Vehicle control method and device, electronic equipment, storage medium and program product

Abstract

A vehicle control method and device, electronic equipment, storage medium and program product are disclosed. The method comprises: in response to a first vehicle to be driven into a first driving section, detecting a first driving force and a second driving force of the first vehicle; the first driving force indicates a sliding component of gravity of the first vehicle along a slope tangent direction of the first driving section, and the second driving force indicates a traction force along the slope tangent direction of the first driving section generated by a power assembly when the first vehicle drives into the first driving section; determining a first acting force based on the first driving force and the second driving force, the first acting force indicating a driving force or a braking force required to compensate for the first vehicle; and controlling the first vehicle to drive on the first driving section based on the first acting force. The application solves the problem of poor driving smoothness and traffic efficiency of engineering transport vehicles on downhill sections.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery technology, and in particular to a vehicle control method, device, electronic equipment, storage medium, and program product. Background Technology

[0002] In the transportation sector, heavy-duty transport vehicles, such as engineering transport vehicles, face significant safety hazards and technical challenges when driving downhill sections. The actual load of the vehicle changes dynamically, and road conditions such as the slope gradient and road surface slipperiness are complex and variable. Furthermore, drivers' skill levels vary, making it difficult to maintain stable control under normal driving conditions.

[0003] The existing solutions rely on the driver's subjective experience and manual operation, suppressing downhill speeding by frequently pressing the brake pedal. However, manual intervention is delayed and lacks precision. Furthermore, the control method is prone to causing drastic speed fluctuations, resulting in intermittent and unstable driving conditions. This significantly increases the risk of mechanical wear and thermal fade in the braking system, which can easily lead to safety accidents such as brake failure and vehicle skidding. At the same time, it reduces the smoothness and efficiency of transportation, and cannot meet the comprehensive needs of downhill driving safety, component durability, and transportation efficiency. Summary of the Invention

[0004] This invention provides a vehicle speed control method, device, electronic equipment, storage medium, and program product to solve the problem of poor smoothness and traffic efficiency of engineering transport vehicles on downhill sections.

[0005] According to one aspect of the present invention, a vehicle control method is provided, the method comprising: In response to a first vehicle entering a first driving section, a first driving force and a second driving force of the first vehicle are detected. The first driving section is a downhill section. The first driving force indicates the downhill component of the weight of the first vehicle along the tangent of the slope of the first driving section. The first driving force is used to drive the first vehicle in the first driving section. The second driving force indicates the traction force generated by the powertrain along the tangent of the slope of the first driving section when the first vehicle enters the first driving section. A first force is determined based on the first driving force and the second driving force. The first force indicates the magnitude of the driving force or braking force that needs to be compensated for the first vehicle. The first force is used to suppress the first vehicle from experiencing driving jerking when the first condition information is triggered. The first condition information includes switching from the second driving force to the first driving force when the first vehicle enters the first driving section. The first vehicle is controlled to travel on the first road segment based on the first force.

[0006] According to another aspect of the present invention, a vehicle control device is provided, the device comprising: The detection module is used to detect the first driving force and the second driving force of the first vehicle in response to the first vehicle entering the first driving section, wherein the first driving section is a downhill section; the first driving force indicates the downhill component of the weight of the first vehicle along the tangent of the slope of the first driving section, and the first driving force is used to drive the first vehicle to travel in the first driving section; the second driving force indicates the traction force generated by the powertrain along the tangent of the slope of the first driving section when the first vehicle enters the first driving section. The determination module is used to determine a first force based on the first driving force and the second driving force. The first force indicates the magnitude of the driving force or braking force that needs to be compensated for the first vehicle. The first force is used to suppress the first vehicle from driving jerking when the first condition information is triggered. The first condition information includes switching from the second driving force to the first driving force when the first vehicle enters the first driving section. The control module is used to control the first vehicle to travel on the first road segment based on the first force.

[0007] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle control method according to any embodiment of the present invention.

[0008] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle control method according to any embodiment of the present invention.

[0009] According to another aspect of the present invention, a computer program product is provided, the computer program product comprising a computer program that, when executed by a processor, implements the vehicle control method according to any embodiment of the present invention.

[0010] The technical solution of this invention, in response to a first vehicle entering a first driving segment, detects a first driving force formed by the gravity-induced downward force generated by the slope of the first driving segment and the load of the first vehicle, and a second driving force formed by the traction force generated by the powertrain along the tangential direction of the slope of the first driving segment when the first vehicle enters the first driving segment. Based on the first and second driving forces, the driving force or braking force that the first vehicle needs to compensate for when entering the first driving segment is calculated as a first action force, avoiding a sudden change in driving force that could cause a large speed and driving jerking when the first vehicle enters the first driving segment. During the process of the first vehicle switching from powertrain driving mode to gravity-induced downward driving, the first action force can be used for transitional control. A smooth transition of driving force can be achieved at the moment of driving mode switching, eliminating the impact, jerking, and hesitation caused by the sudden change in driving source, effectively suppressing driving jerking, significantly improving the driving smoothness of the vehicle entering the downhill segment, and enabling the first vehicle to maintain a stable speed after entering the downhill segment, avoiding speeding and loss of control due to gravity acceleration, while maintaining longitudinal dynamic stability.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of the present invention; Figure 2 This is a schematic flowchart of another vehicle control method provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of an electronic device for implementing a vehicle control method according to an embodiment of the present invention. Detailed Implementation

[0014] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0015] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0016] In one embodiment, Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of the present invention. This embodiment is applicable to situations where a vehicle is about to enter a downhill section, and the required driving force or braking force is calculated to achieve a smooth transition from a flat road to a downhill section. This method can be executed by a vehicle control device, which can be implemented in hardware and / or software, and can be configured in an electronic device. Figure 1 As shown, the vehicle control method of this embodiment may include the following process: S110. In response to the first vehicle about to enter the first driving section, detect the first driving force and the second driving force of the first vehicle. The first driving section is a downhill section. The first driving force indicates the downhill component of the weight of the first vehicle along the tangent of the slope of the first driving section. The first driving force is used to drive the first vehicle to travel in the first driving section. The second driving force indicates the traction force generated by the powertrain along the tangent of the slope of the first driving section when the first vehicle enters the first driving section.

[0017] The first vehicle can be a heavy-duty engineering transport vehicle or a commercial vehicle. Engineering transport vehicles are heavy-duty vehicles specifically designed for at least one engineering scenario in construction, mining, water conservancy, and transportation, possessing heavy-duty capabilities, tolerance to harsh working conditions, and efficient loading and unloading capabilities. The first vehicle has a large load capacity and operates on complex road conditions, involving long distances and steep, rugged terrain. The first vehicle can be electric, engine-powered, or hybrid. Due to its large total mass, the first vehicle experiences significant gravitational forces when driving downhill. Frequent braking to prevent speeding can easily lead to drastic speed fluctuations, resulting in an unstable, jerky driving state. This not only increases wear and overheating risks in the braking system but may also cause loss of control, increased accident rates, and decreased transport efficiency. On steep, long downhill sections, the gravity-driven effect persists, and the transition from power-driven mode on flat roads to gravity-driven mode on downhill sections is even more pronounced.

[0018] The first driving section is a downhill section, and the road surface of the first driving section slopes downwards along the direction of travel of the first vehicle. The first vehicle, acting on the component of its gravity along the tangent of the slope of the first driving section, naturally tends to accelerate downhill. The first driving force can be the downhill component of the first vehicle's gravity along the tangent of the slope of the first driving section, not the traction force actively output by the first vehicle's powertrain, but rather an external force naturally generated by the first vehicle's gravity that propels the first vehicle to accelerate downhill. The tangent of the slope can refer to the direction tangential to the slope of the driving section, which is the direction in which the downhill force acts and propels the vehicle. The downhill component indicated by the first driving force can serve as an external driving force, enabling the first vehicle to automatically accelerate downhill without compensating for driving or braking forces.

[0019] A downhill section is a road segment where the surface slopes downwards along the direction of vehicle travel. Vehicles on downhill sections experience a component of gravity along the tangent of the slope, causing them to accelerate spontaneously. The weight of the first vehicle can be its total weight when fully loaded or actually loaded. The load on the first vehicle during its journey on the first road segment can be determined by the sum of its curb weight, cargo weight, and passenger weight. The weight of the first vehicle directly affects the magnitude of the downhill sliding force. The slope of the first road segment can be represented by a physical quantity, such as a slope value, slope angle, or pitch angle.

[0020] The second driving force can indicate the traction force actively output by the powertrain formed by the engine and / or motor of the first vehicle when it enters the first driving segment. The direction of the second driving force can be the driving direction of the first vehicle when it enters the first driving segment. The powertrain of the first vehicle can include an engine and / or a drive motor, and the powertrain of the first vehicle can also include a gearbox and a drive shaft.

[0021] Optionally, in response to the first vehicle about to enter the first driving section, detecting the first driving force and the second driving force of the first vehicle includes: identifying whether the first driving section ahead of the first vehicle is a downhill section by using at least one of a map, vehicle radar, camera, or slope sensor; in response to the first vehicle about to enter the first driving section being a downhill section, obtaining the load of the first vehicle by using at least one of the first vehicle's suspension sensor, axle load sensor, and weighing device, and calculating the downhill component of the first vehicle's weight along the tangent direction of the slope of the first driving section in combination with the slope of the first driving section to obtain the first driving force; and obtaining the output torque of the first vehicle by using the powertrain controller of the first vehicle, converting it into the traction force generated by the powertrain along the tangent direction of the slope of the first driving section to obtain the second driving force.

[0022] The above solution addresses the situation where the powertrain of the first vehicle actively switches to gravity-driven descent when the first vehicle is about to enter a downhill section. This allows for early detection of the first vehicle entering the downhill section, avoiding passive control after entry. By accurately quantifying the magnitude of the driving force received by the first vehicle before and after entering the first driving section, the switching trend of the driving source can be identified in advance, creating preconditions for suppressing jerking.

[0023] S120. A first force is determined based on the first driving force and the second driving force. The first force indicates the magnitude of the driving force or braking force that needs to be compensated for the first vehicle. The first force is used to suppress the first vehicle from experiencing driving jerking when the first condition information is triggered. The first condition information includes switching from the second driving force to the first driving force when the first vehicle enters the first driving section.

[0024] When the first vehicle enters the downhill section, its driving mode can switch from powertrain traction to gravity-driven downhill. The vehicle's driving source changes from a second driving force to a first driving force. If there is a sudden change in the driving force before and after the first vehicle enters the first driving section, the vehicle will experience a jerking motion upon entering. The first force, calculated based on the difference between the first and second driving forces, is used to compensate for the sudden change in driving force when the first vehicle enters the first driving section due to the switch from active powertrain traction to gravity-driven downhill. The first force can be a positive driving force or a reverse braking force.

[0025] Optionally, determining the first driving force based on the first driving force and the second driving force includes: comparing the magnitudes of the first driving force and the second driving force; if the first driving force is greater than the second driving force, calculating the braking force required for the first vehicle to enter the first driving segment as the first driving force; if the first driving force is less than the second driving force, calculating the supplementary driving force required for the first vehicle to enter the first driving segment as the first driving force, so that when the first vehicle triggers the driving force source switching condition, the first driving force is activated to suppress jerking.

[0026] In the above solution, when the first vehicle is about to enter a downhill section, the powertrain actively switches to gravity-driven descent. By calculating and coordinating the first and second driving forces, the solution calculates the driving force or braking force required to compensate the first vehicle for the sudden change in side driving force when the first vehicle enters the first driving section. By dynamically outputting driving force or braking force, the solution adapts to the driving force switching conditions under different slopes and loads, achieving a smooth switching of driving sources and fundamentally suppressing driving jerks, lurches, or sudden acceleration when entering a downhill section.

[0027] S130, Based on the first force, control the first vehicle to travel on the first travel segment.

[0028] Optionally, controlling the first vehicle to travel on the first driving section based on the first force includes: when the first vehicle enters the first driving section and switches from the second driving force to the first driving force, sending the calculated first force to the actuator of the first vehicle, and coordinating the powertrain and braking system of the first vehicle to ensure that the first vehicle is subjected to stable force when entering the first driving section, and ensuring that the downhill process is uniform, without impact and / or without jerking.

[0029] Optionally, controlling the first vehicle to travel on the first driving segment based on the first force includes: the controller of the first vehicle generating a control command according to the first force; if braking compensation is required when the first vehicle enters the first driving segment, controlling the first vehicle's motor reverse drag, engine braking, or hydraulic braking to output the braking force indicated by the corresponding first force; if drive compensation is required when the first vehicle enters the first driving segment, controlling the first vehicle's powertrain to output the drive force indicated by the first force; thus, when the first vehicle enters the first driving segment, the compensation of the first force enables a smooth entry into the first driving segment, avoiding significant driving jerks.

[0030] In the above scheme, by judging the drive mode switching when the first vehicle enters the downhill section, the downward force generated by the gravity of the first vehicle and the traction force of the powertrain are detected in advance, the compensation force is calculated and controlled in real time, and the driving mode of braking force or driving force control is automatically switched at the entrance of the downhill section according to the comparison of the first driving force and the second driving force, so as to achieve a smooth transition of driving mode, effectively suppress the driving jerking, lurching and sudden increase in speed caused by sudden force change when the vehicle enters the downhill, and improve the driving smoothness, handling stability and driving safety of heavy-duty engineering vehicles in complex downhill road conditions.

[0031] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments, and the vehicle control method of this embodiment may further include the following steps: A first speed is determined based on a first driving force, which is calculated based on first information. The first information indicates the weight of the first vehicle and the gradient of the first road segment. The weight of the first vehicle is determined based on the load of the first vehicle when driving on the first road segment. The first speed indicates the upper limit of the allowed driving speed of the first vehicle on the first road segment, generated with the goal of suppressing the driving force of the first vehicle's weight on the first road segment. The driving speed of the first vehicle on the first road segment is constrained and controlled based on the upper limit of the driving speed indicated by the first speed.

[0032] When the first vehicle enters the downhill section, its gravity will generate a downward sliding force along the slope. This downward force acts as an additional driving force, propelling the first vehicle forward automatically. To counteract and limit the acceleration trend caused by the vehicle's gravity, and to prevent the vehicle from freely sliding and accelerating under the influence of gravity, a speed limit can be generated based on the vehicle's gravity and the gradient of the first driving section. This limit aims to suppress the spontaneous acceleration trend of the first vehicle under gravity during the downhill process, preventing it from continuously accelerating under its own weight and speeding up. Instead, the speed of the first vehicle is limited to a maximum level that ensures stable driving without jerking, lurching, or loss of control.

[0033] When the first vehicle travels at the first speed on the first section of the road, the downhill gravitational force and braking force acting on the first vehicle cancel each other out, thus enabling the first vehicle to travel stably without significant acceleration or deceleration, avoiding drastic speed fluctuations, and ensuring smoothness and stability on the downhill section. If the first vehicle's speed on the first section exceeds the first speed, it will be difficult for the first vehicle to provide adequate braking force to cancel out the downhill gravitational force acting on it. In this case, it will be difficult for the braking force output by the first vehicle to reach a balance with the downhill gravitational force. By using the first speed to constrain the speed of the first vehicle on the first section, it can be ensured that the first vehicle is neither pushed by gravity to accelerate nor requires frequent large-amplitude braking, thus achieving smooth, uniform, and jerky downhill driving.

[0034] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to determine the first speed based on the first driving force, including the following steps: The second speed is determined based on the first driving force, and the first speed is determined based on the second speed; the second speed is the maximum speed at which the first vehicle outputs the first braking force through the braking system in the first driving section; the first braking force is a counter-dragging braking force of the same magnitude as the first driving force, and the first braking force is used to suppress the first vehicle's gravity driving the first vehicle to travel in the first driving section.

[0035] The first braking force can be a braking force configured to balance the first driving force. The magnitude of the first braking force is equal to and opposite to the first driving force. The first braking force is a counter-dragging braking force of equal magnitude to the first driving force. As a counter-dragging braking force, the torque of the counter-dragging braking force equals the force balance formed by the first driving force. By compensating for the counter-dragging force to balance the first driving force, the vehicle is prevented from continuously accelerating under gravity, achieving uniform speed or controlled deceleration downhill. The first braking force can also be used to suppress the vehicle's gravity-driven movement. By compensating for the counter-dragging force equal to the magnitude of the downhill force, the automatic acceleration tendency caused by the vehicle's gravity is counteracted, preventing the vehicle from accelerating faster downhill and achieving smooth and controlled driving. The second speed can refer to the maximum speed at which the vehicle can be stably controlled without accelerating downhill using only the first braking force output by the braking system. The second speed can also be the maximum speed at which the vehicle can be stably controlled using only the counter-dragging braking force equal to the downhill component.

[0036] Optionally, determining the second speed based on the first driving force includes: matching an equal magnitude of anti-drag braking force as the first braking force according to the magnitude of the first driving force; and determining the maximum driving speed used by the braking system to output the first braking force by combining the driving resistance, braking capacity, motor anti-drag characteristics or engine braking characteristics of the first vehicle on the first driving section, thereby obtaining the second speed.

[0037] The above scheme can achieve balanced control of the braking force and the downward force output by the first vehicle, ensuring that the first vehicle's speed is stable and does not lurch when going downhill, and can better suppress driving jerks and impacts. Thus, the upper limit of vehicle speed is determined by the mechanical balance relationship, avoiding sudden heavy load intervention of the braking system and improving braking smoothness.

[0038] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to determine the second speed based on the first driving force, including the following steps: Based on the first driving force and the load and slope indicated by the first information, the second speed is queried from the second information. The second information pre-stores the anti-drag braking force output by the braking system of the second vehicle when driving at different speeds under different loads and slopes. The first vehicle and the second vehicle are the same, or the similarity between the first vehicle and the second vehicle is greater than the preset similarity.

[0039] The second information pre-calibrates and stores the relationship between braking and speed under different operating conditions. During calibration, the second vehicle's braking system outputs counter-drag braking force when traveling at different speeds under various loads and gradients. The first braking force is a counter-drag braking force of equal magnitude to the first driving force. Using load, gradient, and the first braking force as indices, the corresponding speed value can be obtained from the second information to arrive at the second speed. The first and second vehicles are highly similar in key parameters such as vehicle type, wheelbase, curb weight, drive type, and braking capacity, meeting the accuracy requirements for data reuse.

[0040] Using the load of the first vehicle, the gradient of the first driving speed, and the calculated first driving force as query conditions, the vehicle speed corresponding to the anti-drag braking force required to balance the downhill acceleration trend of the first vehicle under the same or similar working conditions is retrieved from the pre-stored second information. This vehicle speed is the second speed, which is the maximum driving speed at which the first vehicle can smoothly and uniformly descend the slope by relying solely on the output of the corresponding anti-drag braking force by the braking system.

[0041] In the above scheme, the second information is a pre-calibrated and stored mapping dataset, which records the magnitude of the anti-drag braking force output by the braking system to maintain stable driving speed when the second vehicle is driving at different speeds under various downhill conditions with different loads and slopes.

[0042] In one embodiment, the scheme of this embodiment can be combined with various optional schemes in one or more of the above embodiments to determine the first speed based on the second speed, including the following steps: The third information of the first vehicle is determined, which indicates the slipperiness of the road surface and the temperature of the braking system of the first vehicle on the first driving section. Based on the third information, a first adjustment coefficient is determined, and a second speed is adjusted based on the first adjustment coefficient to obtain a first speed. The first adjustment coefficient is used to adjust the driving speed of the first vehicle on the downhill section. The value of the first adjustment coefficient is negatively correlated with the slipperiness of the road surface and negatively correlated with the temperature of the braking system.

[0043] The road surface wetness / slipperyness of the first driving segment can be used as a road surface parameter to describe the road surface adhesion conditions of the first driving segment, reflecting the grip ability between the vehicle's tires and the road surface of the first driving segment. For example, the road surface wetness / slipperyness can indicate at least one of the following road surface conditions: dry, slightly wet, waterlogged, slippery, icy, and muddy. The higher the road surface wetness / slipperyness, the lower the road surface adhesion coefficient; the lower the road surface wetness / slipperyness, the higher the road surface adhesion coefficient. The braking system temperature of the first vehicle can indicate the operating temperature of at least one of the braking actuators involved in the braking system of the first vehicle, namely the brake disc, brake pads, and brake caliper, and is used to determine whether the braking system of the first vehicle has heat fade and whether there is a risk of reduced braking performance.

[0044] The first adjustment coefficient can be a dimensionless adjustment factor used to correct the second speed, and its value can range from 0 to 1. The first adjustment coefficient is related to the slipperiness of the road surface and the first driving segment, as well as the temperature of the braking system of the first vehicle; the slipperier the road surface and the worse the adhesion of the first driving segment, the smaller the value of the first adjustment coefficient; the higher the temperature of the first vehicle's braking system and the more severe the brake fade, the smaller the value of the first adjustment coefficient. Optionally, adjusting the second speed based on the first adjustment coefficient to obtain the first speed can include: multiplying the second speed by the first adjustment coefficient, thereby using the first adjustment coefficient to scale and correct the second speed, resulting in a first speed suitable for the road conditions of the first driving segment, which serves as the upper limit of the first vehicle's driving speed on downhill sections.

[0045] Optionally, determining the first adjustment coefficient based on third information may include the following steps: detecting and determining the road surface slipperiness of the first driving segment using the vehicle's onboard camera, rain sensor, and road surface adhesion recognition model; obtaining the braking system temperature using the vehicle's temperature sensor; and using the road surface slipperiness and braking system temperature as inputs to calculate the first adjustment coefficient by querying a preset coefficient mapping table.

[0046] The above scheme introduces road surface adhesion and braking thermal state for speed correction, making the speed limit more in line with actual driving conditions. The wetter the road surface and the higher the braking temperature, the lower the upper limit of the vehicle's driving speed, effectively avoiding safety risks such as sideslip and brake failure. In addition, the first adjustment coefficient is used to adjust the second speed to achieve smooth correction of the vehicle's driving speed, avoiding sudden changes in the speed limit and ensuring smooth driving without jerking.

[0047] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments. The acquisition of road condition information of the first driving segment may include the following steps: during the driving of the first vehicle, the vehicle-mounted positioning device (such as a high-precision GPS) and inertial measurement unit (IMU) of the first vehicle are used to collect and store data in real time. Then, the collected data are processed to obtain the location of the starting point of the slope, its length and slope, the location of the starting point of the curve, the curve radius and slope.

[0048] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments, and the road condition information of the first driving segment can be obtained by obtaining the road condition information stored on the cloud server through the network.

[0049] In one embodiment, Figure 2This is a flowchart illustrating another vehicle control method provided by an embodiment of the present invention. The technical solution of this embodiment further optimizes the process of determining the first driving force based on the first driving force and the second driving force in the aforementioned embodiments based on the technical solutions of the above embodiments. This embodiment can be combined with various optional solutions in one or more of the above embodiments.

[0050] like Figure 2 As shown, the vehicle control method of this embodiment may include the following processes: S210. In response to the first vehicle about to enter the first driving section, the first driving force and the second driving force of the first vehicle are detected. The first driving section is a downhill section. The first driving force indicates the downhill component of the weight of the first vehicle along the tangent of the slope of the first driving section. The first driving force is used to drive the first vehicle to travel in the first driving section. The second driving force indicates the traction force generated by the powertrain along the tangent of the slope of the first driving section when the first vehicle enters the first driving section.

[0051] S220, in response to the first driving force being greater than the second driving force, a second braking force is determined, the second braking force indicating the magnitude of the braking force that needs to be compensated for the first vehicle, the second braking force being the difference between the first driving force and the second driving force.

[0052] The first driving force indicates the downhill component of the vehicle's weight along the tangent of the slope of the first driving segment, which is the external force that automatically accelerates the vehicle. The second driving force indicates the traction force output by the powertrain along the tangent of the slope when the vehicle enters the first driving segment. The second braking force indicates the difference in driving force before and after the vehicle enters the first driving segment, due to the switch from the second driving force to the first driving force for downhill driving. It is the amount of braking force required to compensate for the jerking of the vehicle before and after entering the first driving segment. The second braking force enables a smooth transition from driving force to braking intervention, improving the smoothness of downhill driving, preventing sudden speed increases due to excessive downhill force, and improving driving safety.

[0053] When the first driving force is detected to be greater than the second driving force, it indicates that the first vehicle has excess driving force when switching driving modes upon entering the first driving segment, and is about to accelerate automatically. To avoid jerking, hesitation, or sudden acceleration when entering a downhill section, the difference between the first and second driving forces is directly used as the required second braking force. This second braking force compensates for the excess driving force, ensuring a smooth transition of the first vehicle's power without abrupt changes. When the first driving force is detected to be equal to the second driving force, it indicates that the first vehicle does not have excess or insufficient driving force when switching driving modes upon entering the first driving segment, and no additional braking or driving force is required.

[0054] S230. In response to the first driving force being less than the second driving force, and the first driving force being less than or equal to the third driving force, a fourth driving force is determined; wherein, the third driving force is the driving force required for the first vehicle to reach a first speed under the condition of the first vehicle's load, and the first speed indicates the upper limit of the permissible driving speed of the first vehicle to drive smoothly on the first driving segment with the goal of suppressing the weight of the first vehicle to drive forward on the first driving segment; the fourth driving force is the magnitude of the driving force that needs to be compensated for the first vehicle, and the fourth driving force is the difference formed by subtracting the first driving force from the second driving force.

[0055] The first force indicates the magnitude of the driving force or braking force that needs to be compensated for the first vehicle. The first force is used to suppress the driving jerking of the first vehicle when the first condition information is triggered. The first condition information includes switching from the second driving force to the first driving force when the first vehicle enters the first driving section.

[0056] When the first driving force is less than or equal to the third driving force, the downward force generated by the weight of the first vehicle on the first driving section is insufficient to maintain the driving force required to travel at the first speed, and the first vehicle tends to decelerate. This indicates that the first vehicle has insufficient driving force and may experience deceleration jerking. Therefore, the difference between the second driving force and the first driving force is calculated to obtain the fourth driving force. The fourth driving force is used as a compensating driving force to compensate the first vehicle, so that the power of the first vehicle remains smooth and continuous, avoiding deceleration shocks and driving jerking caused by the lack of driving force.

[0057] In the above scheme, by judging the first driving force and the second driving force in different situations and calculating the difference, the corresponding braking force is compensated when the driving force is excessive and the corresponding driving force is compensated when the driving force is insufficient. This achieves a continuous and smooth power transition when the first vehicle enters the downhill section. From the perspective of mechanical balance, it completely suppresses problems such as driving jerking, lurching, and sudden speed changes caused by driving mode switching. In particular, it improves the driving smoothness, handling stability and driving safety of heavy-duty engineering vehicles under steep slopes and complex road conditions.

[0058] S240, Based on the first force, control the first vehicle to travel on the first travel segment.

[0059] In one embodiment, the scheme of this embodiment can be combined with various optional schemes in one or more of the above embodiments to control the first vehicle to travel on the first road segment based on the first force, including the following steps 1a-2a: Step 1a: Based on the driving force and / or braking force that need to be compensated to the first vehicle indicated by the first force, control the first vehicle to enter the first driving segment for driving, so as to control the absolute value of the difference between the instantaneous driving speed of the first vehicle before and after entering the first driving segment to be less than the first preset difference, and the magnitude of the braking force generated by the first vehicle is negatively correlated with the magnitude of the accelerator pedal opening of the first vehicle.

[0060] Step 2a: In response to the first vehicle having entered the first driving segment, adjust the driving force and / or braking force compensated to the first vehicle so that the absolute value of the difference between the second force and the third driving force is not greater than a second preset difference. The second force is the resultant force formed by superimposing the driving force and / or braking force compensated to the first vehicle on the first driving force. The third driving force is the driving force required for the first vehicle to reach the first speed under the condition of the first vehicle's load. The first speed indicates the upper limit of the allowed driving speed of the first vehicle in the first driving segment, generated with the goal of suppressing the first vehicle's gravity and driving in the first driving segment. The magnitude of the driving force generated by the first vehicle is positively correlated with the size of the accelerator pedal opening of the first vehicle.

[0061] The difference between the instantaneous speed of the first vehicle before and after entering the first driving section indicates the difference between the vehicle's speed before entering the downhill section and its speed immediately after entering the downhill section. This is used to measure whether the first vehicle experiences jerking, lurching, and / or jerkiness instantaneously before and after entering the first driving section. The first force indicates the magnitude of the corresponding driving force or braking force applied to the first vehicle. The first force is used to control the speed change of the first vehicle at the instant it enters the downhill section, keeping the speed difference before and after entering within a very small allowable range. At the same time, it dynamically adjusts the braking force in conjunction with the accelerator pedal opening: the deeper the pedal is pressed, the less the braking force; the more the pedal is released, the more the braking force increases, thereby ensuring that the first vehicle can smoothly and without impact enter the downhill section.

[0062] The above solution enables real-time closed-loop control of downhill driving, dynamically corrects and compensates the driving force, and ensures that the total force of the first vehicle matches the driving force required to maintain the first speed, avoiding speed fluctuations caused by slight changes in gradient and load, and maintaining a uniform and stable driving speed. Moreover, by controlling the deviation between the second force and the third driving force within a second preset difference, the smoothness of the first vehicle's driving is guaranteed from a mechanical perspective, solving the problem of jerking caused by changes in operating conditions after entering the downhill section. At the same time, by controlling the first speed, it ensures that the first vehicle is not pushed by gravity to exceed the speed limit, while avoiding efficiency loss caused by excessive deceleration, thus balancing safety and traffic efficiency.

[0063] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments. The first force indicates that the braking force needs to be compensated to the first vehicle. After controlling the first vehicle to travel on the first driving segment based on the first force, the following steps are also included: After the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference, in response to the absolute value of the difference between the second force and the third driving force being greater than the second preset difference and the second force being less than the third driving force, the accelerator pedal opening of the first vehicle is controlled to reduce the braking force output by the first vehicle and increase the driving force output by the first vehicle until the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference.

[0064] The first vehicle first enters a stable driving state, and the absolute value of the difference between the second force and the third driving force is controlled within the second preset difference value. If the first vehicle experiences a change in operating conditions during the first driving segment (such as at least one of the following: a decrease in slope or a change in load), causing the difference between the second force and the third driving force to exceed the allowable range of the second preset difference value again, and the second force is less than the third driving force, then the accelerator pedal opening is actively adjusted to reduce the braking force output by the first vehicle and increase the driving force output by the first vehicle, so that the second force gradually recovers. This adjustment continues until the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference value, thus bringing the absolute value of the difference between the second force and the third driving force back into the allowable range.

[0065] In the above scheme, once the first vehicle has entered a stable state, it maintains closed-loop regulation to promptly address deviations in the resultant force caused by changes in gradient, load, and road resistance, ensuring a continuous constant speed. When the second force is insufficient, causing the first vehicle to decelerate, the resultant force is promptly replenished by increasing drive and decreasing braking, avoiding the impact caused by a sudden drop in the first vehicle's speed and improving smoothness. Moreover, by gradually adjusting the accelerator pedal opening, the driving and braking forces output by the first vehicle are adjusted, rather than by abrupt changes, resulting in a smooth transition of torque and force. This makes it particularly suitable for scenarios such as long downhill slopes, fluctuating road conditions, and load changes.

[0066] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments. The first force indicates that the driving force of the first vehicle needs to be compensated. After controlling the first vehicle to travel on the first driving segment based on the first force, the following steps are also included: After the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference, in response to the absolute value of the difference between the second force and the third driving force being greater than the second preset difference, and the second force being greater than the third driving force, the accelerator pedal opening of the first vehicle is controlled to reduce the driving force output by the first vehicle and increase the braking force output by the first vehicle, until the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference.

[0067] The first vehicle smoothly enters the first driving segment using the first force, ensuring the difference between the second and third driving forces is within a second preset difference, thus achieving a stable, uniform driving state. If the first vehicle experiences changes in at least one condition, such as gradient or road resistance, during its journey through the first driving segment, the second force may exceed the allowable range again, becoming greater than the third driving force, causing the first vehicle to accelerate. In this case, the accelerator pedal opening is adjusted to actively reduce the driving force output by the powertrain and increase the braking force, gradually reducing the second force. This adjustment continues until the second force falls back to near the third driving force, and the absolute value of the difference between the second and third driving forces returns to within the second preset difference, restoring stable, uniform driving.

[0068] In the above scheme, after the first vehicle enters a stable state, the resultant force deviation is continuously monitored to promptly suppress unexpected acceleration caused by road condition fluctuations and ensure the stable driving speed of the first vehicle. When the second force is too large, braking is increased and driving is reduced in time to avoid the sudden forward lurch and jerking sensation caused by a sudden increase in speed of the first vehicle, significantly improving smoothness and comfort. Moreover, the driving force and braking force are gradually adjusted by the opening of the accelerator pedal, without abrupt changes.

[0069] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments. The vehicle control method of this embodiment may include the following steps 1b-2b: Step 1b: When the first vehicle enters the first driving segment, in response to the first vehicle's speed being less than the first speed, adjust the driving force or braking force output by the first vehicle to make the first vehicle's power reach the maximum driving force supported by the first vehicle's own transmission system. When the first vehicle's speed becomes greater than the first speed again, adjust the maximum allowable driving force limit of the first vehicle until the maximum allowable driving force output by the first vehicle in the first driving segment is reached. The higher the first vehicle's speed, the smaller the maximum allowable driving force limit of the first vehicle. The first speed indicates the upper limit of the allowable driving speed of the first vehicle in the first driving segment, which is generated with the goal of suppressing the first vehicle's gravity from driving in the first driving segment.

[0070] Step 2b: When the first vehicle enters the first driving section or during the first vehicle's travel in the first driving section, in response to the first vehicle's speed being greater than the first speed, adjust the driving force and braking force output by the first vehicle according to the first vehicle's speed.

[0071] When the first vehicle enters the downhill section, if its speed is lower than the initial safe speed for smooth driving, it indicates insufficient power and a risk of deceleration and jerking. At this point, the driving force output of the first vehicle will be gradually increased, or the braking force will be decreased, to increase the vehicle's power. The vehicle's power is the sum of the initial driving force and the braking force. This increases the driving force output to the maximum allowable driving force for the first driving section without exceeding the safe speed limit, allowing the vehicle's speed to smoothly approach the initial speed and maintain a constant speed, avoiding deceleration, jerking, or lurching due to insufficient power. As the first vehicle continues its journey, once its speed exceeds the initial speed again, the allowable driving force output will be limited. The faster the vehicle's speed, the smaller the maximum allowable driving force output, eventually limiting the maximum allowable driving force output for the first driving section until it no longer decreases.

[0072] If the speed of the first vehicle exceeds the first speed limit the moment it enters the first driving segment or during its travel in the first driving segment, it indicates that the gravitational downward force of the first vehicle has caused the first vehicle to show a tendency to speed. At this time, the driving force of the first vehicle will be dynamically reduced or even cut off according to the degree of speeding corresponding to the speed of the first vehicle, and the first vehicle will no longer be actively pushed. The braking force output of the first vehicle will also be increased as needed, such as increasing the anti-drag braking or service braking of the first vehicle, so as to adjust the speed of the first vehicle to within the first speed limit.

[0073] The above scheme achieves precise closed-loop control of downhill vehicle speed by supplementing power to the maximum safe drive when the speed is below the safe speed and reducing power and applying braking when the speed is above the safe speed. This not only prevents deceleration jerking caused by insufficient power, but also suppresses the risk of speeding caused by gravity, keeping the vehicle speed stable near the first speed, and greatly improving the driving safety, smoothness and handling stability of heavy-duty engineering vehicles in complex downhill road conditions.

[0074] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to adjust the driving force and braking force of the first vehicle according to the driving speed of the first vehicle, including steps 1c-2c: Step 1c: In response to the second force being greater than the third driving force, the braking force of the first vehicle is adjusted until the first vehicle reaches the first speed. When the resultant force formed by the first driving force and the braking force of the first vehicle is superimposed on the first driving force and the third driving force is less than the second preset difference, the braking force of the first vehicle is adjusted to increase as the speed of the first vehicle increases. The second force is the resultant force formed by the first driving force and the braking force of the first vehicle. The third driving force is the driving force required for the first vehicle to reach the first speed under the condition of the first vehicle's load.

[0075] Step 2c: In response to the second force being less than the third driving force, the driving force of the first vehicle is adjusted until the driving speed of the first vehicle reaches the first speed. At this point, the absolute value of the difference between the resultant force formed by the first driving force and the third driving force is less than the second preset difference.

[0076] When the second force corresponding to the first vehicle is greater than the third driving force, the first vehicle will accelerate and increase its speed due to the excess force during the first driving segment. At this time, the braking force is dynamically increased according to the speed of the first vehicle. The higher the speed of the first vehicle, the greater the braking force that needs to be compensated. The braking force is used to offset the excess downward force and is continuously adjusted until the first vehicle reaches the first speed. The absolute value of the difference between the resultant force formed by the braking force superimposed on the first driving force and the third driving force is less than the second preset difference, so that the first vehicle can resume uniform and stable driving.

[0077] When the second driving force is less than the third driving force, the first vehicle has insufficient power and tends to decelerate and decrease in speed, which is prone to jerking. At this time, the driving force output by the first vehicle is actively increased to make up for the resultant force gap formed by the braking force superimposed on the first driving force to compensate for the first vehicle. This allows the resultant force formed by the braking force superimposed on the first driving force to gradually approach the third driving force. The adjustment continues until the vehicle speed recovers to the first speed, and the absolute value of the difference between the resultant force formed by the braking force superimposed on the first driving force to compensate for the first vehicle and the third driving force is less than the second preset difference, thus achieving uniform and stable driving.

[0078] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments. The vehicle control method of this embodiment may include the following steps: When the second vehicle is traveling on a level road, the driving force required for the first vehicle to travel at different speeds under different load conditions is collected and corrected. This is used to determine the maximum allowable driving force for the second vehicle to travel smoothly on a downhill road at different speeds under different load conditions. The first vehicle and the second vehicle are the same, or the similarity between the first vehicle and the second vehicle is greater than the preset similarity.

[0079] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments. The vehicle control method of this embodiment may include the following steps: When the first vehicle is traveling on the first travel segment, the magnitude of the driving force and driving braking force output by the first vehicle is coordinated and controlled according to the braking constraint parameters of the first vehicle's power source and the slope length and slope of the first travel segment. The smaller the braking constraint parameters of the power source, the longer the slope length and the larger the slope angle, the greater the reduction in the anti-drag braking force provided by the first vehicle. The reduced anti-drag braking force of the first vehicle is compensated by the driving braking force of the first vehicle.

[0080] Power source braking constraint parameters indicate characteristic parameters used to characterize the upper limit of the anti-drag braking capability of the drive motor and / or engine power source. The smaller the parameter, the more limited the anti-drag braking that the power source can provide, such as motor thermal fade, battery power limitations, and insufficient low-speed engine braking capability. Ramp length indicates the longitudinal distance of the downhill section. The longer the ramp, the longer the braking system can operate continuously, and the higher the risk of thermal fade. Ramp gradient indicates the inclination of the downhill section. The steeper the gradient, the greater the downward force on the vehicle, and the greater the required braking force.

[0081] Based on the braking constraint parameters of the first vehicle's power source, the length of the slope, and the slope gradient, the upper limit of the first vehicle's anti-drag braking output is comprehensively determined. The smaller the braking constraint of the first vehicle's power source, the longer the slope, and the greater the slope gradient, the weaker the anti-drag braking capability of the power source, and the greater the reduction in anti-drag braking force required. To avoid insufficient total braking force leading to loss of vehicle speed control, the reduced anti-drag braking force is compensated synchronously by the service brakes to keep the total braking force of the first vehicle stable, thereby continuously controlling the first vehicle's speed within a safe range.

[0082] The above solution enables intelligent distribution of braking force on long downhill slopes, avoiding overload of a single braking method, improving the reliability and lifespan of the braking system, and preventing the failure of reverse braking due to heat fade or power limitation, thus ensuring continuous and stable speed control. By compensating for the braking force gap through the service brake, sufficient total braking force is ensured, preventing loss of vehicle speed on downhill slopes and significantly improving safety. Moreover, the coordinated control process is smooth and shock-free, avoiding jerking caused by sudden braking changes, and improving driving smoothness and ride experience.

[0083] In one embodiment, Figure 3This is a schematic diagram of a vehicle control device provided in an embodiment of the present invention. This embodiment is applicable to situations where, when a vehicle is about to enter a downhill section, it calculates the required compensation of driving force or braking force to achieve a smooth transition from a flat road to a downhill section. This vehicle control device can be implemented in hardware and / or software and can be configured in an electronic device. Figure 3 As shown, the vehicle control device in this embodiment may include the following: The detection module 310 is used to detect the first driving force and the second driving force of the first vehicle in response to the first vehicle entering the first driving section, wherein the first driving section is a downhill section; the first driving force indicates the downhill component of the weight of the first vehicle along the tangent of the slope of the first driving section, and the first driving force is used to drive the first vehicle to travel in the first driving section; the second driving force indicates the traction force generated by the powertrain along the tangent of the slope of the first driving section when the first vehicle enters the first driving section. The determining module 320 is used to determine a first force based on the first driving force and the second driving force. The first force indicates the magnitude of the driving force or braking force that needs to be compensated for the first vehicle. The first force is used to suppress the first vehicle from driving jerking when the first condition information is triggered. The first condition information includes switching from the second driving force to the first driving force when the first vehicle enters the first driving section. The control module 330 is used to control the first vehicle to travel on the first road segment based on the first force.

[0084] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments, and the device further includes: A first speed is determined based on the first driving force, which is calculated based on first information. The first information indicates the weight of the first vehicle and the slope of the first driving section. The weight of the first vehicle is determined based on the load of the first vehicle when driving on the first driving section. The first speed indicates the upper limit of the driving speed allowed for the first vehicle to drive smoothly on the first driving section, generated with the goal of suppressing the weight of the first vehicle from driving on the first driving section. The speed of the first vehicle in the first road segment is constrained and controlled based on the upper limit of the driving speed indicated by the first speed indicator.

[0085] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to determine the first speed based on the first driving force, including: The second speed is determined based on the first driving force. The second speed is the maximum speed used by the first vehicle to output the first braking force through the braking system in the first driving section. The first braking force is a counter-dragging braking force of the same magnitude as the first driving force. The first braking force is used to suppress the gravity driving of the first vehicle to move the first vehicle in the first driving section. The first speed is determined based on the second speed.

[0086] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to determine the second speed based on the first driving force, including: Based on the first driving force and the load and slope indicated by the first information, the second speed is queried from the second information. The second information pre-stores the anti-drag braking force output by the braking system of the second vehicle when driving at different speeds under different loads and slopes. The first vehicle and the second vehicle are the same, or the similarity between the first vehicle and the second vehicle is greater than the preset similarity.

[0087] In one embodiment, the scheme of this embodiment can be combined with various optional schemes in one or more of the above embodiments to determine the first speed based on the second speed, including: The third information of the first vehicle is determined, the third information indicating the slipperiness of the road surface of the first driving segment and the temperature of the braking system of the first vehicle; Based on the third information, a first adjustment coefficient is determined. The first adjustment coefficient is used to adjust the driving speed of the first vehicle traveling on the downhill section. The value of the first adjustment coefficient is negatively correlated with the slipperiness of the road surface and negatively correlated with the temperature of the braking system. The first speed is obtained by adjusting the second speed based on the first adjustment coefficient.

[0088] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to determine the first force based on the first driving force and the second driving force, including: In response to the first driving force being greater than the second driving force, a second braking force is determined, the second braking force indicating the magnitude of the braking force that needs to be compensated to the first vehicle, the second braking force being the difference between the first driving force and the second driving force; In response to the first driving force being less than the second driving force, and the first driving force being less than or equal to the third driving force, a fourth driving force is determined; wherein, the third driving force is the driving force required for the first vehicle to reach a first speed under the load condition of the first vehicle, and the first speed indicates the upper limit of the allowed driving speed of the first vehicle to drive smoothly in the first driving segment with the goal of suppressing the driving force of the first vehicle's gravity on the first driving segment; the fourth driving force is the magnitude of the driving force that needs to be compensated to the first vehicle, and the fourth driving force is the difference formed by subtracting the first driving force from the second driving force.

[0089] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to control the first vehicle to travel on the first road segment based on the first force, including: Based on the driving force and / or braking force that need to be compensated to the first vehicle according to the first force indication, the first vehicle is controlled to enter the first driving segment for driving, so as to control the absolute value of the difference between the instantaneous driving speed of the first vehicle before and after entering the first driving segment to be less than the first preset difference, and the magnitude of the braking force generated by the first vehicle is negatively correlated with the magnitude of the accelerator pedal opening of the first vehicle. In response to the first vehicle entering the first driving segment, the driving force and / or braking force compensated to the first vehicle are adjusted so that the absolute value of the difference between the second force and the third driving force is not greater than a second preset difference. The second force is the resultant force formed by superimposing the driving force and / or braking force compensated to the first vehicle on the first driving force. The third driving force is the driving force required for the first vehicle to reach a first speed under the condition of the first vehicle's load. The first speed indicates the upper limit of the allowed driving speed of the first vehicle in the first driving segment, generated with the goal of suppressing the first vehicle's gravity from driving in the first driving segment. The magnitude of the driving force generated by the first vehicle is positively correlated with the accelerator pedal opening of the first vehicle.

[0090] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments. The first force indication requires compensating the first vehicle for braking force. After controlling the first vehicle to travel on the first driving segment based on the first force, the solution further includes: After the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference, in response to the absolute value of the difference between the second force and the third driving force being greater than the second preset difference, and the second force being less than the third driving force, the accelerator pedal opening of the first vehicle is controlled to reduce the braking force output by the first vehicle and increase the driving force output by the first vehicle until the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference; The first force indication requires compensating the driving force for the first vehicle. After controlling the first vehicle to travel on the first road segment based on the first force, the method further includes: After the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference, in response to the absolute value of the difference between the second force and the third driving force being greater than the second preset difference, and the second force being greater than the third driving force, the accelerator pedal opening of the first vehicle is controlled to reduce the driving force output by the first vehicle and increase the braking force output by the first vehicle until the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference.

[0091] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments, and the device further includes: When the first vehicle enters the first driving segment, in response to the first vehicle's speed being less than a first speed, the driving force or braking force output by the first vehicle is adjusted so that the power of the first vehicle reaches the maximum driving force supported by the first vehicle's own transmission system. When the first vehicle's speed becomes greater than the first speed again, the maximum allowable driving force limit of the first vehicle is adjusted until the maximum allowable driving force output by the first vehicle in the first driving segment is reached. The higher the speed of the first vehicle, the smaller the maximum allowable driving force limit of the first vehicle. The first speed indicator is the upper limit of the allowable driving speed of the first vehicle in the first driving segment, generated with the goal of suppressing the first vehicle's gravity from driving on the first driving segment. When the first vehicle enters the first driving section or while the first vehicle is traveling on the first driving section, in response to the first vehicle's driving speed being greater than the first speed, the driving force and braking force output by the first vehicle are adjusted according to the first vehicle's driving speed.

[0092] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments to adjust the driving force and braking force output by the first vehicle according to the driving speed of the first vehicle, including: In response to the second force being greater than the third driving force, the braking force output by the first vehicle is adjusted until the first vehicle reaches the first speed. When the first vehicle reaches the first speed, the absolute value of the difference between the resultant force formed by the first driving force and the braking force output by the first vehicle, superimposed on the first driving force, and the third driving force is less than a second preset difference. The braking force output by the first vehicle increases as the first vehicle's speed increases. The second force is the resultant force formed by the first driving force and the braking force compensated for by the first vehicle. The third driving force is the driving force required for the first vehicle to reach the first speed under the condition of the first vehicle's load. In response to the second force being less than the third driving force, the driving force output by the first vehicle is adjusted until the first vehicle's speed reaches the first speed. At this point, the absolute value of the difference between the resultant force formed by the first driving force plus the driving force output by the first vehicle and the third driving force is less than a second preset difference.

[0093] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments, and the device further includes: When the second vehicle is traveling on a level road, the driving force required by the first vehicle under different load conditions and at different speeds is collected and corrected to determine the maximum allowable driving force for the second vehicle to travel smoothly on a downhill road under different load conditions and at different speeds. The first vehicle and the second vehicle are the same, or the similarity between the first vehicle and the second vehicle is greater than a preset similarity.

[0094] In one embodiment, the solution of this embodiment can be combined with various optional solutions in one or more of the above embodiments, and the device further includes: When the first vehicle is traveling on the first travel segment, the magnitude of the driving force and driving braking force output by the first vehicle is coordinated and controlled according to the power source braking constraint parameters of the first vehicle and the slope length and slope of the first travel segment. The smaller the power source braking constraint parameters, the longer the slope length and the larger the slope angle, the greater the reduction in the anti-drag braking force provided by the first vehicle. The reduced anti-drag braking force of the first vehicle is compensated by the driving braking force of the first vehicle.

[0095] The vehicle control device provided in the embodiments of the present invention can execute the vehicle control method provided in any of the embodiments of the present invention, and has the corresponding functions and beneficial effects of executing the vehicle control method. For details, please refer to the relevant operations of the vehicle control method in the foregoing embodiments.

[0096] It is worth noting that the various units and modules included in the above-mentioned device are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be realized; in addition, the specific names of each functional unit are only for easy differentiation and are not used to limit the protection scope of the embodiments of the present invention.

[0097] In one embodiment, Figure 4 This is a structural block diagram of an electronic device provided in an embodiment of the present invention, such as... Figure 4 The diagram illustrates a schematic representation of an electronic device 10 that can be used to implement embodiments of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0098] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., which is communicatively connected to the at least one processor 11. The memory stores a computer program that can be executed by the at least one processor 11, and the computer program is executed by the at least one processor 11 to enable the at least one processor 11 to execute the vehicle control method provided by the present invention.

[0099] The processor 11 can perform various appropriate actions and processes based on a computer program stored in the read-only memory (ROM) 12 or a computer program loaded from the storage unit 18 into the random access memory (RAM) 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0100] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0101] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the vehicle control method provided by this invention.

[0102] In some embodiments, the vehicle control method provided herein may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle control method by any other suitable means (e.g., by means of firmware).

[0103] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard parts (ASSPs), systems-on-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0104] Computer programs for implementing the vehicle control method of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The computer programs can be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0105] In the context of this invention, a computer-readable storage medium stores computer instructions that are used to cause a processor to execute and implement the vehicle control method provided by this invention.

[0106] The present invention also provides a computer program product comprising a computer program that, when executed by a processor, implements the vehicle control method provided according to embodiments of the present invention. A computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, the computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0107] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0108] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0109] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0110] This invention also provides a computer program product, including a computer program that, when executed by a processor, can implement the vehicle control method provided in any embodiment of this application.

[0111] In the implementation of the computer program product, computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0112] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0113] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to a first vehicle entering a first driving section, a first driving force and a second driving force of the first vehicle are detected. The first driving section is a downhill section. The first driving force indicates the downhill component of the weight of the first vehicle along the tangent of the slope of the first driving section. The first driving force is used to drive the first vehicle in the first driving section. The second driving force indicates the traction force generated by the powertrain along the tangent of the slope of the first driving section when the first vehicle enters the first driving section. A first force is determined based on the first driving force and the second driving force. The first force indicates the magnitude of the driving force or braking force that needs to be compensated for the first vehicle. The first force is used to suppress the first vehicle from experiencing driving jerking when the first condition information is triggered. The first condition information includes switching from the second driving force to the first driving force when the first vehicle enters the first driving section. The first vehicle is controlled to travel on the first road segment based on the first force.

2. The method according to claim 1, characterized in that, The method further includes: A first speed is determined based on the first driving force, which is calculated based on first information. The first information indicates the weight of the first vehicle and the slope of the first driving section. The weight of the first vehicle is determined based on the load of the first vehicle when driving on the first driving section. The first speed indicates the upper limit of the driving speed allowed for the first vehicle to drive smoothly on the first driving section, generated with the goal of suppressing the weight of the first vehicle from driving on the first driving section. The speed of the first vehicle in the first road segment is constrained and controlled based on the upper limit of the driving speed indicated by the first speed indicator.

3. The method according to claim 1, characterized in that, Determining the first force based on the first driving force and the second driving force includes: In response to the first driving force being greater than the second driving force, a second braking force is determined, the second braking force indicating the magnitude of the braking force that needs to be compensated for the first vehicle, the second braking force being the difference between the first driving force and the second driving force; In response to the first driving force being less than the second driving force, and the first driving force being less than or equal to the third driving force, a fourth driving force is determined; wherein, the third driving force is the driving force required for the first vehicle to reach a first speed under the load condition of the first vehicle, and the first speed indicates the upper limit of the allowed driving speed of the first vehicle to drive smoothly in the first driving segment with the goal of suppressing the weight of the first vehicle to drive forward in the first driving segment; the fourth driving force is the magnitude of the driving force that needs to be compensated for the first vehicle, and the fourth driving force is the difference formed by subtracting the first driving force from the second driving force.

4. The method according to claim 1, characterized in that, Controlling the first vehicle to travel on the first road segment based on the first force includes: Based on the driving force and / or braking force that need to be compensated to the first vehicle according to the first force indication, the first vehicle is controlled to enter the first driving segment for driving, so as to control the absolute value of the difference between the instantaneous driving speed of the first vehicle before and after entering the first driving segment to be less than the first preset difference, and the magnitude of the braking force generated by the first vehicle is negatively correlated with the magnitude of the accelerator pedal opening of the first vehicle. In response to the first vehicle entering the first driving segment, the driving force and / or braking force compensated to the first vehicle are adjusted so that the absolute value of the difference between the second force and the third driving force is not greater than a second preset difference. The second force is the resultant force formed by superimposing the driving force and / or braking force compensated to the first vehicle on the first driving force. The third driving force is the driving force required for the first vehicle to reach a first speed under the condition of the first vehicle's load. The first speed indicates the upper limit of the allowed driving speed of the first vehicle in the first driving segment, generated with the goal of suppressing the first vehicle's gravity from driving in the first driving segment. The magnitude of the driving force generated by the first vehicle is positively correlated with the accelerator pedal opening of the first vehicle.

5. The method according to claim 4, characterized in that, The first force indication requires compensating the first vehicle for braking force. After controlling the first vehicle to travel on the first driving segment based on the first force, the method further includes: After the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference, in response to the absolute value of the difference between the second force and the third driving force being greater than the second preset difference, and the second force being less than the third driving force, the accelerator pedal opening of the first vehicle is controlled to reduce the braking force output by the first vehicle and increase the driving force output by the first vehicle until the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference; The first force indication requires compensating the driving force for the first vehicle. After controlling the first vehicle to travel on the first road segment based on the first force, the method further includes: After the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference, in response to the absolute value of the difference between the second force and the third driving force being greater than the second preset difference, and the second force being greater than the third driving force, the accelerator pedal opening of the first vehicle is controlled to reduce the driving force output by the first vehicle and increase the braking force output by the first vehicle until the absolute value of the difference between the second force and the third driving force is no greater than the second preset difference.

6. The method according to claim 1, characterized in that, The method further includes: When the first vehicle enters the first driving segment, in response to the first vehicle's speed being less than a first speed, the driving force or braking force output by the first vehicle is adjusted so that the power of the first vehicle reaches the maximum driving force supported by the first vehicle's own transmission system. When the first vehicle's speed becomes greater than the first speed again, the maximum allowable driving force limit of the first vehicle is adjusted until the maximum allowable driving force output by the first vehicle in the first driving segment is reached. The higher the speed of the first vehicle, the smaller the maximum allowable driving force limit of the first vehicle. The first speed indicator is the upper limit of the allowable driving speed of the first vehicle in the first driving segment, generated with the goal of suppressing the first vehicle's gravity from driving on the first driving segment. When the first vehicle enters the first driving section or while the first vehicle is traveling in the first driving section, in response to the first vehicle's driving speed being greater than the first speed, the driving force and braking force output by the first vehicle are adjusted according to the first vehicle's driving speed.

7. The method according to claim 6, characterized in that, Adjusting the driving force and braking force output by the first vehicle according to its speed includes: In response to the second force being greater than the third driving force, the braking force output by the first vehicle is adjusted until the first vehicle reaches the first speed. When the first vehicle reaches the first speed, the absolute value of the difference between the resultant force formed by the braking force compensated for by the first driving force and the third driving force is less than a second preset difference. The braking force compensated for by the first vehicle is adjusted to increase as the first vehicle's speed increases. The second force is the resultant force formed by the first driving force and the braking force compensated for by the first vehicle. The third driving force is the driving force required for the first vehicle to reach the first speed under the condition of the first vehicle's load. In response to the second force being less than the third driving force, the driving force output by the first vehicle is adjusted until the driving speed of the first vehicle reaches the first speed. At this point, the absolute value of the difference between the resultant force formed by the first driving force plus the driving force output by the first vehicle and the third driving force is less than a second preset difference.

8. The method according to claim 1, characterized in that, The method further includes: When the second vehicle is traveling on a level road, the driving force required by the first vehicle under different load conditions and at different speeds is collected and corrected to determine the maximum allowable driving force for the second vehicle to travel smoothly on a downhill road under different load conditions and at different speeds. The first vehicle and the second vehicle are the same, or the similarity between the first vehicle and the second vehicle is greater than a preset similarity.

9. The method according to claim 1, characterized in that, The method further includes: When the first vehicle is traveling on the first travel segment, the magnitude of the driving force and driving braking force output by the first vehicle is coordinated and controlled according to the power source braking constraint parameters of the first vehicle and the slope length and slope of the first travel segment. The smaller the power source braking constraint parameters, the longer the slope length and the larger the slope angle, the greater the reduction in the anti-drag braking force provided by the first vehicle. The reduced anti-drag braking force of the first vehicle is compensated by the driving braking force of the first vehicle.

10. A vehicle control device, characterized in that, The device includes: The detection module is used to detect the first driving force and the second driving force of the first vehicle in response to the first vehicle entering the first driving section, wherein the first driving section is a downhill section; the first driving force indicates the downhill component of the weight of the first vehicle along the tangent of the slope of the first driving section, and the first driving force is used to drive the first vehicle to travel in the first driving section; the second driving force indicates the traction force generated by the powertrain along the tangent of the slope of the first driving section when the first vehicle enters the first driving section. The determination module is used to determine a first force based on the first driving force and the second driving force. The first force indicates the magnitude of the driving force or braking force that needs to be compensated for the first vehicle. The first force is used to suppress the first vehicle from driving jerking when the first condition information is triggered. The first condition information includes switching from the second driving force to the first driving force when the first vehicle enters the first driving section. The control module is used to control the first vehicle to travel on the first road segment based on the first force.

11. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that are used to cause a processor to execute the method of any one of claims 1-9.

13. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method according to any one of claims 1-9.

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