Vehicle control method and device, electronic equipment and vehicle

Abstract

The embodiment of the invention provides a steering control method and device, electronic equipment and a vehicle. The steering control method comprises the steps that a gear request signal sent by a user through a mobile terminal is received; controlling the vehicle to move based on the gear request signal, and acquiring a wheel speed signal and an acceleration signal when the vehicle moves; determining the actual speed of the vehicle based on the wheel speed signal and the acceleration signal; comparing the actual vehicle speed with a preset required vehicle speed to obtain a comparison result; based on the comparison result, the required braking force and the required driving force of the vehicle are generated; the vehicle is controlled to move through the demanded braking force and the demanded driving force, so that the feasibility of remote operation is guaranteed, meanwhile, stable passing on complex road conditions can be achieved on the premise that driving smoothness and safety are guaranteed, and driving convenience is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, device, electronic device, and vehicle. Background Technology

[0002] When driving on complex off-road conditions (such as rugged, narrow, and gravelly unpaved roads with ditches), without external guidance from a companion, the driver often needs to repeatedly get out of the vehicle to observe road conditions such as ground clearance and tire contact area before getting back in to operate the controls. This is not only inefficient but also increases the driver's workload. Currently, there are technological solutions that utilize remote control devices (such as smartphones) to control the vehicle from outside, such as remote parking control. These solutions typically allow users to send vehicle control commands through the mobile terminal's interface, and some even allow users to input control commands regarding the accelerator pedal or torque signals through the mobile terminal's interface, enabling vehicle control without the driver being in the cabin, thus partially reducing the burden of repeatedly getting in and out of the vehicle.

[0003] However, the above solutions are mainly applicable to flat roads and lack adaptability to real-time changes in road surface adhesion conditions, texture, undulations, and resistance in complex road scenarios (such as off-road scenarios). This can easily lead to uneven vehicle driving, instability, and even safety risks. Furthermore, even if users can remotely and manually input accelerator pedal or torque signals to control the vehicle, the inherent transmission delay of wireless transmission and the inability of the user to accurately perceive the vehicle's status in real time result in imprecise control commands, thus affecting handling performance and safety. Summary of the Invention

[0004] This application provides a vehicle control method, device, electronic device, and vehicle, aiming to improve the current remote vehicle control schemes, which lack adaptability to complex road scenarios, easily leading to uneven vehicle driving, instability, and even safety risks. At the same time, remote manual input of accelerator pedal or torque signals also suffers from the inherent transmission delay of wireless transmission and the inability of the user to accurately perceive the vehicle status in real time, resulting in inaccurate control commands and thus affecting handling performance and driving safety.

[0005] To address the aforementioned problems, this application discloses a vehicle control generation method, the method comprising: Receive gear request signals sent by users via mobile terminals; The vehicle movement is controlled based on the gear request signal, and the wheel speed signal and acceleration signal of the vehicle during movement are acquired. The actual vehicle speed is determined based on the wheel speed signal and acceleration signal. The actual vehicle speed is compared with the preset required vehicle speed to obtain the comparison result; Based on the comparison results, the required braking force and required driving force of the vehicle are generated; The vehicle movement is controlled by the demand braking force and the demand driving force.

[0006] Based on the aforementioned technical methods, it is clear that users only need to send a macroscopic gear request signal, without needing to input accelerator pedal or torque signals. This fundamentally avoids the infeasibility of fine-tuning due to signal transmission delays and lack of state awareness, ensuring the feasibility of remote operation. Furthermore, controlling the vehicle via a mobile terminal eliminates the need for users to repeatedly get out of the vehicle, improving traffic efficiency and reducing the driver's workload. In off-road conditions, the vehicle's wheel speed can be significantly overestimated due to slippage. Longitudinal acceleration reflects both deceleration caused by changes in resistance and acceleration caused by downhill descent or slippage. By integrating these two factors to calculate the vehicle's actual speed, serious misjudgments caused by directly using distorted wheel speed for control are avoided. Preset speed comparison allows for real-time and objective assessment of whether the vehicle decelerates due to increased road resistance or accelerates due to downhill slopes or slippage. This clarifies the direction and urgency of control adjustments. Based on speed deviations, the system dynamically calculates the vehicle's required braking and driving forces, perfectly adapting to real-time changes in off-road surface adhesion and resistance. This enables the vehicle to maintain a stable, uniform speed, significantly improving driving smoothness and safety. By controlling vehicle movement through required braking and driving forces, the system automatically adjusts the throttle and brakes according to road resistance when facing complex off-road conditions. This ensures stable passage through complex road conditions while maintaining driving smoothness and safety, greatly increasing driving convenience.

[0007] Optionally, before receiving the gear request signal sent by the user via the mobile terminal, the method further includes: Receive a Bluetooth connection request sent by a mobile terminal, and control the mobile terminal and the vehicle to establish a communication connection based on the Bluetooth connection request; Once the communication connection is successfully established, the vehicle's door status, overall vehicle status, gear status, motion status, electronic parking brake system status, brake status, accelerator status, and controller area network message status are detected. If the vehicle door status is all four doors and two covers closed, the vehicle status is that the vehicle is normally powered on and not charging, the gear status is parking, the movement status is stationary, the electronic parking brake system status is engaged, the brake status is not applied, the accelerator status is not applied, and the controller local area network message status is normal, then it is determined that the intelligent off-road function of the vehicle meets the activation conditions.

[0008] Based on the aforementioned technical methods, by comprehensively checking the condition of multiple key components such as the doors, the entire vehicle, and the gear shift beforehand, it is ensured that the intelligent off-road function can only be activated when the vehicle is completely stationary and all functions are normal. This effectively prevents accidental activation due to abnormal vehicle conditions, improving the reliability and safety of the function's use. It also helps users understand that the vehicle is fully prepared before activating the function, reducing operational risks.

[0009] Optionally, after determining that the vehicle's intelligent off-road function meets the activation conditions, the method further includes: Receive the intelligent off-road function activation command sent by the mobile terminal; Based on the intelligent off-road function activation command, the mobile terminal is controlled to perform an external function handshake with the intelligent off-road function control unit. Once the external function handshake is confirmed to be successful, the operating status of the brake control unit, electric power steering control unit, and vehicle controller in the vehicle is checked. If the working state is that handshake is allowed, the function is operating normally, and the interaction is normal, then the intelligent off-road function control unit is controlled to perform internal handshakes with the brake control unit, the electric power steering control unit, and the vehicle controller respectively. Once the internal handshake is confirmed to be successful, the intelligent off-road function of the vehicle is put into a ready state.

[0010] As can be seen from the above technical means, by establishing a two-layer confirmation mechanism of "external function handshake" and "internal handshake", it is ensured that the mobile terminal's control request for the vehicle must undergo dual safety verification between the mobile terminal and the vehicle's intelligent off-road function unit, as well as between the vehicle's intelligent off-road function unit and key execution components (braking, steering, vehicle management). This ensures that the intelligent off-road function will only enter the ready state when all relevant control units have clearly received the instruction, are in normal condition, and are ready to work together. This effectively avoids false activation or control failure caused by single point of failure, communication abnormalities, or unprepared components, greatly improving the security and reliability of remote control.

[0011] Optionally, controlling vehicle movement based on the gear request signal includes: Based on the gear request signal, release the vehicle's parking calipers and adjust the vehicle's current actual braking force to 0; The vehicle is controlled to move forward or backward according to the gear request signal.

[0012] As can be seen from the above technical means, by ensuring that the parking caliper is fully released and the braking force is zero before executing the drive command, the risk of starting sluggishness, jerking, or component overload caused by the parking brake not being released in time is eliminated. It not only ensures the immediacy and smoothness of the vehicle's starting response, but also protects the braking and drive components, making the entire gear shifting and starting process safe, smooth, and efficient.

[0013] Optionally, comparing the actual vehicle speed with the preset required vehicle speed to obtain the comparison result further includes: Receive corner request signals sent by users via mobile terminals; The turning request signal is parsed to determine the target turning direction and the target turning angle; According to the target steering direction and the target steering angle, control the vehicle's electric power steering control unit to perform steering operations; During vehicle steering, obtain the vehicle's yaw angle; The actual longitudinal speed component of the vehicle is calculated using the vehicle body yaw angle and the actual vehicle speed. The actual longitudinal vehicle speed component is compared with the preset required vehicle speed to obtain the comparison result.

[0014] Based on the aforementioned technical methods, the user's steering intentions are first accurately translated into digital commands through a clear human-machine interface, reliably driving the electric power steering control unit to execute them. Then, by monitoring the vehicle's yaw angle in real time, the actual impact of steering on the vehicle's effective forward speed (longitudinal speed component) is dynamically calculated. Finally, by comparing this actual effective speed affected by steering with the user's preset speed, the vehicle's power control unit can intelligently compensate for the speed loss caused by steering. This ensures that during remote steering, the vehicle can not only accurately change direction but also intelligently maintain the preset speed, avoiding unexpected speed drops or uncontrolled acceleration during turns. Thus, in complex off-road or remote control scenarios, precise, smooth, predictable, and safe motion control is achieved, greatly improving the user experience and functional reliability. Optionally, controlling vehicle movement through the demand braking force and the demand driving force includes: Real-time monitoring of the operating status of the vehicle controller and brake control unit; If the vehicle controller is in normal working condition, the required driving force is sent to the vehicle controller so that the vehicle controller can control the driving torque output by the vehicle. If the brake control unit is in normal working condition, the required braking force is sent to the brake control unit so that the brake control unit controls the braking torque output by the vehicle. If the main hydraulic actuator of the brake control unit malfunctions, a redundant hydraulic actuator is used to control the braking torque output by the vehicle.

[0015] As demonstrated by the aforementioned technical methods, by performing real-time status verification of the vehicle controller and brake control unit before each execution of critical control commands, the risk of sending erroneous commands to malfunctioning control units is fundamentally prevented. Secondly, the calculated required driving force and braking force are accurately distributed to the corresponding, functioning execution units, ensuring that control intentions are precisely and professionally translated into actual vehicle actions. Finally, when the main brake hydraulic unit malfunctions, the process automatically and seamlessly switches to the redundant backup unit, thus maintaining basic braking capability even when the main execution path fails, significantly improving the availability of the function in extreme situations and enhancing the overall vehicle safety level.

[0016] Optionally, the method further includes: Receive the target braking signal sent by the remote key; The target braking signal is used to control the braking torque output by the hydraulic actuator of the vehicle braking control unit to perform emergency braking.

[0017] As can be seen from the aforementioned technical means, when the remote key sends a target braking signal, it can bypass the conventional driving operation chain and directly instruct the hydraulic actuator of the brake control unit to establish precise braking pressure, thereby quickly and accurately achieving emergency deceleration or stopping of the vehicle. This mechanism provides crucial additional safety assurance for dealing with sudden situations for the driver or emergency hazards around the vehicle, ensuring the immediacy and reliability of the braking response through a simplified signal path.

[0018] To address the aforementioned problems, this application also discloses a steering control generation device, the device comprising: The signal receiving module is used to receive gear request signals sent by the user through a mobile terminal; The signal acquisition module is used to control the vehicle movement based on the gear request signal, and to acquire the wheel speed signal and acceleration signal of the vehicle during movement; The vehicle speed determination module is used to determine the actual vehicle speed based on the wheel speed signal and acceleration signal; The comparison module is used to compare the actual vehicle speed with the preset required vehicle speed to obtain the comparison result; A generation module is used to generate the required braking force and required driving force of the vehicle based on the comparison results; The first control module is used to control the movement of the vehicle through the required braking force and the required driving force.

[0019] To address the aforementioned problems, this application also discloses an electronic device, including a processor and a memory, wherein... Memory, used to store computer programs; The processor is used to execute the program stored in the memory to implement the steering control generation method described above.

[0020] To address the aforementioned problems, this application also discloses a vehicle that includes the steering control device described above, or the electronic device described above.

[0021] Of course, any product implementing this application does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a steering control method provided in an embodiment of this application; Figure 2 yes Figure 1 The flowchart shown is a step 104 of a steering control method provided in an embodiment of this application; Figure 3 This is a structural diagram of a steering control device provided in an embodiment of this application; Figure 4 This is a structural diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0024] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0025] When drivers navigate alone on rugged, narrow mountain roads filled with rocks and gullies, they often need to repeatedly get out of the vehicle to check ground clearance, tire contact area, and other road conditions before getting back in to operate the controls. This not only affects traffic efficiency but also increases the driver's workload. Therefore, if drivers could operate the vehicle directly from outside the vehicle to complete off-road maneuvers in complex conditions, convenience and safety would be greatly improved. Some related technologies propose solutions for controlling vehicle movement from outside the vehicle using remote devices. In these solutions, the driver can use remote devices to directly control the vehicle's accelerator pedal / torque input signals. However, due to signal transmission delays, fine-tuning of the vehicle's output torque is not possible. Furthermore, these solutions only enable low-speed driving on flat roads and lack the capability for navigating complex off-road terrain.

[0026] Based on this, an embodiment of this application provides a steering control method, comprising: receiving a gear request signal sent by a user through a mobile terminal; controlling vehicle movement based on the gear request signal, and acquiring wheel speed signals and acceleration signals during vehicle movement; determining the actual vehicle speed based on the wheel speed signals and acceleration signals; comparing the actual vehicle speed with a preset required vehicle speed to obtain a comparison result; generating the required braking force and required driving force of the vehicle based on the comparison result; and controlling vehicle movement through the required braking force and required driving force. In this embodiment, the user only needs to send a macroscopic gear request signal, without needing to input an accelerator pedal or torque signal. This fundamentally avoids the infeasibility of fine operation caused by signal transmission delay and lack of state awareness, ensuring the feasibility of remote operation. Moreover, controlling the vehicle through a mobile terminal solves the problem of the user having to repeatedly get out of the vehicle, improving traffic efficiency and reducing the driver's workload. In off-road conditions, the vehicle's wheel speed can be severely overestimated due to slippage. Longitudinal acceleration reflects both deceleration caused by changes in resistance and acceleration caused by downhill or slippage. By integrating these two factors to calculate the vehicle's actual speed, serious misjudgments caused by directly using distorted wheel speed for control are avoided. The actual speed and preset speed are combined... Demand speed comparison allows for real-time and objective assessment of whether the vehicle decelerates due to increased road resistance or accelerates due to downhill slopes or slippage. This clarifies the direction and urgency of control adjustments. Based on speed deviation, the system dynamically calculates the vehicle's required braking and driving forces, perfectly adapting to real-time changes in off-road surface adhesion conditions and resistance. This enables the vehicle to maintain a stable, uniform speed, significantly improving driving smoothness and safety. By controlling vehicle movement through required braking and driving forces, the system automatically adjusts the throttle and brakes according to road resistance when facing complex off-road conditions. This ensures stable passage through complex road conditions while maintaining driving smoothness and safety, greatly increasing driving convenience.

[0027] Example 1 This application provides a steering control method; please refer to the embodiments provided. Figure 1This includes the following steps: Step 101: Receive the gear request signal sent by the user through the mobile terminal.

[0028] The mobile terminal in this application embodiment can be a mobile phone, smartwatch, iPad, laptop, etc. To enable users to remotely control the vehicle via the mobile terminal, a connection needs to be established between the mobile terminal and the vehicle. In this application embodiment, a connection can be established between the two via communication technologies such as Bluetooth module, WiFi, 5G network, or StarNet. The following explanation uses establishing a connection via Bluetooth module as an example. Before establishing a connection, this application embodiment needs to first activate the Bluetooth modules of both the vehicle and the mobile terminal and check if they are functioning correctly. After confirming that both are functioning correctly, the user sends a Bluetooth connection request to the vehicle's in-vehicle Bluetooth module using the APP on the mobile terminal.

[0029] In this embodiment, after establishing a Bluetooth connection, it is also necessary to activate the vehicle's intelligent off-road function to enable the mobile terminal to remotely control the vehicle's steering, driving, and braking. To ensure that the mobile terminal can control the vehicle's steering, driving, and braking under clear, safe, and coordinated conditions, a handshake is required between the mobile terminal and the vehicle's intelligent off-road function control unit, as well as between the intelligent off-road function control unit and the braking control unit, and between the electric power steering control unit and the vehicle controller. Before the handshake, it is necessary to check whether the vehicle's status meets the preconditions for the handshake. The checks include the door status, vehicle status, gear status, motion status, electronic parking brake system status, brake status, throttle status, and controller area network message status. When all checked items meet the expected status, it is determined whether the vehicle's status meets the preconditions for the handshake, and at this time, the vehicle's intelligent off-road function also meets the activation conditions. Based on the above, the steps for determining whether the intelligent off-road function meets the activation conditions include: Receive Bluetooth connection requests sent by mobile terminals, and control the mobile terminals and vehicles to establish communication connections based on the Bluetooth connection requests; Once the communication connection is successfully established, the vehicle's door status, overall vehicle status, gear status, motion status, electronic parking brake system status, brake status, accelerator status, and controller area network message status are detected. If the vehicle door status is all four doors and two covers closed, the vehicle status is that the vehicle is normally powered on and not charging, the gear status is parking, the movement status is stationary, the electronic parking brake system status is engaged, the brake status is not applied, the accelerator status is not applied, and the controller local area network message status is normal, then the vehicle's intelligent off-road function meets the activation conditions.

[0030] The "four doors and two hoods" refers to the four doors on the left front, left rear, right front, and right rear, as well as the engine hood and trunk lid. This applies specifically to vehicles with four doors. For other vehicle models, it's necessary to check that all corresponding doors are closed.

[0031] The above steps involve a comprehensive pre-check of key components such as the doors, the entire vehicle, and the gear shift to ensure that the intelligent off-road function is only activated when the vehicle is completely stationary and all functions are normal. This effectively prevents accidental activation due to abnormal vehicle conditions, improving the reliability and safety of the function. It also helps users understand that the vehicle is fully prepared before activating the function, reducing operational risks.

[0032] In this embodiment, after the mobile terminal and the vehicle establish a Bluetooth connection, the user needs to activate the vehicle's intelligent off-road function to enable the mobile terminal to remotely control the vehicle's steering, driving, and braking. Therefore, an intelligent off-road function activation command needs to be sent. After receiving this command, the vehicle's intelligent off-road function control unit will first check whether the vehicle's status meets the activation conditions for the intelligent off-road function. After confirming that the activation conditions are met, it will further check the status of the vehicle's braking control unit, electric power steering control unit, and vehicle controller.

[0033] As mentioned above, this application embodiment requires handshaking between the mobile terminal and the vehicle's intelligent off-road function control unit, and between the intelligent off-road function control unit and the brake control unit, the electric power steering control unit and the vehicle controller, to achieve remote control of the vehicle's steering, driving and braking by the mobile terminal. Therefore, it first checks whether the brake control unit, the electric power steering control unit and the vehicle controller are in a handshaking-enabled state, and then checks whether their functions are operating normally, and whether their interactions with each other and with the intelligent off-road function control unit are normal. If all are normal, an external handshake is performed between the mobile terminal and the vehicle's intelligent off-road function control unit, and an internal handshake is performed between the intelligent off-road function control unit and the brake control unit, the electric power steering control unit and the vehicle controller. After a successful handshake, the brake control unit is first controlled to generate a certain braking force to keep the vehicle stationary, and then the vehicle's intelligent off-road function is controlled to enter the ready Standby state. Based on the above, it can be seen that the steps to make the intelligent off-road function enter the ready Standby state include: Receive the intelligent off-road function activation command sent by the mobile terminal; Based on the intelligent off-road function activation command, control the mobile terminal to perform an external function handshake with the intelligent off-road function control unit. Once the external function handshake is confirmed to be successful, the operating status of the brake control unit, electric power steering control unit, and vehicle controller in the vehicle is checked. If the working status is that handshake is allowed, the function is operating normally, and the interaction is normal, the control unit for intelligent off-road function will conduct internal handshakes with the brake control unit, the electric power steering control unit, and the vehicle controller respectively. Once the internal handshake is confirmed to be successful, the vehicle's intelligent off-road function enters a ready state.

[0034] The above steps establish a two-layer confirmation mechanism of "external function handshake" and "internal handshake" to ensure that the mobile terminal's control request for the vehicle must undergo dual safety verification between the mobile terminal and the vehicle's intelligent off-road function unit, as well as between the vehicle's intelligent off-road function unit and key execution components (braking, steering, and vehicle management). This ensures that the intelligent off-road function will only enter the ready state when all relevant control units have clearly received the instruction, are in normal condition, and are ready to work together. This effectively avoids false activation or control failure caused by single point of failure, communication anomalies, or unprepared components, greatly improving the security and reliability of remote control.

[0035] Step 102: Control the vehicle movement based on the gear request signal, and acquire the wheel speed signal and acceleration signal when the vehicle is moving.

[0036] After the intelligent off-road function of this embodiment enters the ready state, the user can remotely control the vehicle using a mobile terminal. For example, the user can find the gear control interface in the APP interface according to the current traffic needs, which includes "vehicle forward" or "vehicle reverse" controls. Then, by long-pressing the "vehicle forward" or "vehicle reverse" control, a gear request signal is sent to the intelligent off-road function control unit. The intelligent off-road function control unit forwards this signal to the brake control unit and the vehicle controller. Based on this signal, the brake control unit releases the parking caliper, reducing the braking torque generated by the brake control unit to 0 to keep the vehicle stationary. The vehicle controller provides driving force to control the vehicle to move forward or backward based on this signal. Therefore, step 102, "controlling vehicle movement based on gear request signal", specifically includes the following sub-steps: Sub-step 1021: Based on the gear request signal, release the vehicle's parking calipers and adjust the vehicle's current actual braking force to 0.

[0037] Sub-step 1022: Control the vehicle to move forward or backward according to the gear request signal.

[0038] The above steps first ensure that the parking caliper is fully released and the braking force is reduced to zero before executing the drive command, eliminating the risk of starting sluggishness, jerking, or component overload caused by the parking brake not being released in time. It not only ensures the immediacy and smoothness of the vehicle's starting response but also protects the braking and drive components, making the entire gear shifting and starting process safe, smooth, and efficient.

[0039] In this embodiment of the application, when a user controls the vehicle to move forward or backward via a mobile terminal, the vehicle will move accordingly when the "vehicle forward" or "vehicle backward" control is pressed and held, and the vehicle will stop moving when the control is released.

[0040] In this embodiment, a gear request signal is sent to the vehicle controller. When the vehicle controller provides driving force to control the vehicle's forward or reverse movement based on this signal, it also feeds back the vehicle's current actual gear information to the intelligent off-road function control unit to confirm that the actual gear information matches the gear request signal. It also determines whether the actual gear information is fed back within a specified time threshold. If no feedback is received within the time limit, it indicates a malfunction in the vehicle controller, and the gear request signal needs to be resent. After controlling the vehicle's movement, this embodiment can collect wheel speed and acceleration signals from deployed sensors.

[0041] Step 103: Determine the actual vehicle speed based on wheel speed and acceleration signals.

[0042] This application embodiment can directly determine the wheel speed of a vehicle using wheel speed signals, and determine the vehicle's lateral and longitudinal acceleration using acceleration signals. By performing a reasonableness check on the wheel speed signals of the four wheels (e.g., removing abnormal data such as slipping or locked wheels), valid wheel speed signals are selected for fusion calculation to estimate the vehicle's longitudinal reference speed. Then, for each extremely short time interval, the longitudinal acceleration signal is integrated over time to calculate the vehicle speed after each extremely short time interval when the vehicle starts moving from rest. The vehicle speed at the beginning of the time interval plus the time integral of the longitudinal acceleration signal within the time interval equals the vehicle speed at the end of the time interval. These two speeds are then weighted and fused to obtain the vehicle's actual speed. It should be noted that the weights during weighting are dynamically changing. When the wheel speed signals of the four wheels are consistent and stable, the weight of the speed calculated based on the wheel speed signals is larger. When slippage or lock-up of a wheel is detected (a sudden change in wheel speed that is inconsistent with other wheel speeds), the weight of the speed calculated based on the wheel speed signals decreases, while the weight of the speed calculated based on the acceleration signals increases.

[0043] Furthermore, this application can also calculate the slope information of the vehicle using acceleration signals. Because when a vehicle is stationary or moving at a constant speed on a slope, the vehicle's longitudinal acceleration sensor detects a constant acceleration signal generated by the gravitational component. Therefore, this application can compare and analyze the identified longitudinal acceleration with the actual vehicle acceleration calculated from the wheel speed. If there is a stable deviation between the two, and the influence of the vehicle's own acceleration or deceleration is excluded, then this deviation mainly originates from the gravitational component, and the vehicle's pitch angle, i.e., slope information (uphill or downhill), can then be deduced.

[0044] Step 104: Compare the actual vehicle speed with the preset required vehicle speed to obtain the comparison result.

[0045] The preset required vehicle speed in this application embodiment is the desired speed for successfully completing off-road driving or getting out of trouble, so it does not need to be too high. It can be set to 2 kph, 3 kph, etc., and the specific value can be adjusted according to different needs. Moreover, the preset required vehicle speed can be different for different vehicle models, and this application does not make specific limitations here.

[0046] The comparison result in this application embodiment is essentially the deviation between the actual vehicle speed and the preset required vehicle speed in the longitudinal component.

[0047] Step 105: Based on the comparison results, generate the vehicle's required braking force and required driving force.

[0048] In this application embodiment, the comparison results are input into a PID model, which outputs a basic control force based on the comparison results. The output control force follows these rules: when the actual vehicle speed is lower than the preset required speed, the driving force needs to be increased or the braking force decreased; when the actual vehicle speed is higher than the preset required speed, the braking force needs to be increased or the driving force decreased. The larger the error, the larger the output control force. When the actual vehicle speed is consistently lower than the preset required speed or consistently higher than the preset required speed (error persists), the PID model will gradually increase the output control force to eliminate steady-state error. When it detects that the actual vehicle speed is gradually approaching the preset required speed, the PID model will reduce the output control force in advance to prevent overshoot and make the control smoother. Therefore, in this application, the PID model is used to dynamically control the vehicle's output braking force and driving force as required.

[0049] Step 106: Control vehicle movement through demand braking force and demand driving force.

[0050] In this embodiment, the required braking force is sent to the brake control unit. The brake control unit then controls the pressure of the brake calipers on each wheel according to the required braking force, thereby controlling the braking torque output by the vehicle. It also provides real-time feedback of the actual braking torque to monitor the operating status of the brake control unit. Furthermore, the brake control unit includes redundant hydraulic actuators. When the main hydraulic actuator malfunctions, the redundant hydraulic actuators are used to control the pressure of the brake calipers on each wheel, thus controlling the braking torque output by the vehicle.

[0051] The demand driving force is sent to the vehicle controller, which then controls the drive motor unit based on the demand driving force, controlling the vehicle's output driving torque and feeding back the actual driving torque to the intelligent off-road function control unit in real time to monitor the vehicle controller's operating status. The vehicle controller and drive motor unit can be replaced by an engine management system (EMS) and an engine. Therefore, step 106 specifically includes the following sub-steps: Sub-step 1061: Real-time monitoring of the operating status of the vehicle controller and brake control unit.

[0052] Sub-step 1062: If the vehicle controller is in normal working condition, the required driving force is sent to the vehicle controller so that the vehicle controller can control the driving torque output by the vehicle.

[0053] Sub-step 1063: If the working state of the brake control unit is normal operation, the required braking force is sent to the brake control unit so that the brake control unit controls the braking torque output by the vehicle.

[0054] Sub-step 1064: If the main hydraulic actuator of the brake control unit malfunctions, a redundant hydraulic actuator is used to control the braking torque output by the vehicle.

[0055] The above steps perform real-time status verification of the vehicle controller and brake control unit before each execution of critical control commands, fundamentally preventing the risks caused by sending erroneous commands to malfunctioning control units. Secondly, the calculated required driving and braking forces are accurately distributed to the corresponding, functioning execution units, ensuring that control intentions are accurately and professionally translated into actual vehicle actions. Finally, when the main brake hydraulic unit malfunctions, the process automatically and seamlessly switches to a redundant backup unit, maintaining basic braking capability even when the main execution path fails, greatly improving the availability of the function in extreme situations and the overall vehicle safety level.

[0056] In this embodiment, the intelligent off-road function control unit can also receive signals sent by the remote key. When the user sends a target braking signal using the remote key, this signal can be used as a redundant emergency stop trigger signal to control the hydraulic actuator to perform emergency braking. Specific operating steps include: Receive the target braking signal sent by the remote key; Emergency braking is performed by controlling the braking torque output by the hydraulic actuator of the vehicle's braking control unit based on the target braking signal.

[0057] When the remote key sends a target braking signal, the above steps bypass the conventional driving operation chain and directly instruct the hydraulic actuator of the brake control unit to establish precise braking pressure, thereby quickly and accurately achieving emergency deceleration or stopping of the vehicle. This mechanism provides crucial additional safety for dealing with sudden driver situations or emergency hazards around the vehicle, ensuring the immediacy and reliability of braking response through a simplified signal path.

[0058] This application embodiment controls the vehicle's forward and backward movement based on the user's operation of the "vehicle forward" or "vehicle backward" controls on a mobile terminal. When the user ends the operation of the controls, the mobile terminal sends an RCCOStopReq stop operation command to the intelligent off-road function control unit via the Bluetooth module. After receiving the command, the control unit sends a request to adjust the driving force to 0 to the vehicle controller and a request to apply a certain amount of braking force to stop the vehicle to the braking control unit. After the vehicle controller and the braking control unit have completed their executions and the vehicle is currently stationary, the intelligent off-road function control unit waits for and responds to the user's next operation.

[0059] In addition, when the user selects "Exit Remote Off-Road Function" on the mobile terminal's APP interface and confirms it a second time, the mobile terminal sends a function exit request to the intelligent off-road function control unit via the Bluetooth module. Based on this request, the intelligent off-road function control unit sends a request to adjust the driving force to 0 to the vehicle controller, sends a request to apply a certain amount of braking force to bring the vehicle to a standstill to the brake control unit, and simultaneously requests to engage the electric power steering control unit and shift the vehicle into P gear (parking gear). Then, it sends a request to adjust the braking force to 0 to the brake control unit. The intelligent off-road function control unit then exits the function and sends an exit signal to the mobile terminal's Bluetooth module.

[0060] Example 2 refer to Figure 2 , showed Figure 1 The embodiment of this application shows a flowchart of step 104 in a steering control method, which includes the following steps: Step 1041: Receive the corner request signal sent by the user through the mobile terminal.

[0061] In addition to controlling the vehicle's forward and backward movement via a mobile terminal, this embodiment of the application also allows control of the vehicle's steering. The user locates the steering control interface in the app, which includes controls for "turn left" or "turn right." Clicking the "turn left" or "turn right" control sends a turning angle request signal to the intelligent off-road function control unit. Clicking the "turn left" or "turn right" control once will cause the vehicle to turn left or right by a certain angle; multiple clicks will accumulate the steering angle. For example, clicking "turn left" once will cause the vehicle to turn left by 2°, and clicking "turn left" three times will cause the vehicle to turn left by 6°.

[0062] Step 1042: Analyze the turn request signal to determine the target turning direction and the target turning angle.

[0063] After receiving the turning angle request signal, the intelligent off-road function control unit of this application analyzes it to determine the target turning direction and target turning angle required by the user.

[0064] Step 1043: Control the vehicle's electric power steering control unit to perform steering operations according to the target steering direction and target steering angle.

[0065] In this embodiment, the parsed target steering direction and target steering angle information are sent to the electric power steering control unit. The electric power steering control unit calculates the required steering torque based on the target steering angle, and drives the motor to output the steering torque, so that the vehicle performs steering operation according to the target steering direction and target steering angle.

[0066] Step 1044: During the vehicle's steering process, obtain the vehicle's yaw angle.

[0067] The inertial measurement unit in this embodiment measures the vehicle's yaw angle in real time. The yaw angle is the angle between the vehicle's longitudinal axis and the initial reference direction (the direction of the vehicle's front end before turning).

[0068] Step 1045: Calculate the actual longitudinal speed component of the vehicle using the vehicle body yaw angle and the actual vehicle speed.

[0069] This application embodiment identifies that when a vehicle turns, its velocity vector can be decomposed into two mutually perpendicular components: a longitudinal velocity component, which is considered the effective speed driving the vehicle forward or backward, and a lateral velocity component, which is considered the speed causing the vehicle to move laterally. In order to calculate the effective speed driving the vehicle forward or backward, this application embodiment needs to calculate the vehicle's actual longitudinal velocity component. The actual longitudinal velocity component is calculated as: actual vehicle speed × cos(vehicle yaw angle).

[0070] Step 1046: Compare the actual longitudinal vehicle speed component with the preset required vehicle speed to obtain the comparison result.

[0071] The comparison result of this application embodiment is the error between the calculated actual longitudinal vehicle speed component and the preset required vehicle speed. For example, if the vehicle body yaw angle is 60 degrees and the actual vehicle speed (overall speed) is 5.8 km / h, the actual longitudinal vehicle speed component = 5.8 × cos(60°) = 5.8 × 0.5 = 2.9 km / h, and the preset required vehicle speed is 2 km / h, then the comparison result = 2.9 km / h - 2 km / h = 0.9 km / h.

[0072] The above steps first use a clear human-machine interface to accurately translate the user's steering intentions into digital commands, reliably driving the electric power steering control unit to execute them. Then, by monitoring the vehicle's yaw angle in real time, the actual impact of steering on the vehicle's effective forward speed (longitudinal speed component) is dynamically calculated. Finally, by comparing this actual effective speed affected by steering with the user's preset speed requirement, the vehicle's power control unit can intelligently compensate for the speed loss caused by steering. This ensures that during remote steering, the vehicle can not only accurately change direction but also intelligently maintain the preset driving speed, avoiding unexpected sudden drops in speed or uncontrolled acceleration during turns. Thus, in complex off-road or remote control scenarios, precise, smooth, predictable, and safe motion control is achieved, greatly improving the user experience and functional reliability.

[0073] This application also provides a steering control device 20, please refer to... Figure 3 ,include: The signal receiving module 201 is used to receive the gear request signal sent by the user through the mobile terminal.

[0074] The signal acquisition module 202 is used to control the vehicle's movement based on the gear request signal and to acquire the wheel speed signal and acceleration signal when the vehicle is moving.

[0075] The vehicle speed determination module 203 is used to determine the actual vehicle speed based on wheel speed signals and acceleration signals.

[0076] The comparison module 204 is used to compare the actual vehicle speed with the preset required vehicle speed to obtain the comparison result.

[0077] The generation module 205 is used to generate the vehicle's required braking force and required driving force based on the comparison results.

[0078] The first control module 206 is used to control the movement of the vehicle through demand braking force and demand driving force.

[0079] Optionally, the steering control device 20 also includes: The request receiving module is used to receive Bluetooth connection requests sent by the mobile terminal and control the mobile terminal and the vehicle to establish a communication connection based on the Bluetooth connection request.

[0080] The first state detection module is used to detect the vehicle's door status, overall vehicle status, gear status, motion status, electronic parking brake system status, brake status, accelerator status, and controller area network message status when the communication connection is successfully established.

[0081] The condition determination module is used to determine that the vehicle's intelligent off-road function meets the activation conditions if the vehicle door status is all four doors and two covers closed, the vehicle status is that the vehicle is normally powered on and not charging, the gear status is parking, the movement status is stationary, the electronic parking brake system status is engaged, the brake status is not pressed, the accelerator status is that the accelerator pedal is not pressed, and the controller area network message status is normal.

[0082] The instruction receiving module is used to receive the intelligent off-road function activation instruction sent by the mobile terminal.

[0083] The second control module is used to control the mobile terminal to perform an external function handshake with the intelligent off-road function control unit based on the intelligent off-road function activation command.

[0084] The second state detection module is used to detect the working status of the brake control unit, electric power steering control unit and vehicle controller in the vehicle when the external function handshake is confirmed to be successful.

[0085] The third control module is used to control the intelligent off-road function control unit to perform internal handshakes with the brake control unit, electric power steering control unit and vehicle controller respectively if the working status is that handshake is allowed, the function is operating normally and the interaction is normal.

[0086] The fourth control module is used to control the vehicle's intelligent off-road function to enter the ready state when the internal handshake is confirmed to be successful.

[0087] Optionally, the signal acquisition module 202 specifically includes: The adjustment submodule is used to release the vehicle's parking calipers and adjust the vehicle's current actual braking force to 0 based on the gear request signal.

[0088] The first control submodule is used to control the vehicle to move forward or backward according to the gear request signal.

[0089] Optionally, the comparison module 204 specifically includes: The signal receiving submodule is used to receive the cornering request signal sent by the user through the mobile terminal.

[0090] The parsing submodule is used to parse the turn request signal to determine the target turning direction and the target turning angle.

[0091] The second control submodule is used to control the vehicle's electric power steering control unit to perform steering operations according to the target steering direction and target steering angle.

[0092] The acquisition submodule is used to acquire the vehicle's yaw angle during vehicle steering.

[0093] The calculation submodule is used to calculate the actual longitudinal speed component of the vehicle using the vehicle body yaw angle and the actual vehicle speed.

[0094] The comparison submodule is used to compare the actual longitudinal vehicle speed component with the preset required vehicle speed to obtain the comparison result.

[0095] Optionally, the first control module 206 specifically includes: The status detection submodule is used to detect the working status of the vehicle controller and brake control unit in real time.

[0096] The first sending submodule is used to send the required driving force to the vehicle controller if the vehicle controller is in normal working condition, so that the vehicle controller can control the driving torque output by the vehicle.

[0097] The second sending submodule is used to send the required braking force to the braking control unit if the braking control unit is operating normally, so that the braking control unit can control the braking torque output by the vehicle.

[0098] The third control submodule is used to control the braking torque output by the vehicle using a redundant hydraulic actuator if the main hydraulic actuator of the brake control unit malfunctions.

[0099] Optionally, the steering control device 20 also includes: The braking signal receiving module is used to receive the target braking signal sent by the remote key.

[0100] The braking control module is used to control the braking torque output by the hydraulic actuator of the vehicle's braking control unit through the target braking signal, so as to perform emergency braking.

[0101] In this embodiment, the user only needs to send a macroscopic gear request signal, without needing to input an accelerator pedal or torque signal. This fundamentally avoids the infeasibility of fine operation caused by signal transmission delay and lack of state awareness, ensuring the feasibility of remote operation. Moreover, controlling the vehicle through a mobile terminal solves the problem of the user having to repeatedly get out of the vehicle, improving traffic efficiency and reducing the driver's workload. In off-road conditions, the vehicle's wheel speed can be severely overestimated due to slippage. Longitudinal acceleration reflects both deceleration caused by changes in resistance and acceleration caused by downhill or slippage. By integrating these two factors to calculate the vehicle's actual speed, serious misjudgments caused by directly using distorted wheel speed for control are avoided. The actual speed and preset speed are combined... Demand speed comparison allows for real-time and objective assessment of whether the vehicle decelerates due to increased road resistance or accelerates due to downhill slopes or slippage. This clarifies the direction and urgency of control adjustments. Based on speed deviation, the system dynamically calculates the vehicle's required braking and driving forces, perfectly adapting to real-time changes in off-road surface adhesion conditions and resistance. This enables the vehicle to maintain a stable, uniform speed, significantly improving driving smoothness and safety. By controlling vehicle movement through required braking and driving forces, the system automatically adjusts the throttle and brakes according to road resistance when facing complex off-road conditions. This ensures stable passage through complex road conditions while maintaining driving smoothness and safety, greatly increasing driving convenience.

[0102] This application also provides an electronic device 30, please refer to... Figure 4 It includes a processor 310 and a memory 320, wherein the memory 310 is used to store computer programs; and the processor 320 is used to execute the programs stored in the memory 310 to implement the steering control method described in any embodiment of this application.

[0103] This application also provides a vehicle, which includes the steering control device as described in the above embodiments, or the electronic device as described in the above embodiments.

[0104] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steering control method described in any embodiment of this application.

[0105] In this application, "multiple" refers to two or more.

[0106] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0107] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0108] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0109] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0110] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Receive gear request signals sent by users via mobile terminals; The vehicle movement is controlled based on the gear request signal, and the wheel speed signal and acceleration signal of the vehicle during movement are acquired. The actual vehicle speed is determined based on the wheel speed signal and acceleration signal. The actual vehicle speed is compared with the preset required vehicle speed to obtain the comparison result; Based on the comparison results, the required braking force and required driving force of the vehicle are generated; The vehicle movement is controlled by the demand braking force and the demand driving force.

2. The method according to claim 1, characterized in that, Before receiving the gear request signal sent by the user via the mobile terminal, the method further includes: Receive a Bluetooth connection request sent by a mobile terminal, and control the mobile terminal and the vehicle to establish a communication connection based on the Bluetooth connection request; Once the communication connection is successfully established, the vehicle's door status, overall vehicle status, gear status, motion status, electronic parking brake system status, brake status, accelerator status, and controller area network message status are detected. If the vehicle door status is all four doors and two covers closed, the vehicle status is that the vehicle is normally powered on and not charging, the gear status is parking, the movement status is stationary, the electronic parking brake system status is engaged, the brake status is not applied, the accelerator status is not applied, and the controller local area network message status is normal, then it is determined that the intelligent off-road function of the vehicle meets the activation conditions.

3. The method according to claim 2, characterized in that, After determining that the vehicle's intelligent off-road function meets the activation conditions, the method further includes: Receive the intelligent off-road function activation command sent by the mobile terminal; Based on the intelligent off-road function activation command, the mobile terminal is controlled to perform an external function handshake with the intelligent off-road function control unit. Once the external function handshake is confirmed to be successful, the operating status of the brake control unit, electric power steering control unit, and vehicle controller in the vehicle is checked. If the working state is that handshake is allowed, the function is operating normally, and the interaction is normal, then the intelligent off-road function control unit is controlled to perform internal handshakes with the brake control unit, the electric power steering control unit, and the vehicle controller respectively. Once the internal handshake is confirmed to be successful, the intelligent off-road function of the vehicle is put into a ready state.

4. The method according to claim 3, characterized in that, The method of controlling vehicle movement based on the gear request signal includes: Based on the gear request signal, release the vehicle's parking calipers and adjust the vehicle's current actual braking force to 0; The vehicle is controlled to move forward or backward according to the gear request signal.

5. The method according to claim 1, characterized in that, The step of comparing the actual vehicle speed with the preset required vehicle speed to obtain the comparison result also includes: Receive corner request signals sent by users via mobile terminals; The turning request signal is parsed to determine the target turning direction and the target turning angle; According to the target steering direction and the target steering angle, control the vehicle's electric power steering control unit to perform steering operations; During vehicle steering, obtain the vehicle's yaw angle; The actual longitudinal speed component of the vehicle is calculated using the vehicle body yaw angle and the actual vehicle speed. The actual longitudinal vehicle speed component is compared with the preset required vehicle speed to obtain the comparison result.

6. The method according to claim 3, characterized in that, The method of controlling vehicle movement through the demand braking force and the demand driving force includes: Real-time monitoring of the operating status of the vehicle controller and brake control unit; If the vehicle controller is in normal working condition, the required driving force is sent to the vehicle controller so that the vehicle controller can control the driving torque output by the vehicle. If the brake control unit is in normal working condition, the required braking force is sent to the brake control unit so that the brake control unit controls the braking torque output by the vehicle. If the main hydraulic actuator of the brake control unit malfunctions, a redundant hydraulic actuator is used to control the braking torque output by the vehicle.

7. The method according to claim 1, characterized in that, The method further includes: Receive the target braking signal sent by the remote key; The target braking signal is used to control the braking torque output by the hydraulic actuator of the vehicle braking control unit to perform emergency braking.

8. A vehicle control device, characterized in that, include: The signal receiving module is used to receive gear request signals sent by the user through a mobile terminal; The signal acquisition module is used to control the vehicle movement based on the gear request signal, and to acquire the wheel speed signal and acceleration signal of the vehicle during movement; The vehicle speed determination module is used to determine the actual vehicle speed based on the wheel speed signal and acceleration signal; The comparison module is used to compare the actual vehicle speed with the preset required vehicle speed to obtain the comparison result; A generation module is used to generate the required braking force and required driving force of the vehicle based on the comparison results; The first control module is used to control the movement of the vehicle through the required braking force and the required driving force.

9. An electronic device, characterized in that, Including processor and memory, among which Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 1-7.

10. A vehicle, characterized in that, The vehicle includes the steering control device as claimed in claim 8, or the electronic device as claimed in claim 9.

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