Vehicle control method and device, vehicle and storage medium

Abstract

The invention relates to a vehicle control method and device, a vehicle and a storage medium, and the method comprises the steps: under the condition that the vehicle is in a static state and the gradient of a ramp where the vehicle is located is larger than or equal to a gradient threshold value, if it is detected that first brake pressure of the vehicle is smaller than a pressure threshold value and the vehicle is in a preset working condition, determining second brake pressure; a brake system in the vehicle is controlled to apply a second brake pressure to the vehicle, the second brake pressure being greater than the first brake pressure. By means of the method, the problem that the vehicle slips on the ramp can be solved.

Description

Technical Field

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

[0002] In a slope scenario, vehicles are at significant risk of rolling backward due to the component of gravity along the slope. When a driver temporarily stops or prepares to start on a slope, improper braking control can cause the vehicle to move unexpectedly longitudinally (i.e., roll backward), thus affecting driving safety and controllability. Summary of the Invention

[0003] This application provides a vehicle control method, device, vehicle, and storage medium to improve the problem of vehicles rolling backwards on slopes.

[0004] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: when the vehicle is stationary and the slope of the ramp where the vehicle is located is greater than or equal to a slope threshold, if a first braking pressure of the vehicle is detected to be less than a pressure threshold and the vehicle is in a preset operating condition, then determining a second braking pressure; controlling the braking system in the vehicle to apply the second braking pressure to the vehicle, the second braking pressure being greater than the first braking pressure.

[0005] In some embodiments, the braking system includes a brake assembly, the brake assembly includes a brake wheel cylinder, and the method for determining the pressure threshold includes: determining the pressure threshold based on the vehicle's weight, gradient, the hydraulic pressure corresponding to the brake wheel cylinder, and the braking area and number of pistons in the brake wheel cylinder.

[0006] In some embodiments, determining the second braking pressure includes: determining a braking pressure increment based on a first braking pressure and a pressure threshold; and determining the second braking pressure based on the first braking pressure and the braking pressure increment.

[0007] In some embodiments, the braking system includes an electronic parking brake system, and the preset operating conditions include any of the following: the vehicle's gear is switched from P to a non-P gear; the vehicle's gear is in a non-P gear, and the braking state of the electronic parking brake system is switched from a clamped state to a released state.

[0008] In some embodiments, after controlling the braking system in the vehicle to apply a second braking pressure to the vehicle, the method further includes: controlling the braking system in the vehicle to maintain the application of the second braking pressure to the vehicle for a preset duration during which the vehicle's brake pedal is released.

[0009] In some embodiments, after applying a second braking pressure to the vehicle by controlling the braking system in the vehicle, the method further includes: if the driving force of the vehicle is greater than or equal to the sliding force, controlling the braking system to stop applying the second braking pressure to the vehicle.

[0010] In some embodiments, the method for determining the descent force includes determining the descent force based on the weight of the vehicle and the slope.

[0011] Secondly, embodiments of this application provide a vehicle control device applied to a vehicle. The device includes: a brake pressure determination module, used to determine a second brake pressure when the vehicle is stationary and the slope of the slope where the vehicle is located is greater than or equal to a slope threshold, if the first brake pressure of the vehicle is detected to be less than a pressure threshold and the vehicle is in a preset operating condition; and a brake pressure application module, used to control the braking system in the vehicle to apply the second brake pressure to the vehicle, wherein the second brake pressure is greater than the first brake pressure.

[0012] Thirdly, embodiments of this application provide a vehicle, which includes a processor and a memory. The processor is used to execute a computer program stored in the memory to implement the vehicle control method as described above.

[0013] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a vehicle's processor, implements the vehicle control method as described above.

[0014] In the vehicle control method provided in this application embodiment, when the vehicle is stationary and the slope of the slope where the vehicle is located is greater than or equal to the slope threshold, if the first braking pressure of the vehicle is detected to be less than the pressure threshold and the vehicle is in a preset working condition, then a second braking pressure is determined; the second braking pressure is applied to the vehicle using the braking system in the vehicle. The second braking pressure is greater than the first braking pressure. This application can improve the problem of the vehicle rolling backward on the slope by increasing the braking pressure. Attached Figure Description

[0015] Figure 1 This is a device diagram of a vehicle control method provided in some embodiments of this application.

[0016] Figure 2 This is a schematic diagram of the braking system provided in some embodiments of this application.

[0017] Figure 3 This is a flowchart of a vehicle control method provided in some embodiments of this application.

[0018] Figure 4 This is a schematic diagram of the vehicle control process provided in some embodiments of this application.

[0019] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in some embodiments of this application. Detailed Implementation

[0020] It should be noted that the terms "first" and "second" in the specification, claims and drawings of this application are used to distinguish similar objects, rather than to describe a specific order or sequence.

[0021] In the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplarily" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design solutions. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner. Unless otherwise specified, the following embodiments and features described herein can be combined with each other.

[0022] In current pure electric and range-extended electric vehicle platform architectures, due to the structural characteristics of their single-speed reducers or electric drive axles, the traditional mechanical P-gear locking mechanism has been largely eliminated. This parking function is now implemented by the Electronic Parking Brake (EPB) system. Therefore, the vehicle control logic needs to deeply couple the gear position commands with the EPB: when the driver engages the parking gear (P), the EPB automatically engages to clamp the gear; when the driver disengages the parking gear (P), the EPB must release the gear to ensure parking safety and ease of operation.

[0023] In a slope scenario, when the vehicle is engaged in Park (P), the EPB (Electronic Parking Brake) automatically engages, bringing the vehicle to a standstill. When the driver starts moving uphill, if they only lightly apply the brakes and shift out of Park, the EPB will release. If the braking force applied by the brake pedal is insufficient to counteract the vehicle's weight as it slides down the slope, and the driver does not immediately apply more pressure to the brake pedal, the vehicle will roll backwards. This risky situation, especially in confined spaces such as tollbooths at the exit of an underground parking garage, and with vehicles queuing behind, can easily lead to a collision.

[0024] In related technologies, the EPB (Electronic Power Block) is only engaged when the vehicle is in Park (P) gear, and is not released when it is disengaged. The EPB is released by the driver pressing the accelerator pedal or manually via the EPB switch. However, when starting, the driver can only release the EPB manually or by pressing the accelerator pedal, which is inconvenient. Furthermore, releasing the EPB by pressing the accelerator pedal on a slope causes a delay, affecting starting speed. Additionally, if the driver lightly presses the brake to manually release the EPB on a slope, there is a risk of the vehicle rolling backward.

[0025] In view of the above problems, this application provides a vehicle control method, device, vehicle and storage medium. When the vehicle is stationary and the slope of the slope where the vehicle is located is greater than or equal to a slope threshold, if the first braking pressure of the vehicle is detected to be less than a pressure threshold and the vehicle is in a preset operating condition, a second braking pressure is determined; the second braking pressure is applied to the vehicle using the braking system in the vehicle. The second braking pressure is greater than the first braking pressure. By increasing the braking pressure, the problem of the vehicle rolling backward on the slope can be improved.

[0026] Some embodiments will now be described with reference to the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0027] Combination Figure 1 This application illustrates an apparatus diagram of a vehicle control method provided in some embodiments. The vehicle control method can be applied to a vehicle 10, which may include hybrid vehicles, pure gasoline vehicles, and pure electric vehicles, without limitation herein.

[0028] like Figure 1 As shown, vehicle 10 includes a braking system 101, a communication module 102, a memory 103, an input / output (I / O) interface 104, and a bus 105. The braking system 101 is coupled to the communication module 102, the memory 103, and the input / output interface 104 via the bus 105.

[0029] The following sections introduce some of the functional modules of vehicle 10.

[0030] Braking system 101 describes a system that converts driver input into vehicle deceleration force. See also... Figure 2 , Figure 2 These are schematic diagrams of the braking system provided in some embodiments of this application. For example... Figure 2 As shown, the braking system 101 includes an integrated brake control system 1011 (IBCS) and an electronic parking brake system 1012 (EPB). The integrated brake control system 1011 realizes dynamic braking, stability control, and brake energy recovery of the vehicle 10 through an integrated hydraulic control unit. The electronic parking brake system 1012 is used to realize static parking locking of the vehicle 10. The integrated brake control system 1011 and the electronic parking brake system 1012 are connected, and the connection method includes wired communication connection and wireless communication connection, which is not limited here.

[0031] The integrated control system 1011 includes a master cylinder (not shown) and a hydraulic control unit (not shown). The master cylinder generates brake hydraulic fluid. The hydraulic control unit is connected to the master cylinder and is used to regulate and distribute the brake hydraulic fluid.

[0032] The braking system 101 also includes a brake assembly 1013, which is respectively installed on the front left wheel, front right wheel, rear left wheel, and rear right wheel of the vehicle 10. The brake assembly 1013 includes a brake disc (not shown), a brake caliper (not shown), and a brake wheel cylinder (not shown), the brake wheel cylinder being integrated into the brake caliper. The brake disc can be mounted via the wheel hub bearing unit of the vehicle 10 and rotates coaxially with the wheel. The brake caliper is mounted on the vehicle 10 via a steering knuckle and straddles the outside of the brake disc. The friction pads within the brake disc and brake caliper form a friction pair, which, through its operation, provides braking force to each wheel of the vehicle 10, thereby decelerating or stopping the vehicle 10. The brake wheel cylinder converts the hydraulic energy input from the master cylinder into mechanical energy, causing the brake disc and brake caliper to engage and bringing the vehicle 10 to a stop.

[0033] In some embodiments, a braking command is triggered when the driver depresses the brake pedal of vehicle 10 or when the vehicle 10's autonomous driving system issues a braking request. In response to the braking command, the integrated control system 1011 activates and drives the piston in the master cylinder to move, thereby establishing brake hydraulic pressure in the brake lines. This brake hydraulic pressure is transmitted via lines to the wheel cylinders of each wheel. The pistons in the wheel cylinders extend under the action of the brake hydraulic pressure, pushing the friction pads in the brake calipers to clamp the rotating brake disc. This generates a frictional torque opposite to the direction of wheel rotation through the friction pair, thereby applying braking force to each wheel, causing vehicle 10 to decelerate or stop.

[0034] In some embodiments, when the vehicle 10 needs to remain stationary (such as on a ramp or during temporary parking), the integrated brake control system 1011 may send a parking lock request to the electronic parking brake system 1012. In response to the parking lock request, the electronic parking brake system 1012 drives the brake calipers via an actuator (such as a motor), causing the friction pads to press against the brake disc to generate a frictional torque. This torque acts on the wheels to decelerate the vehicle 10 or maintain its parking position. EPB clamping (or EPB being in a clamped state) as used in this application refers to the process by which the electronic parking brake system 1012 controls the actuator to move the friction pads towards the brake disc and apply a clamping force, which increases the braking torque. EPB release (or EPB being in a released state) refers to the process by which the electronic parking brake system 1012 controls the actuator to reverse its action, causing the friction pads to disengage from the brake disc or reducing the clamping force, thereby reducing or releasing the braking torque.

[0035] In some embodiments, when the vehicle 10 is stationary and the slope on which the vehicle 10 is located is steep, the integrated brake control system 1011 detects that the electronic parking brake system 1012 is in a released state (i.e., EPB is released) and identifies the braking pressure generated by the driver pressing the brake pedal. Furthermore, if the braking pressure is insufficient to prevent the vehicle 10 from rolling back, the integrated brake control system 1011 actively increases the braking pressure to prevent the vehicle from rolling back on the slope.

[0036] In some embodiments, the communication module 102 may include a wired communication module and / or a wireless communication module.

[0037] In some embodiments, memory 103 may include one or more random access memories (RAM) and one or more non-volatile memories (NVM). Memory 103 is used to store one or more computer programs. The one or more computer programs are configured to be executed by braking system 101. The one or more computer programs include multiple instructions that, when executed by braking system 101, implement a vehicle control method performed on vehicle 10.

[0038] In some embodiments, the input / output interface 104 is used to provide a channel for user input or output. For example, the input / output interface 104 can be used to connect various input / output devices, such as a mouse, keyboard, touch device, display screen, etc., so that users can enter information or visualize information.

[0039] In the vehicle 10 provided in the embodiments of this application, when the vehicle 10 is stationary and the slope of the slope where the vehicle 10 is located is greater than or equal to the slope threshold, if the integrated braking control system 1011 detects that the electronic parking brake system 1012 is in a released state and the braking pressure generated by the driver pressing the brake pedal is insufficient to ensure that the vehicle 10 does not roll down the slope, the integrated braking control system 1011 can improve the problem of the vehicle 10 rolling down the slope by actively increasing the braking pressure.

[0040] To more clearly illustrate the vehicle control method provided in the embodiments of this application, the vehicle control method of this application will be described in detail below through multiple embodiments. It should be noted that multiple embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0041] Figure 3 This is a flowchart of a vehicle control method provided in some embodiments of this application, which is applied to a vehicle (e.g., Figure 1 Vehicle 10 in the middle). Figure 3 As shown, the vehicle control method may include the following steps, and the order of the steps in the flowchart may be changed according to different needs.

[0042] S11, when the vehicle is stationary and the slope of the ramp where the vehicle is located is greater than or equal to the slope threshold, if the first braking pressure of the vehicle is detected to be less than the pressure threshold and the vehicle is in a preset working condition, then the second braking pressure is determined.

[0043] In some embodiments, the steeper the slope of the ramp the vehicle is on, the greater the downward force generated by the vehicle's weight, and the higher the likelihood of the vehicle rolling back. Conversely, the gentler the slope of the ramp the vehicle is on, the smaller the downward force generated by the vehicle's weight, and the lower the likelihood of the vehicle rolling back. Thus, when the vehicle is stationary and the slope of the ramp it is on is greater than or equal to a slope threshold, the vehicle is at risk of rolling back. The slope threshold can be set according to actual needs; for example, it can be 30 degrees, 40 degrees, etc., and is not limited here.

[0044] In some embodiments, the first braking pressure characterization is achieved by the braking system in response to a braking request, determining the brake hydraulic pressure of each wheel, wherein the brake hydraulic pressure of each wheel is the same. The braking request may be generated by the driver pressing the vehicle's brake pedal, and may include information such as brake pedal travel, pedal force signal, and pedal speed. The brake pedal travel may represent the depth to which the brake pedal is depressed, the pedal force signal may represent the magnitude of the force applied to the brake pedal by the driver's foot, and the pedal speed may represent the speed at which the brake pedal is depressed. The process by which the braking system determines the brake hydraulic pressure of each wheel in response to a braking request can be found in related technologies and will not be elaborated upon here.

[0045] In some embodiments, if the first braking pressure of the vehicle is detected to be less than a pressure threshold and the vehicle is in a preset operating condition, it indicates that the first braking pressure is insufficient to resist the vehicle's downward force, and the vehicle is at risk of rolling backward. If the first braking pressure of the vehicle is detected to be greater than or equal to the pressure threshold, or the vehicle is not in a preset operating condition, it indicates that the risk of rolling backward is low, and the vehicle control method provided in this application does not need to be executed.

[0046] In some embodiments, the pressure threshold refers to the minimum braking pressure required to prevent the vehicle from rolling backwards. The method for determining the pressure threshold includes: determining the pressure threshold based on the vehicle's weight, the gradient, the hydraulic pressure corresponding to the brake wheel cylinder, and the braking area and number of pistons in the brake wheel cylinder.

[0047] For example, the pressure threshold is determined using Formula 1: Where m is the weight of the vehicle, g is the gravitational acceleration, S is the effective braking area of ​​the piston in the corresponding brake cylinder of the wheel, n is the number of pistons in the corresponding brake cylinder of the wheel, μ is the effective friction coefficient, and θ is the slope angle (i.e., gradient).

[0048] The embodiments of this application determine the pressure threshold based on the vehicle's weight, slope, hydraulic pressure corresponding to the brake wheel cylinder, and the braking area and number of pistons in the brake wheel cylinder, which can improve the accuracy of the pressure threshold determination.

[0049] In some embodiments, the preset operating condition can represent the condition where the electronic parking brake system is in the released state. The preset operating condition includes any of the following situations: the vehicle's gear is switched from P to a non-P gear; the vehicle's gear is in a non-P gear, and the electronic parking brake system's braking state is switched from the clamped state to the released state. The non-P gear can include D, N, and R gears.

[0050] When the vehicle shifts from P gear to a non-P gear, the EPB braking state is released. If the slope of the slope where the vehicle is located is greater than or equal to the slope threshold, and the vehicle's first braking pressure is less than the pressure threshold, the vehicle will lose balance and slide down the slope under the action of the downward force.

[0051] When the vehicle is in a gear other than P, and the EPB braking system switches from the clamped state to the released state, if the slope of the slope where the vehicle is located is greater than or equal to the slope threshold, and the vehicle's first braking pressure is less than the pressure threshold, the vehicle will lose balance and slide downhill under the action of the downward force.

[0052] This application considers the condition where the electronic parking brake system is in the released state as a condition with a high risk of vehicle rollback. By combining the vehicle's initial braking pressure with the operating condition, it comprehensively judges whether the vehicle needs to increase the braking pressure, which can improve the accuracy of vehicle control.

[0053] In some embodiments, when there is a risk of vehicle slippage, a first braking pressure needs to be increased. The second braking pressure refers to the value after increasing the first braking pressure, and the second braking pressure can represent the braking hydraulic pressure applied by the braking system to each wheel. Exemplarily, determining the second braking pressure includes: determining a braking pressure increment based on the first braking pressure and a pressure threshold; and determining the second braking pressure based on the first braking pressure and the braking pressure increment.

[0054] Formula 2 is used to determine the increase in braking pressure: Where 'a' is the safety factor, and the value of 'a' is any value between 1.0 and 1.3.

[0055] Determine the second braking pressure using Formula 3: Formula 3: Second braking pressure = First braking pressure + Pressure threshold.

[0056] This application embodiment can effectively counteract the downward force of the vehicle on the slope by increasing the first braking pressure, thereby reducing the risk of the vehicle rolling backward when starting or switching between parking and starting on a slope.

[0057] S12 controls the braking system in the vehicle to apply a second braking pressure to the vehicle.

[0058] In some embodiments, the integrated control system generates brake hydraulic pressure using the master cylinder based on the second braking pressure, and adjusts and distributes the brake hydraulic pressure in the master cylinder to the corresponding wheel cylinders of each wheel, so that the vehicle comes to a stop.

[0059] In some embodiments, after controlling the braking system in the vehicle to apply a second braking pressure to the vehicle, the method further includes: controlling the braking system in the vehicle to maintain the application of the second braking pressure to the vehicle for a preset duration during which the vehicle's brake pedal is released.

[0060] The preset duration can be set according to actual needs. For example, the preset duration can be 1 second, 1.5 seconds, 2 seconds, etc., without any restrictions.

[0061] This application embodiment reduces the risk of vehicle rollback when starting on a slope or switching between parked and driven on a slope by continuing to apply a second braking pressure to the vehicle within a preset time period after the brake pedal is released.

[0062] In some embodiments, after applying a second braking pressure to the vehicle by controlling the braking system in the vehicle, the method further includes: if the driving force of the vehicle is greater than or equal to the sliding force, controlling the braking system to stop applying the second braking pressure to the vehicle.

[0063] The sliding force is related to the vehicle's own weight and the slope angle of the slope. Therefore, the method for determining the sliding force includes: determining the sliding force based on the vehicle's weight and the slope.

[0064] For example, the sliding force is determined using Formula 1: Among them, F 下滑 θ represents the downward force, m represents the weight of the vehicle, g represents the acceleration due to gravity, and θ represents the slope angle (i.e., gradient).

[0065] This application determines the descent force based on the vehicle's weight and the slope, thereby improving the accuracy of the descent force determination.

[0066] In some embodiments, if the driving force of the vehicle is greater than or equal to the sliding force, it indicates that the driving force of the vehicle can effectively counteract the sliding force of the vehicle on the slope, control the braking system to stop applying a second braking pressure to the vehicle, and ensure that the vehicle starts smoothly.

[0067] In the vehicle control method provided in this application embodiment, when the vehicle is stationary and the slope of the slope where the vehicle is located is greater than or equal to the slope threshold, if the first braking pressure of the vehicle is detected to be less than the pressure threshold and the vehicle is in a preset working condition, then a second braking pressure is determined; the second braking pressure is applied to the vehicle using the braking system in the vehicle. The second braking pressure is greater than the first braking pressure. This application can improve the problem of the vehicle rolling backward on the slope by increasing the braking pressure.

[0068] Combination Figure 4 This application describes the vehicle control flow provided in its embodiments. When the vehicle is stationary and the slope is steep, if the integrated braking control system detects that the first braking pressure generated by the driver pressing the brake pedal is greater than or equal to a pressure threshold, it does not need to increase the braking pressure. If the integrated braking control system detects that the first braking pressure generated by the driver pressing the brake pedal is less than the pressure threshold, it checks whether the vehicle is in a condition where the electronic parking brake system is in a released state. Preset conditions include the vehicle shifting from P to a non-P gear, or the vehicle being in a non-P gear and the electronic parking brake system shifting from a clamped state to a released state. If the vehicle is in a preset condition, the integrated braking control system actively increases and maintains the braking pressure until the vehicle's brake pedal is released for more than a preset time, or the vehicle's driving force is greater than or equal to the downward force, at which point the integrated braking control system releases the second braking pressure.

[0069] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in some embodiments of this application. In some embodiments, the vehicle control device 20 may include multiple functional modules composed of computer program segments. The computer programs of each program segment in the vehicle control device 20 may be stored in the memory of the vehicle 10 and executed by at least one braking system to perform (see details). Figure 2 (Description) Vehicle control functions.

[0070] In some embodiments, the vehicle control device 20 can be divided into multiple functional modules according to the functions it performs. These functional modules may include a brake pressure determination module 201 and a brake pressure application module 202. As used in this application, a module refers to a series of computer program segments that can be executed by at least one processor and perform a fixed function, and which are stored in memory. In this embodiment, the functions of each module will be described in detail in subsequent embodiments.

[0071] The braking pressure determination module 201 can be used to determine the second braking pressure when the vehicle is stationary and the slope of the slope where the vehicle is located is greater than or equal to the slope threshold. If the first braking pressure of the vehicle is detected to be less than the pressure threshold and the vehicle is in a preset working condition, the second braking pressure can be determined.

[0072] The brake pressure application module 202 can be used to control the braking system in a vehicle and apply a second braking pressure to the vehicle, the second braking pressure being greater than the first braking pressure.

[0073] In some embodiments, the brake pressure determination module 201 can also be used to determine the pressure threshold based on the vehicle's weight, slope, hydraulic pressure corresponding to the brake wheel cylinder, and the braking area and number of pistons in the brake wheel cylinder.

[0074] In some embodiments, the braking pressure determination module 201 can also be used to determine the braking pressure increment based on the first braking pressure and the pressure threshold; and to determine the second braking pressure based on the first braking pressure and the braking pressure increment.

[0075] In some embodiments, the brake pressure determination module 201 can also be used to control the braking system in the vehicle to maintain a second braking pressure applied to the vehicle for a preset period of time after the brake pedal is released.

[0076] In some embodiments, the brake pressure determination module 201 can also be used to control the braking system to stop applying a second brake pressure to the vehicle if the driving force of the vehicle is greater than or equal to the sliding force.

[0077] In some embodiments, the braking pressure determination module 201 can also be used to determine the downhill force based on the vehicle's weight and the slope.

[0078] It is understood that the vehicle control device 20 and the vehicle control method of the above embodiments belong to the same inventive concept. The specific implementation of each module of the vehicle control device 20 corresponds to each step of the vehicle control method in the above embodiments, and will not be repeated here.

[0079] The module division described above is a logical functional division, and other division methods may be used in actual implementation. Furthermore, the functional modules in the various embodiments of this application can be integrated into the same processing unit, or each module can exist physically separately, or two or more modules can be integrated into the same unit. The integrated modules described above can be implemented in hardware or in a combination of hardware and software functional modules.

[0080] then Figure 1Regarding the vehicle description, communication module 102 may include a wired communication module and / or a wireless communication module. The wired communication module may provide one or more wired communication solutions such as Universal Serial Bus (USB) and Controller Area Network (CAN). The wireless communication module may provide one or more wireless communication solutions such as Wireless Fidelity (Wi-Fi), Bluetooth (BT), mobile communication networks, frequency modulation (FM), near field communication (NFC), and infrared (IR).

[0081] In some embodiments, memory 103 may include one or more random access memories (RAM) and one or more non-volatile memories (NVM). The RAM can be directly read and written by the braking system 101 and can be used to store executable programs (e.g., machine instructions) of other running programs, as well as user and application data. The RAM may include static random-access memory (SRAM), dynamic random-access memory (DRAM), synchronous dynamic random-access memory (SDRAM), double data rate synchronous dynamic random-access memory (DDR SDRAM), etc.

[0082] In some embodiments, the non-volatile memory may also store executable programs and user and application data, which can be pre-loaded into random access memory for direct reading and writing by the braking system 101. The non-volatile memory may include disk storage devices and flash memory.

[0083] In some embodiments, the braking system 101 may include one or more processing units, such as an application processor (AP), a modem processor, a graphics processing unit (GPU), an image signal processor (ISP), a controller, a video codec, a digital signal processor (DSP), and / or a neural network processing unit (NPU). Different processing units may be independent devices or integrated into one or more processors. It is understood that the structures illustrated in the embodiments of this application do not constitute a specific limitation on the vehicle 10. In other embodiments of this application, the vehicle 10 may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0084] This application also provides a computer-readable storage medium storing a computer program, which includes program instructions. When the program instructions are executed, the method implemented can refer to the methods in the above embodiments of this application.

[0085] The computer-readable storage medium can be the vehicle's internal storage as described in the above embodiments, such as the vehicle's hard drive or memory. Alternatively, it can be an external storage device for the vehicle, such as a plug-in hard drive, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card.

[0086] In some embodiments, a computer-readable storage medium may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required for at least one function, etc.; and the data storage area may store data created based on the use of the vehicle, etc.

[0087] The computer-readable storage medium may mainly include a stored program area and a stored data area. The stored program area may store the operating system, an application program required for at least one function, etc.; the stored data area may store data created based on the use of the vehicle 10, etc.

[0088] The integrated unit implemented as a software functional module described above can be stored in a computer-readable storage medium. This software functional module, stored in a storage medium, includes several instructions to cause a vehicle or processor to execute portions of the methods described in the various embodiments of this application.

[0089] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and other division methods may be used in actual implementation.

[0090] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0091] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in the form of hardware plus software functional modules.

[0092] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be embraced within this application. No reference numerals in the claims should be construed as limiting the scope of the claims. Furthermore, it is clear that the word "comprising" does not exclude other elements or, and the singular does not exclude the plural. Multiple elements or devices recited in the specification may also be implemented by a single element or device through software or hardware. The terms "first," "second," etc., are used to indicate names and do not indicate any particular order.

[0093] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: If the vehicle is stationary and the slope of the ramp where the vehicle is located is greater than or equal to a slope threshold, and if the first braking pressure of the vehicle is detected to be less than a pressure threshold, and the vehicle is in a preset operating condition, then a second braking pressure is determined. Control the braking system in the vehicle to apply a second braking pressure to the vehicle, the second braking pressure being greater than the first braking pressure.

2. The vehicle control method as described in claim 1, characterized in that, The braking system includes a brake assembly, the brake assembly includes a brake wheel cylinder, and the method for determining the pressure threshold includes: The pressure threshold is determined based on the vehicle's weight, the slope, the hydraulic pressure corresponding to the brake wheel cylinder, and the braking area and number of pistons in the brake wheel cylinder.

3. The vehicle control method as described in claim 1, characterized in that, Determining the second braking pressure includes: The braking pressure increment is determined based on the first braking pressure and the pressure threshold. The second braking pressure is determined based on the first braking pressure and the increase in braking pressure.

4. The vehicle control method as described in claim 1, characterized in that, The braking system includes an electronic parking brake system, and the preset operating conditions include any one of the following: The vehicle's gear shifts from P to a non-P gear; The vehicle is in a gear other than P, and the electronic parking brake system has switched from a clamped state to a released state.

5. The vehicle control method as described in claim 1, characterized in that, After applying the second braking pressure to the vehicle by controlling the braking system in the vehicle, the method further includes: During a preset duration after the brake pedal of the vehicle is released, the braking system in the vehicle is controlled to maintain the application of the second braking pressure to the vehicle.

6. The vehicle control method as described in claim 1 or 5, characterized in that, After applying the second braking pressure to the vehicle by controlling the braking system in the vehicle, the method further includes: If the driving force of the vehicle is greater than or equal to the sliding force, the braking system is controlled to stop applying the second braking pressure to the vehicle.

7. The vehicle control method as described in claim 6, characterized in that, The method for determining the downward force includes: The downward force is determined based on the weight of the vehicle and the slope.

8. A vehicle control device, applied to a vehicle, characterized in that, The device includes: The braking pressure determination module is used to determine a second braking pressure when the vehicle is stationary and the slope of the slope where the vehicle is located is greater than or equal to a slope threshold. If the first braking pressure of the vehicle is detected to be less than a pressure threshold and the vehicle is in a preset operating condition, the second braking pressure is greater than the first braking pressure. A brake pressure application module is used to control the braking system in the vehicle and apply the second brake pressure to the vehicle.

9. A vehicle, characterized in that, The vehicle includes a processor and a memory, the processor being configured to implement the vehicle control method as described in any one of claims 1 to 7 when executing a computer program stored in the memory.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by the vehicle's processor, implements the vehicle control method as described in any one of claims 1 to 7.

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