance includes climbing resistance and rolling resistance, and the compensation braking force range determination unit specifically includes: The resistance difference determination subunit is configured to, in response to the driving force difference being greater than or equal to the vehicle resistance, subtract the climbing resistance from the rolling resistance to obtain the resistance difference value. The compensating braking force range determination subunit is configured to use the resistance difference as the minimum compensating braking force and the vehicle resistance as the maximum compensating braking force, and determine the compensating braking force range based on the minimum compensating braking force and the maximum compensating braking force.

[0133] In some embodiments, the vehicle resistance includes climbing resistance and rolling resistance, and the compensation braking force range determination unit specifically includes: The difference processing subunit is configured to, in response to the driving force difference being less than the vehicle resistance, use the difference between the climbing resistance and the driving force difference, which is a preset multiple, as the minimum compensation braking force. The compensating braking force range determination subunit is configured to use the driving force difference as the maximum compensating braking force and determine the compensating braking force range based on the minimum compensating braking force and the maximum compensating braking force.

[0134] In some embodiments, the target compensation braking force determination unit specifically includes: The maximum torque determination subunit is configured to acquire the vehicle torque and determine the maximum torque corresponding to the maximum compensated braking force in the compensated braking force range. A first target compensation braking force determination subunit is configured to determine the target compensation braking force as the maximum compensation braking force in response to the vehicle torque being greater than the maximum torque. The second target compensation braking force determination subunit is configured to, in response to the vehicle torque being less than or equal to the maximum torque, determine the minimum compensation braking force within the compensation braking force range, determine the target torque descent slope based on the minimum compensation braking force, and determine the target compensation braking force based on the target torque descent slope.

[0135] In some embodiments, the second target compensation braking force determining subunit is specifically configured as follows: The first torque descent slope is determined based on the minimum compensated braking force and the preset angular momentum. Obtain a preset second torque decrease slope, and select the minimum value between the first torque decrease slope and the second torque decrease slope as the target torque decrease slope; The torque reduction value is determined based on the target torque reduction slope and the vehicle torque, and the target compensation braking force is determined based on the torque reduction value.

[0136] In some embodiments, the vehicle control device further includes a compensation module, which specifically includes: The wheel speed acquisition unit is configured to acquire the wheel rotation speed; The compensation unit is configured to output a target braking compensation value according to a preset rate in response to the wheel speed being less than a preset speed threshold, until the wheel speed is zero.

[0137] In some embodiments, the compensation module further includes: The timing unit is configured to start timing when the wheel speed is zero; The braking control unit is configured to, in response to the timing duration being less than or equal to a preset duration threshold, determine that the vehicle motor temperature is greater than a preset temperature threshold, determine a target hydraulic braking value based on the vehicle motor temperature, and control the vehicle hydraulic system to perform braking based on the target hydraulic braking value; The electronic parking brake control unit is configured to control the electronic parking brake to open in response to the timing duration exceeding a preset duration threshold.

[0138] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0139] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0140] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method described in any of the above embodiments.

[0141] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0142] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0143] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0144] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0145] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0146] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0147] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0148] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0149] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the vehicle control method as described in any of the above embodiments.

[0150] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0151] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0152] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the vehicle control device, the electronic device, and the computer-readable storage medium in the above embodiments, wherein the vehicle device implements the vehicle control method described in any of the above embodiments.

[0153] The vehicles described in the above embodiments are used to implement the vehicle control method described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0154] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0155] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0156] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0157] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0158] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0159] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0160] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0161] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle control method, characterized in that, include: The system monitors the decrease in accelerator pedal opening during the uphill process and obtains the vehicle's mass and the slope of the road surface where the vehicle is located. The vehicle resistance is determined based on the vehicle mass and the road surface slope. The actual driving force of the vehicle is obtained, a target compensating braking force is determined based on the vehicle resistance and the actual driving force, and the vehicle is controlled based on the target compensating braking force.

2. The method according to claim 1, characterized in that, The step of determining the target compensating braking force based on the vehicle resistance and the actual driving force includes: The actual acceleration of the vehicle is obtained, and the target driving force is determined based on the actual acceleration and the mass of the vehicle. The driving force difference is determined based on the actual driving force and the target driving force, and the compensation braking force range is determined based on the driving force difference and the vehicle resistance. Obtain the vehicle torque, and determine the target compensating braking force from the compensated braking force range based on the vehicle torque.

3. The method according to claim 2, characterized in that, The vehicle resistance includes climbing resistance and rolling resistance. The step of determining the compensation braking force range based on the driving force difference and the vehicle resistance includes: In response to the driving force difference being greater than or equal to the vehicle resistance, the difference between the climbing resistance and the rolling resistance is calculated to obtain the resistance difference value; The resistance difference is used as the minimum compensating braking force, and the vehicle resistance is used as the maximum compensating braking force. The range of compensating braking force is determined based on the minimum compensating braking force and the maximum compensating braking force.

4. The method according to claim 2, characterized in that, The vehicle resistance includes climbing resistance and rolling resistance. The step of determining the compensation braking force range based on the driving force difference and the vehicle resistance includes: In response to the fact that the driving force difference is less than the vehicle resistance, the difference between the climbing resistance and the driving force difference, which is a preset multiple, is used as the minimum compensation braking force. The difference in driving force is used as the maximum compensating braking force, and the range of compensating braking force is determined based on the minimum compensating braking force and the maximum compensating braking force.

5. The method according to claim 2, characterized in that, The step of acquiring the vehicle torque and determining the target compensating braking force from the compensated braking force range based on the vehicle torque includes: Obtain the vehicle torque and determine the maximum torque corresponding to the maximum compensated braking force within the compensated braking force range; In response to the vehicle torque being greater than the maximum torque, the target compensating braking force is determined to be the maximum compensating braking force; In response to the vehicle torque being less than or equal to the maximum torque, a minimum compensation braking force within the compensation braking force range is determined, a target torque descent slope is determined based on the minimum compensation braking force, and a target compensation braking force is determined based on the target torque descent slope.

6. The method according to claim 5, characterized in that, The step of determining the target torque descent slope based on the minimum compensation braking force, and determining the target compensation braking force based on the target torque descent slope, includes: The first torque descent slope is determined based on the minimum compensated braking force and the preset angular momentum. Obtain a preset second torque decrease slope, and select the minimum value between the first torque decrease slope and the second torque decrease slope as the target torque decrease slope; The torque reduction value is determined based on the target torque reduction slope and the vehicle torque, and the target compensation braking force is determined based on the torque reduction value.

7. The method according to claim 1, characterized in that, After controlling the vehicle according to the target compensated braking force, the method further includes: Get the wheel speed; In response to the wheel speed being less than a preset speed threshold, a target braking compensation value is output according to a preset rate until the wheel speed is zero.

8. The method according to claim 7, characterized in that, After the wheel speed reaches zero, the following is also included: The timing begins when the wheel speed reaches zero. In response to the timing duration being less than or equal to a preset duration threshold, it is determined that the vehicle motor temperature is greater than a preset temperature threshold. A target hydraulic braking value is determined based on the vehicle motor temperature, and the vehicle hydraulic system is controlled to brake based on the target hydraulic braking value. In response to the timing duration exceeding a preset duration threshold, the electronic parking brake is activated.

9. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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