Vehicle control method, system, electronic device, storage medium and vehicle

Abstract

The application discloses a kind of vehicle control method, system and related equipment, the method is controlled by multiple ways vehicle enters target mode, vehicle suspension damping is adjusted to preset state.When vehicle is stationary, brake pedal is stepped down, and the opening of drive pedal exceeds preset threshold, which causes the drive motor to stall, after releasing the brake pedal, the drive motor will output the target torque within a preset time window according to the current drive pedal opening, which realizes the launch. When steering, the system obtains the actual yaw rate and compares it with the ideal value calculated based on the reference speed, axle load and other parameters, and adjusts the wheel torque according to the deviation to ensure the stability of steering; When the slope is too large and the driving distance meets the standard, enter the adaptive throttle mode, output the target torque in different proportions according to the pedal opening. In addition, the system supports corresponding operation to exit the mode and records driving data.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, specifically relating to a vehicle control method, system, electronic device, storage medium, and vehicle. Background Technology

[0002] With the widespread adoption of vehicles, mountain driving has gradually become a driving need for many consumers. Currently, the control technologies used in conventional vehicles are mostly designed for urban roads and highways, employing standardized calibration schemes for suspension damping adjustment, power output control, and steering stability control. These systems lack specific optimization for the unique conditions of mountain roads, such as continuous sharp curves and undulating slopes. Furthermore, these technologies exhibit significant shortcomings in mountain driving scenarios. Drivers in mountainous conditions have a high demand for instantaneous acceleration, but existing launch control systems cannot adapt to slopes and curves. The torque output control of the drive motor in a stationary, stalled state is not precise enough to quickly respond to the driver's acceleration needs. Simultaneously, the vehicle's steering posture control is insufficient when driving on sharp curves, easily leading to fishtailing or understeer, which can cause cornering collisions. The suspension damping also lacks adaptive presets, making it difficult to balance the power performance and driving stability during launch control on mountain roads.

[0003] In summary, current vehicle launch control and coordinated control technologies have technical defects in mountain driving scenarios, such as inaccurate power response, unstable steering posture control, and easy occurrence of safety accidents. Therefore, developing a vehicle control scheme that adapts to mountain driving conditions and integrates launch control with suspension and steering coordination has become an urgent technical problem to be solved. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle control method, system, electronic device, storage medium, and vehicle that can solve the problems of sluggish power response during launch, easy loss of control during aggressive steering, and weak climbing ability on long and steep slopes. By integrating and controlling the suspension, drive, and braking systems, it comprehensively improves the accuracy of power output and vehicle stability in sport driving scenarios.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, including: Obtain the vehicle's operating status; Depending on the operating status, at least one of several driving condition controls may be selectively executed. Among them, multiple driving condition controls include launch control, cornering stability control, and hill start adaptive control.

[0006] In some embodiments, launch control includes: In response to the vehicle entering the target mode, the vehicle's suspension damping is adjusted to the preset state; When the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current opening of the drive pedal, so as to drive the vehicle to launch.

[0007] In some embodiments, when the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current pedal opening to drive the vehicle in a launch start; including: When the vehicle is stationary and the brake pedal travel exceeds a preset braking travel, in response to detecting that the drive pedal opening degree is greater than a preset opening threshold, it is determined that the drive motor is in a stalled state; and, Within a preset time window after the brake pedal is detected to be released, a target torque corresponding to the current drive pedal opening is requested from a preset torque mapping relationship, and the drive motor is controlled to output the target torque to drive the vehicle to launch.

[0008] In some embodiments, cornering stability control includes: In response to the vehicle entering a steering state, the actual yaw rate of the vehicle is obtained; Determine the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; The vehicle's steering state is determined based on the absolute value of the deviation, and the driving torque or braking torque of at least one wheel is adjusted based on the steering state to ensure that the absolute value of the deviation does not exceed a preset deviation threshold.

[0009] In some embodiments, the vehicle's steering state is determined based on the absolute value of the deviation, and the driving torque or braking torque of at least one wheel is adjusted based on the steering state to ensure that the absolute value of the deviation does not exceed a preset deviation threshold; including: In response to the actual yaw rate being greater than the ideal yaw rate, the vehicle's steering state is determined to be oversteer, and a first control operation is executed; wherein the first control operation includes at least one of reducing the driving torque of the outer wheels, increasing the driving torque of the inner wheels, and increasing the braking torque of the outer wheels, so that the absolute value of the deviation does not exceed a preset deviation threshold; or, In response to the actual yaw rate being less than the ideal yaw rate, the vehicle's steering state is determined to be understeer, and a second control operation is executed. The second control operation includes controlling at least one of increasing the driving torque of the outer wheel, decreasing the driving torque of the inner wheel, and decreasing the braking torque of the outer wheel, so that the absolute value of the deviation does not exceed a preset deviation threshold.

[0010] In some embodiments, the cornering stability control further includes: During vehicle steering, in response to detecting a change in the drive pedal opening greater than a first change threshold and a drive pedal opening less than a first preset opening, the regenerative braking torque of the drive motor is distributed to execute a first control operation or a second control operation; in response to detecting a change in the brake pedal opening greater than a second change threshold and a drive pedal opening greater than a second preset opening, the braking torque of the wheels is distributed to execute a first control operation or a second control operation.

[0011] In some embodiments, determining the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; further comprising: Obtain the vehicle's reference speed, axle load, center of gravity sideslip angle, and road adhesion coefficient; Based on the reference vehicle speed, axle load, center of gravity sideslip angle, road adhesion coefficient and current steering wheel angle, calculate the ideal yaw rate required to keep the vehicle in steady-state steering. Calculate the absolute value of the deviation between the actual yaw rate and the ideal yaw rate.

[0012] In some embodiments, the ramp adaptive control includes: Detect the slope of the road where the vehicle is located; When the slope is detected to be greater than the second preset threshold and the vehicle has been traveling on the road for a distance exceeding the preset distance threshold, the vehicle is controlled to enter the adaptive throttle sensitivity control mode. In adaptive throttle sensitivity control mode, the drive pedal opening is obtained; In response to the drive pedal opening being greater than a first opening threshold, the drive motor is requested to output the target torque according to a first ratio; In response to the drive pedal opening being greater than the second opening threshold, the drive motor is requested to output the target torque according to the second ratio; Among them, the second opening threshold is greater than the first opening threshold, the second ratio is greater than the first ratio, and the target torque is greater than the vehicle's conventional torque.

[0013] In some embodiments, detecting the slope of the road where the vehicle is located includes: The slope is measured using the vehicle's onboard slope sensor; or, Acquire the vehicle's longitudinal acceleration and wheel speed signals, and calculate the slope based on the longitudinal acceleration and wheel speed signals; or, The output torque of the drive motor and the vehicle speed are obtained, and the gradient is estimated based on the relationship between the output torque and the vehicle speed.

[0014] In some embodiments, before obtaining the vehicle's operating status, the method further includes: In response to receiving an activation command for the target mode, the vehicle is controlled to enter the target mode.

[0015] In some embodiments, the activation instruction is generated in the following manner: The system detects that the duration of pressing a preset physical button on the steering wheel exceeds a first preset duration. The virtual switch on the central control screen was detected to be touched; or... Received a voice command containing keywords indicating the activation of the target mode.

[0016] In some embodiments, the vehicle control method further includes: Output a prompt message indicating that the target mode has been activated, and record the vehicle's driving data in the target mode. The driving data includes at least the steering trajectory, vehicle speed changes, and drive pedal response curve.

[0017] In some embodiments, the vehicle control method further includes: In target mode, in response to receiving an exit command for target mode, the vehicle's suspension damping is adjusted from a preset state to a default state, wherein the suspension damping in the default state is lower than the suspension damping in the preset state.

[0018] In some embodiments, the exit instruction is generated in the following manner: A preset physical button on the steering wheel was briefly pressed; The virtual switch on the central control screen was detected to be touched again; or... Received a voice command containing keywords indicating exit from the target mode.

[0019] Secondly, embodiments of this application provide a vehicle control system, including: The acquisition module is configured to acquire the vehicle's operating status; The control module is configured to selectively execute at least one of a variety of driving condition controls based on the operating status; Among them, multiple driving condition controls include launch control, cornering stability control, and hill start adaptive control.

[0020] In some embodiments, the control module is further configured to: In response to the vehicle entering the target mode, the vehicle's suspension damping is adjusted to the preset state; When the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current opening of the drive pedal, so as to drive the vehicle to launch.

[0021] In some embodiments, the control module is further configured to: When the vehicle is stationary and the brake pedal travel exceeds a preset braking travel, in response to detecting that the drive pedal opening degree is greater than a preset opening threshold, it is determined that the drive motor is in a stalled state; and, Within a preset time window after the brake pedal is detected to be released, a target torque corresponding to the current drive pedal opening is requested from a preset torque mapping relationship, and the drive motor is controlled to output the target torque to drive the vehicle to launch.

[0022] In some embodiments, the control module is further configured to: In response to the vehicle entering a steering state, the actual yaw rate of the vehicle is obtained; Determine the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; The vehicle's steering state is determined based on the absolute value of the deviation, and the driving torque or braking torque of at least one wheel is adjusted based on the steering state to ensure that the absolute value of the deviation does not exceed a preset deviation threshold.

[0023] In some embodiments, the control module is further configured to: In response to the actual yaw rate being greater than the ideal yaw rate, the vehicle's steering state is determined to be oversteer, and a first control operation is executed; wherein the first control operation includes at least one of reducing the driving torque of the outer wheels, increasing the driving torque of the inner wheels, and increasing the braking torque of the outer wheels, so that the absolute value of the deviation does not exceed a preset deviation threshold; or, In response to the actual yaw rate being less than the ideal yaw rate, the vehicle's steering state is determined to be understeer, and a second control operation is executed. The second control operation includes controlling at least one of increasing the driving torque of the outer wheel, decreasing the driving torque of the inner wheel, and decreasing the braking torque of the outer wheel, so that the absolute value of the deviation does not exceed a preset deviation threshold.

[0024] In some embodiments, the control module is further configured to: During vehicle steering, in response to detecting a change in the drive pedal opening greater than a first change threshold and a drive pedal opening less than a first preset opening, the regenerative braking torque of the drive motor is distributed to execute a first control operation or a second control operation; in response to detecting a change in the brake pedal opening greater than a second change threshold and a drive pedal opening greater than a second preset opening, the braking torque of the wheels is distributed to execute a first control operation or a second control operation.

[0025] In some embodiments, the control module is further configured to: Obtain the vehicle's reference speed, axle load, center of gravity sideslip angle, and road adhesion coefficient; Based on the reference vehicle speed, axle load, center of gravity sideslip angle, road adhesion coefficient and current steering wheel angle, calculate the ideal yaw rate required to keep the vehicle in steady-state steering. Calculate the absolute value of the deviation between the actual yaw rate and the ideal yaw rate.

[0026] In some embodiments, the control module is further configured to: Detect the slope of the road where the vehicle is located; When the slope is detected to be greater than the second preset threshold and the vehicle has been traveling on the road for a distance exceeding the preset distance threshold, the vehicle is controlled to enter the adaptive throttle sensitivity control mode. In adaptive throttle sensitivity control mode, the drive pedal opening is obtained; In response to the drive pedal opening being greater than a first opening threshold, the drive motor is requested to output the target torque according to a first ratio; In response to the drive pedal opening being greater than the second opening threshold, the drive motor is requested to output the target torque according to the second ratio; Among them, the second opening threshold is greater than the first opening threshold, the second ratio is greater than the first ratio, and the target torque is greater than the vehicle's conventional torque.

[0027] In some embodiments, detecting the slope of the road where the vehicle is located includes: The slope is measured using the vehicle's onboard slope sensor; or, Acquire the vehicle's longitudinal acceleration and wheel speed signals, and calculate the slope based on the longitudinal acceleration and wheel speed signals; or, The output torque of the drive motor and the vehicle speed are obtained, and the gradient is estimated based on the relationship between the output torque and the vehicle speed.

[0028] In some embodiments, the control module is further configured to: In response to receiving an activation command for the target mode, the vehicle is controlled to enter the target mode.

[0029] In some embodiments, the control module is further configured to: The system detects that the duration of pressing a preset physical button on the steering wheel exceeds a first preset duration. The virtual switch on the central control screen was detected to be touched; or... Received a voice command containing keywords indicating the activation of the target mode.

[0030] In some embodiments, the control module is further configured to: Output a prompt message indicating that the target mode has been activated, and record the vehicle's driving data in the target mode. The driving data includes at least the steering trajectory, vehicle speed changes, and drive pedal response curve.

[0031] In some embodiments, the control module is further configured to: In target mode, in response to receiving an exit command for target mode, the vehicle's suspension damping is adjusted from a preset state to a default state, wherein the suspension damping in the default state is lower than the suspension damping in the preset state.

[0032] In some embodiments, the control module is further configured to: A preset physical button on the steering wheel was briefly pressed; The virtual switch on the central control screen was detected to be touched again; or... Received a voice command containing keywords indicating exit from the target mode.

[0033] Thirdly, embodiments of this application provide an electronic device, including: a processor and a memory, wherein the memory stores a program or instructions that can run on the processor, and when the program or instructions are executed by the processor, they implement the steps of the vehicle control method of the first aspect.

[0034] Fourthly, embodiments of this application provide a computer-readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the vehicle control method of the first aspect.

[0035] Fifthly, embodiments of this application provide a vehicle, including a vehicle controller, and a suspension controller, a drive controller, a steering controller, and a brake controller that are communicatively connected to the vehicle controller; wherein the vehicle controller is used to implement the steps of the vehicle control method as described in the first aspect.

[0036] The vehicle control method, system, electronic device, storage medium, and vehicle provided in this application acquire the vehicle's operating status; based on the operating status, selectively execute at least one of multiple driving condition controls; wherein, the multiple driving condition controls include launch control, cornering stability control, and hill-start adaptive control. This method can quickly correct the vehicle's cornering posture when driving on mountain roads, effectively reducing the probability of accidents such as fishtailing and collisions. It improves vehicle power performance through launch control and enhanced torque output, helping the driver optimize mountain driving performance. Simultaneously, it can accurately identify the driver's acceleration intentions and quickly respond to throttle operation demands.

[0037] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0038] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1This is a communication architecture diagram of a target mode vehicle system in an embodiment of this application; Figure 2 This is a flowchart illustrating a vehicle control method according to an embodiment of this application; Figure 3 This is a schematic diagram of a catapult start control process in an embodiment of this application; Figure 4 This is a schematic diagram of a target torque output process in an embodiment of this application; Figure 5 This is a schematic diagram of a turning stability control process in an embodiment of this application; Figure 6 This is a schematic diagram of a process for adjusting wheel torque in an embodiment of this application; Figure 7 This is a schematic diagram of a braking torque distribution process in an embodiment of this application; Figure 8 This is a schematic diagram of a process for determining the absolute value of angular velocity deviation in an embodiment of this application; Figure 9 This is a flowchart illustrating an adaptive ramp control method in an embodiment of this application. Figure 10 This is a schematic diagram of a process for detecting road slope in an embodiment of this application; Figure 11 This is a schematic diagram of a process for activating a target mode in an embodiment of this application; Figure 12 This is a schematic diagram of a process for outputting prompt information in an embodiment of this application; Figure 13 This is a schematic diagram of a process for exiting a target mode in an embodiment of this application; Figure 14 This is a schematic diagram of the structure of a vehicle control system according to an embodiment of this application; Figure 15 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application.

[0039] Explanation of reference numerals in the attached drawings: vehicle control system 1400, acquisition module 1401, control module 1402, processor 1510, memory 1520, input / output interface 1530, communication interface 1540, and bus 1550. Detailed Implementation

[0040] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While some embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this application. It should be understood that the drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.

[0041] It should be understood that the steps described in the method embodiments of this application may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this application is not limited in this respect.

[0042] As described in the background section, current vehicle launch control and collaborative control technologies suffer from technical defects in mountain driving scenarios, such as inaccurate power response, unstable steering posture control, and a high risk of safety accidents. This application provides a vehicle control method, system, and related equipment. This method sets a dedicated target mode for mountain driving scenarios, which can be activated and deactivated by pressing and holding a button on the steering wheel, using a virtual switch on the central control screen, or by voice command. When the target mode is activated, the active suspension damping is increased to enhance vehicle stability. It also supports launch control function in coordination with the brake and accelerator. When driving on an incline, the drive motor torque is increased in stages according to the opening of the drive pedal to enhance power response. When cornering, the vehicle state parameters are collected through the inertial measurement unit to identify yaw rate deviation, dynamically distribute drive torque or braking torque, adjust the longitudinal force of the front and rear axles and the lateral force margin of the wheels, and correct the vehicle steering characteristics to neutral steering. The entire control system works in coordination with the drive motor, brake, steering, and active suspension systems through the CAN bus to ensure the stability and handling of the vehicle when continuously cornering on mountain roads.

[0043] refer to Figure 1 This is a communication architecture diagram of a target mode vehicle system in an embodiment of this application.

[0044] like Figure 1As shown, the target mode control unit, as the core of the vehicle control system, interacts with four major execution systems—drive controller, brake controller, steering controller, and suspension controller—through the vehicle bus. Relying on CAN communication, it achieves integrated and coordinated control of drive, braking, steering, and suspension in mountainous terrain. This control unit first sends a damping request to the suspension controller, increasing suspension damping to enhance vehicle support, suppress body roll and pitch, and ensure stability on mountain roads. The target mode control unit can receive driver operation signals, perform calculations and analysis based on the vehicle's operating status, and then coordinate and issue corresponding control commands to each system. It can receive drive pedal opening signals, identify the driver's power needs, and then send a drive motor torque request to the drive controller to achieve launch control, hill start torque amplification, and cornering torque distribution. It can also receive brake pedal signals, identify the driver's braking operations, and send a four-wheel braking torque request to the brake controller to complete cornering braking force distribution and launch control brake unlocking. In addition, the target mode control unit can send a steering assist mode request to the steering controller to optimize steering precision.

[0045] refer to Figure 2 This is a flowchart illustrating a vehicle control method according to an embodiment of this application.

[0046] like Figure 2 As shown, this application provides a vehicle control method, including: Step S201: Obtain the vehicle's operating status.

[0047] In practical implementation, vehicle operating status information can be divided into at least three categories: vehicle motion and attitude information, driver operation information, and system and external environment information. Vehicle motion and attitude information generally includes the vehicle's current stationary or moving state, vehicle steering status, actual yaw rate, reference vehicle speed, center of gravity sideslip angle, and the gradient of the road. Driver operation information generally includes the brake pedal's operation and release status, the opening and corresponding changes of the drive pedal, steering wheel angle, and other related parameters. System and external environment information generally includes the target mode activation status, drive motor stall status, suspension damping operation status, road surface adhesion coefficient, and vehicle axle load, among other related information.

[0048] Step S202: Selectively execute at least one of multiple driving condition controls according to the operating state; wherein, the multiple driving condition controls include launch control, cornering stability control and hill start adaptive control.

[0049] In practice, various driving condition controls must be implemented only after the vehicle has activated its "target mode." When the vehicle is completely stationary, the driver depresses the brake pedal beyond the preset braking distance, and simultaneously the drive pedal opening exceeds the preset opening threshold, causing the drive motor to enter a stall state. At this point, the system determines that it has entered the launch start preparation state. Once the brake pedal is detected to be released, launch start control is immediately executed, mapping the target torque output according to the pedal opening within a preset time window. When the vehicle is moving and enters a steering state, the system acquires the actual yaw rate in real time and compares it with the ideal yaw rate calculated based on the reference vehicle speed, axle load, center of gravity sideslip angle, and road adhesion coefficient. Once the absolute value of the deviation exceeds the allowable range and an understeer or oversteer trend is identified, cornering stability control is immediately executed, applying differentiated driving torque or braking torque to the inner and outer wheels. When the vehicle is driving on the road, the system continuously detects the road slope through sensors or algorithms. When the slope is detected to be greater than the second preset threshold and the vehicle has been driving on the slope for a distance exceeding the preset distance threshold, the system executes slope adaptive control, enters adaptive throttle sensitivity mode, and adjusts the output torque in stages according to the pedal opening.

[0050] refer to Figure 3 This is a schematic diagram of a catapult start control process in an embodiment of this application.

[0051] like Figure 3 As shown, in some embodiments, the ejection launch control includes: Step S301: In response to the vehicle entering the target mode, the vehicle's suspension damping is adjusted to a preset state. In step S302, when the vehicle is stationary and the drive motor is in a stalled state, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current opening of the drive pedal, so as to drive the vehicle to launch.

[0052] In practical implementation, since mountain road driving scenarios primarily involve continuous sharp curves and inclines, increasing suspension damping enhances vehicle support and reduces body roll during cornering and pitch during acceleration and braking. Therefore, after the vehicle enters the target mode, the vehicle controller communicates with the active suspension system via the CAN bus to directly increase the active suspension damping. This tuning method improves vehicle stability and handling response speed. Combined with power optimization and steering control functions, it ensures vehicle stability and handling precision during continuous cornering on mountain roads, reducing the risk of fishtailing and loss of steering control.

[0053] refer to Figure 4 This is a schematic diagram of a target torque output process in an embodiment of this application.

[0054] like Figure 4As shown, in some embodiments, when the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current pedal opening, so as to drive the vehicle to launch; including: Step S401: When the vehicle is stationary and the braking travel of the brake pedal exceeds the preset braking travel, in response to detecting that the opening degree of the drive pedal is greater than the preset opening degree threshold, it is determined that the drive motor is in a stalled state. Step S402, and within a preset time window after the brake pedal is detected to be released, request the target torque corresponding to the current drive pedal opening from the preset torque mapping relationship, and control the drive motor to output the target torque to drive the vehicle to launch.

[0055] In practice, the vehicle controller communicates with the drive motor and braking system via the CAN bus to enable the vehicle's launch control function. After starting the vehicle, the brake pedal needs to be fully depressed, and then the drive pedal needs to be depressed further while keeping the brake pedal depressed. Once the drive motor is locked, the brake pedal is released within a specific time window to complete the launch control.

[0056] During launch control, the vehicle remains stationary with the brake pedal open at 100%. To prevent accidental activation, the preset brake travel can be set to a brake pedal opening greater than 90%. With the brake pedal fully depressed, the driver needs to control the accelerator pedal opening to exceed a preset threshold. This threshold is calibrated differently depending on the vehicle model. For civilian mass-produced passenger vehicles, the standard calibration range is 20% to 40%, which allows the engine to maintain a launch control speed of 2000 to 3500 rpm. For some performance models or vehicles with sporty tuning, the accelerator pedal opening threshold is increased to 50% to 70%, allowing the engine to reach a higher launch speed and thus reserve more launch torque. When the vehicle enters a stall state, the system requests the target torque from the drive motor based on the accelerator pedal opening. After releasing the brake pedal, the vehicle launches, and the system simultaneously increases the torque output of the drive motor based on the current accelerator pedal opening.

[0057] It's important to note that the drive pedal opening is not a fixed value, but rather falls within a specific range, with a maximum opening of 100%. The vehicle control system pre-stores the target motor torque values ​​corresponding to different drive pedal openings; the larger the drive pedal opening, the higher the target motor torque. Furthermore, the vehicle's powertrain control system dynamically adjusts the drive pedal opening based on parameters such as tire grip and road surface adhesion. This prevents excessive tire slippage due to excessive opening and ensures stable reserve of starting power even when the brakes are locked.

[0058] Furthermore, in target mode, the time window for releasing the brake pedal during launch control of an electric vehicle is typically between 0.5 and 2 seconds, with the calibrated value for mainstream models being approximately 1 second. Releasing the brake pedal too early prevents the motor from entering a stable stalled state and fully establishing the preset torque, resulting in insufficient launch power and a sluggish start. Simultaneously, the vehicle fails to achieve the rapid acceleration expected of launch control, exhibiting a lag in power response and impacting efficiency during off-road driving. Releasing the brake pedal too late causes the drive motor, battery, and braking system to remain under high load due to prolonged stalling, leading to rapid overheating. This triggers the vehicle's thermal protection mechanism, limiting motor torque and further weakening the starting power. Frequent or prolonged use of this technique also accelerates wear and tear on components such as the drive motor, braking system, and battery, reducing their lifespan.

[0059] refer to Figure 5 This is a schematic diagram of a turning stability control process in an embodiment of this application.

[0060] like Figure 5 As shown, in some embodiments, cornering stability control includes: Step S501: In response to the vehicle entering a steering state, the actual yaw rate of the vehicle is obtained; Step S502: Determine the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; determine the vehicle's steering state based on the absolute value of the deviation, and adjust the driving torque or braking torque of at least one wheel based on the steering state so that the absolute value of the deviation does not exceed a preset deviation threshold.

[0061] In practice, during vehicle steering, the inertial measurement unit (IMU) directly collects the vehicle's motion attitude data. This data is then analyzed and calculated by the vehicle controller to obtain the vehicle's actual yaw rate in real time. The vehicle controller compares the actual yaw rate with the ideal yaw rate, judging the vehicle's steering state by the deviation. A larger absolute deviation indicates a more severe steering deviation, more pronounced understeer or fishtailing, and a higher risk of loss of control and collision. A smaller absolute deviation indicates a steering closer to the ideal state, smoother handling, and less risk of understeer or fishtailing. (Reference) Figure 6 This is a schematic diagram of a process for adjusting wheel torque in an embodiment of this application.

[0062] like Figure 6 As shown, in some embodiments, the vehicle's steering state is determined based on the absolute value of the deviation, and the driving torque or braking torque of at least one wheel is adjusted based on the steering state to ensure that the absolute value of the deviation does not exceed a preset deviation threshold; including: Step S601: In response to the actual yaw rate being greater than the ideal yaw rate, the vehicle's steering state is determined to be an oversteer state, and a first control operation is executed; wherein, the first control operation includes at least one of reducing the driving torque of the outer wheel, increasing the driving torque of the inner wheel, and increasing the braking torque of the outer wheel, so that the absolute value of the deviation does not exceed a preset deviation threshold. Step S602: In response to the actual yaw rate being less than the ideal yaw rate, the vehicle's steering state is determined to be understeer, and a second control operation is executed. The second control operation includes controlling at least one of increasing the driving torque of the outer wheel, decreasing the driving torque of the inner wheel, and decreasing the braking torque of the outer wheel, so that the absolute value of the deviation does not exceed a preset deviation threshold.

[0063] For example, when the actual yaw rate of the vehicle is greater than the ideal yaw rate, and the absolute value of the difference is greater than 1.5° / s, the vehicle will be considered oversteer, and the rear of the car will slide outwards. The vehicle controller sends a first control operation command to the drive controller and steering controller to execute the first control operation. By reducing the driving torque of the outer wheels and increasing the driving torque of the inner wheels, or by increasing the braking torque of the outer wheels, a yaw torque difference is created between the left and right wheels, pointing towards the inside of the curve. This generates a torque to straighten the vehicle towards the center of the curve, adjusting the vehicle from oversteer to neutral steering. At the same time, the absolute value of the difference between the actual yaw rate and the ideal yaw rate is controlled within 1° / s, thereby suppressing the rear of the car from sliding outwards. When the actual yaw rate of the vehicle is less than the ideal yaw rate, and the absolute value of the difference is greater than 1.5° / s, the vehicle will be considered understeer, and the front of the car will not be able to enter the curve smoothly and will veer towards the outside of the curve. The vehicle controller sends a second control operation command to the drive controller and steering controller to execute the second control operation. By increasing the driving torque of the outer wheels and decreasing the driving torque of the inner wheels or decreasing the braking torque of the outer wheels, the left and right wheels of the vehicle will form a yaw torque difference away from the inside of the curve, thereby generating a torque to assist the front of the car in entering the curve, adjusting the vehicle from understeer to neutral steering. Similarly, the absolute value of the difference between the actual yaw rate and the ideal yaw rate is controlled within 1° / s, thereby improving the state of the front of the car pushing outward.

[0064] Because different vehicle models vary in chassis suspension, tire performance, overall vehicle parameters, and sensor accuracy, their vehicle tuning philosophies and driving road conditions also differ. Furthermore, to balance handling, safety, and control redundancy, relevant numerical thresholds need to be calibrated and determined based on actual vehicle conditions. (Reference) Figure 7 This is a schematic diagram of a braking torque distribution process in an embodiment of this application.

[0065] like Figure 7 As shown, in some embodiments, cornering stability control further includes: Step S701: During vehicle steering, in response to detecting that the change in the opening of the drive pedal is greater than a first change threshold and the opening of the drive pedal is less than a first preset opening, the feedback braking torque of the drive motor is distributed to execute a first control operation or a second control operation. In step S702, in response to detecting that the change in the brake pedal opening is greater than the second change threshold and the drive pedal opening is greater than the second preset opening, the braking torque of the wheels is distributed to execute the first control operation or the second control operation.

[0066] In practice, if the vehicle speed is too high while cornering, or if understeer / fishtailing occurs, the driver will actively release the accelerator pedal. At this time, the electric motor will output regenerative braking torque, which the system distributes to maintain the vehicle's neutral steering characteristics. If the driver depresses the brake pedal while cornering, the system will distribute braking torque to all four wheels to maintain a neutral steering state. The first control operation corrects oversteer, suppressing rear-end slippage and adjusting the vehicle to neutral steering. The second control operation corrects understeer, mitigating front-end lurching and adjusting the vehicle to neutral steering. These two control operations work together to ensure vehicle steering stability and reduce the risk of loss of control during driving. Furthermore, a threshold setting for pedal opening detection is incorporated to prevent erroneous operation due to minor movements.

[0067] refer to Figure 8 This is a schematic diagram of a process for determining the absolute value of angular velocity deviation in an embodiment of this application.

[0068] like Figure 8 As shown, in some embodiments, determining the absolute value of the deviation between the actual yaw rate and the ideal yaw rate also includes: Step S801: Obtain the vehicle's reference speed, axle load, center of gravity sideslip angle, and road adhesion coefficient. Step S802: Based on the reference vehicle speed, axle load, center of gravity sideslip angle, road surface adhesion coefficient and current steering wheel angle, calculate the ideal yaw rate required to keep the vehicle in steady-state steering. Step S803: Calculate the absolute value of the deviation between the actual yaw rate and the ideal yaw rate.

[0069] In the specific implementation process, the vehicle controller first uses the vehicle reference speed and the current steering wheel angle as a basis, combined with the axle load, to determine the front and rear axle load distribution of the vehicle, calculates the reference yaw rate for the vehicle to maintain neutral steering under standard road conditions, and then completes closed-loop correction through multiple sets of parameters. The formula is as follows:

[0070] in, As the reference yaw rate, For the longitudinal speed of the vehicle, This refers to the vehicle's wheelbase. For the front wheel steering angle, The stability factor is a key parameter for determining steering characteristics, and its formula is:

[0071] in, For the overall vehicle quality, This is the distance from the center of gravity to the front axle. This is the distance from the center of mass to the rear axle. For the equivalent lateral stiffness of the rear axle, This is the equivalent lateral stiffness of the front axle. When the vehicle is in a neutral steering position, the ability of the front and rear axles to provide lateral forces is exactly matched to the position of the center of gravity. Substituting into the formula, we get:

[0072] At this point, the formula for the reference yaw rate simplifies to:

[0073] In addition, the road surface adhesion coefficient is used to limit the safe upper limit of yaw rate, preventing the tire lateral force from exceeding the grip limit. Wheel slip ratio and center of gravity sideslip angle are used to correct the vehicle's sideslip trend in real time, simultaneously adjusting the angular velocity baseline value to suppress steering deviation. Gradient parameters are used to compensate for axle load transfer and changes in driving resistance caused by incline driving, adapting to the attitude requirements for cornering on inclines and declines. Typical mountain road scenario characteristics are directly matched with dedicated control thresholds for continuous sharp curves, locking in the optimal angular velocity range under the target operating condition. Finally, the baseline value and all correction parameters are superimposed to calculate the ideal cornering yaw rate required to maintain stable and neutral steering under the current vehicle state and driving environment, serving as the standard basis for yaw deviation judgment and attitude correction. (Reference) Figure 9 This is a schematic diagram of a ramp adaptive control process in an embodiment of this application.

[0074] like Figure 9 As shown, in some embodiments, the ramp adaptive control includes: Step S901: Detect the slope of the road where the vehicle is located; Step S902: In response to detecting that the slope is greater than the second preset threshold and the vehicle has been traveling on the road for a distance exceeding the preset distance threshold, the vehicle is controlled to enter the adaptive throttle sensitivity control mode. Step S903: In adaptive throttle sensitivity control mode, obtain the drive pedal opening; Step S904: In response to the drive pedal opening being greater than the first opening threshold, the drive motor is requested to output the target torque according to the first ratio; Step S905: In response to the drive pedal opening being greater than a second opening threshold, the drive motor is requested to output a target torque according to a second ratio; wherein the second opening threshold is greater than a first opening threshold, the second ratio is greater than the first ratio, and the target torque is greater than the vehicle's conventional torque.

[0075] In practical implementation, when the vehicle is detected to be on a slope with an incline greater than a second preset threshold and has been continuously driven for more than a preset distance threshold, the vehicle will activate the adaptive throttle sensitivity control mode. After the driver depresses the drive pedal, the vehicle controller will identify the opening degree of the drive pedal. When the drive pedal opening degree is greater than a first threshold but less than a second opening threshold, the drive motor outputs the target torque according to a first ratio; when the drive pedal opening degree is greater than the second threshold, the drive motor outputs the target torque according to a second ratio. The maximum value of the drive pedal opening degree is 100%, which represents the drive pedal being fully depressed, and its opening degree is usually proportional to the target torque requested by the motor. The system dynamically adjusts the output torque distribution ratio of the front and rear motors in curves to distribute the total longitudinal force of the vehicle's front and rear axles, thereby indirectly adjusting the lateral force margin of each wheel, allowing the vehicle to obtain a neutral steering characteristic under steady-state or transient conditions on different road surfaces.

[0076] For example, the typical torque range for a mid-size family car is 250~400. When the inertial measurement unit detects a slope greater than 3 degrees and the vehicle has been traveling continuously for more than 10 meters, the vehicle controller determines that the vehicle is on a slope and activates the adaptive throttle sensitivity control mode. When the vehicle is continuously going uphill, in order to overcome the continuous slope resistance and maintain a stable driving speed, the drive pedal opening is typically between 30% and 60%, and the motor output torque is 1.1 times the normal torque, generally 275~440. When starting on a steep incline, to overcome the greater static resistance of the slope and the vehicle's starting inertia, the drive pedal opening is typically between 60% and 100%, and the motor output torque is 1.2 times the normal torque, generally 300-480 Nm. .

[0077] refer to Figure 10 This is a schematic diagram of a process for detecting road slope in an embodiment of this application.

[0078] like Figure 10 As shown, in some embodiments, detecting the slope of the road where the vehicle is located includes: Step S1001: Measure the slope using the vehicle's onboard slope sensor; Step S1002, or, acquire the longitudinal acceleration and wheel speed signals of the vehicle, and calculate the slope based on the longitudinal acceleration and wheel speed signals; Step S1003, or, obtain the output torque of the drive motor and the vehicle speed, and estimate the slope based on the correspondence between the output torque and the vehicle speed.

[0079] In practical implementation, vehicle-mounted slope sensors typically use MEMS (Micro-Electro-Mechanical Systems) triaxial accelerometers to measure the slope of the road where the vehicle is located. When the vehicle is stationary in a horizontal position, the accelerometer only senses gravitational acceleration. When the vehicle is on a slope, gravitational acceleration will generate components on the X-axis (longitudinal) and Z-axis (vertical) of the sensor. By measuring the ratio of these components to the total gravitational acceleration, the slope angle can be calculated. The MEMS accelerometer first acquires and outputs the raw X, Y, and Z-axis acceleration signals, and then calibrates and low-pass filters these signals. For example, a second-order low-pass filter with a cutoff frequency of 5Hz is used to filter out high-frequency noise. At the same time, the vehicle is considered stationary when its speed is below 0.5m / s for more than 3 seconds, and the accelerometer is automatically zero-biased in the stationary state to solve the sensor temperature drift problem. Then, the accelerometer decomposes the gravitational acceleration component from the measured acceleration. For example, the three-axis angular velocity measured by the MEMS gyroscope is used to correct the accelerometer data. The rotation relationship between the vehicle coordinate system and the inertial coordinate system is represented by quaternions, and Euler angles are calculated to accurately obtain the current attitude angle of the vehicle. The pitch angle is the slope angle of the road. Finally, a fusion algorithm (such as complementary filtering and Kalman filtering algorithms, or extended Kalman filtering algorithm) can be used to fuse the accelerometer data and gyroscope data for multi-sensor fusion, which greatly improves the accuracy of slope estimation.

[0080] Alternatively, longitudinal acceleration and wheel speed signals can be read from the onboard inertial measurement unit (IMU). The longitudinal acceleration signal is low-pass filtered to remove high-frequency noise and vehicle vibration interference. Then, the vehicle speed acceleration is calculated by differentiation. Using the wheel speed information of the four wheels, a reference vehicle speed is calculated based on the acceleration or deceleration state (e.g., the third largest wheel speed during acceleration, and the largest during deceleration). The reference vehicle speed is then differentially processed to obtain the vehicle speed acceleration. Based on the longitudinal kinematic equation, the sine value of the slope angle is derived using the following formula:

[0081] in, The road slope angle, It is a longitudinal acceleration signal. For vehicle speed and acceleration, This is the acceleration due to gravity. If the slope is small, Then the road slope angle The original slope reference value is calculated.

[0082] Finally, the calculated original slope reference value is filtered to obtain the actual slope value. Different filtering strategies can be selected based on vehicle operating condition information (such as vehicle speed change rate, acceleration change rate, etc.) to ensure the accuracy of vehicle slope value calculation under different operating conditions.

[0083] Alternatively, by establishing a balance equation between torque and vehicle forces, and combining this with vehicle speed information, the current gradient can be calculated in reverse. The longitudinal dynamic equation of the vehicle on the slope is:

[0084] in, To drive the motor to output torque, For the efficiency of the transmission system, The radius of the wheel's rolling motion. To accelerate the vehicle, For rolling resistance, This refers to air resistance.

[0085] First, real-time motor torque and vehicle longitudinal speed are acquired from the CAN bus, while longitudinal acceleration information is obtained from the IMU. Then, a state-space model of the vehicle's longitudinal dynamics system is constructed using the curb weight and road gradient as state variables. The vehicle mass is estimated using recursive least squares with a forgetting factor, and the real-time changing gradient is estimated. The torque, speed, and acceleration information are substituted into the dynamics model to establish the system's observation equations. Finally, a Kalman filter is used for recursive filtering, updating the gradient and mass estimates in each sampling period. Furthermore, to improve the estimation accuracy of parameter decoupling, the slowly changing vehicle mass can be estimated using recursive least squares, while the rapidly changing road gradient can be estimated using a Romberg observer, thus achieving parameter decoupling. A forgetting factor (typically between 0.92 and 0.98) is introduced into the algorithm. When the vehicle speed change rate is large (e.g., exceeding 2 m / s³), the forgetting factor is automatically reduced to enhance dynamic tracking capability, while during smooth driving, the forgetting factor is appropriately increased to enhance noise immunity.

[0086] refer to Figure 11 This is a schematic diagram of a process for activating a target mode in an embodiment of this application.

[0087] like Figure 11 As shown, in some embodiments, before obtaining the vehicle's operating status, the following steps are also included: Step S1101, in response to receiving an activation command for the target mode; Step S1102: Control the vehicle to enter the target mode.

[0088] In some embodiments, the activation command is generated by: detecting that a preset physical button on the steering wheel has been pressed for a duration exceeding a first preset duration; detecting that a virtual switch on the central control screen has been touched; or receiving a voice command containing keywords indicating the activation of a target mode.

[0089] In specific implementation, since this application embodiment is designed for mountain driving scenarios, the vehicle's target mode is "mountain driving mode". The target mode can be activated in multiple ways. For example, it can be activated and entered by pressing and holding the preset physical button on the right side of the steering wheel switch for more than two seconds; it can also be activated by directly touching the virtual switch of the target mode on the central control screen of the cockpit human-machine interface; it can also be activated by manually entering relevant commands through the command input interface of the central control screen; it can also be activated by waking up the vehicle's voice assistant and triggering the mode activation with voice control commands, without manual operation and without taking your eyes off the vehicle; in addition, the target mode can be set to a separate gear, which can be activated and entered when the vehicle switches from the normal D gear to the target mode gear.

[0090] refer to Figure 12 This is a schematic diagram of a process for outputting prompt information in an embodiment of this application.

[0091] like Figure 12 As shown, in some embodiments, the vehicle control method further includes: Step S1201: Output a message indicating that the target mode has been activated; Step S1202, and record the vehicle's driving data in the target mode. The driving data includes at least the steering trajectory, vehicle speed change and drive pedal response curve.

[0092] In the specific implementation process, after the vehicle successfully activates the target mode, the vehicle controller links with the in-vehicle human-machine interaction system to output multi-dimensional prompt information. The instrument cluster and the central control display screen simultaneously display the exclusive logo and text prompt information of the target mode. The cockpit system can simultaneously broadcast voice prompt information to intuitively inform the driver that the mode has been successfully activated. When the mode is exited, the interaction system updates the display status simultaneously, completing the full visual feedback of the mode switching process.

[0093] In addition, the vehicle controller collects and stores driving and control data in real time throughout the entire operation of the target mode, based on timestamps. The collected data may include drive pedal opening, drive pedal response curve, brake pedal signal, drive motor output torque, four-wheel braking torque, steering assist parameters, steering trajectory, active suspension damping parameters, vehicle speed change, axle load, slip ratio, center of gravity sideslip angle, yaw rate, road adhesion coefficient, slope and steering correction control data. All data are uniformly stored in the vehicle storage unit and can be used for subsequent operating condition analysis, control strategy calibration and optimization, and fault diagnosis and tracing.

[0094] refer to Figure 13 This is a schematic diagram of a process for exiting the target mode in an embodiment of this application.

[0095] like Figure 13 As shown, in some embodiments, the vehicle control method further includes: Step S1301, in target mode, in response to receiving an exit command for target mode; Step S1302: Adjust the vehicle's suspension damping from the preset state to the default state, wherein the suspension damping in the default state is lower than the suspension damping in the preset state.

[0096] In some embodiments, the exit command is generated by: detecting that a preset physical button on the steering wheel is briefly pressed; detecting that a virtual switch on the central control screen is touched again; or receiving a voice command containing keywords indicating exiting the target mode.

[0097] In practice, the target mode can be exited in three ways: First, by briefly pressing the preset physical button on the right side of the steering wheel switch; second, by using the virtual switch on the central control screen of the cockpit's human-machine interface; and third, by triggering the exit via voice control. After the vehicle exits the target mode, the vehicle controller typically communicates with the active suspension system via the CAN bus to adjust the vehicle's suspension damping from the preset state to the default state, i.e., reducing the damping of the active suspension.

[0098] In summary, the vehicle control method proposed in this application first obtains the vehicle's operating state; based on the operating state, it selectively executes at least one of multiple driving condition controls; wherein, the multiple driving condition controls include launch control, cornering stability control, and hill-start adaptive control. This method can quickly correct the vehicle's cornering posture when driving on mountain roads, effectively reducing the probability of accidents such as fishtailing and collisions. It improves vehicle power performance through launch control and enhanced torque output, helping the driver optimize mountain driving performance. Simultaneously, it can accurately identify the driver's acceleration intentions and quickly respond to throttle operation demands.

[0099] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described above.

[0100] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0101] Corresponding to the above embodiments, this application also proposes a vehicle control system.

[0102] refer to Figure 14 This is a schematic diagram of the structure of a vehicle control system according to an embodiment of this application.

[0103] like Figure 14 As shown, this application embodiment provides a vehicle control system 1400, including: The acquisition module 1401 is configured to acquire the operating status of the vehicle; The control module 1402 is configured to selectively execute at least one of a variety of driving condition controls based on the operating state; wherein the variety of driving condition controls includes launch control, cornering stability control and hill start adaptive control.

[0104] Optionally, control module 1402 is also configured as follows: In response to the vehicle entering the target mode, the vehicle's suspension damping is adjusted to the preset state; When the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current opening of the drive pedal, so as to drive the vehicle to launch.

[0105] Optionally, control module 1402 is also configured as follows: When the vehicle is stationary and the brake pedal travel exceeds a preset braking travel, in response to detecting that the drive pedal opening degree is greater than a preset opening threshold, it is determined that the drive motor is in a stalled state; and, Within a preset time window after the brake pedal is detected to be released, a target torque corresponding to the current drive pedal opening is requested from a preset torque mapping relationship, and the drive motor is controlled to output the target torque to drive the vehicle to launch.

[0106] Optionally, control module 1402 is also configured as follows: In response to the vehicle entering a steering state, the actual yaw rate of the vehicle is obtained; Determine the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; The vehicle's steering state is determined based on the absolute value of the deviation, and the driving torque or braking torque of at least one wheel is adjusted based on the steering state to ensure that the absolute value of the deviation does not exceed a preset deviation threshold.

[0107] Optionally, control module 1402 is also configured as follows: In response to the actual yaw rate being greater than the ideal yaw rate, the vehicle's steering state is determined to be oversteer, and a first control operation is executed; wherein the first control operation includes at least one of reducing the driving torque of the outer wheels, increasing the driving torque of the inner wheels, and increasing the braking torque of the outer wheels, so that the absolute value of the deviation does not exceed a preset deviation threshold; or, In response to the actual yaw rate being less than the ideal yaw rate, the vehicle's steering state is determined to be understeer, and a second control operation is executed. The second control operation includes controlling at least one of increasing the driving torque of the outer wheel, decreasing the driving torque of the inner wheel, and decreasing the braking torque of the outer wheel, so that the absolute value of the deviation does not exceed a preset deviation threshold.

[0108] Optionally, control module 1402 is also configured as follows: During vehicle steering, in response to detecting a change in the drive pedal opening greater than a first change threshold and a drive pedal opening less than a first preset opening, the regenerative braking torque of the drive motor is distributed to execute a first control operation or a second control operation; in response to detecting a change in the brake pedal opening greater than a second change threshold and a drive pedal opening greater than a second preset opening, the braking torque of the wheels is distributed to execute a first control operation or a second control operation.

[0109] Optionally, control module 1402 is also configured as follows: Obtain the vehicle's reference speed, axle load, center of gravity sideslip angle, and road adhesion coefficient; Based on the reference vehicle speed, axle load, center of gravity sideslip angle, road adhesion coefficient and current steering wheel angle, calculate the ideal yaw rate required to keep the vehicle in steady-state steering. Calculate the absolute value of the deviation between the actual yaw rate and the ideal yaw rate.

[0110] Optionally, control module 1402 is also configured as follows: Detect the slope of the road where the vehicle is located; When the slope is detected to be greater than the second preset threshold and the vehicle has been traveling on the road for a distance exceeding the preset distance threshold, the vehicle is controlled to enter the adaptive throttle sensitivity control mode. In adaptive throttle sensitivity control mode, the drive pedal opening is obtained; In response to the drive pedal opening being greater than a first opening threshold, the drive motor is requested to output the target torque according to a first ratio; In response to the drive pedal opening being greater than the second opening threshold, the drive motor is requested to output the target torque according to the second ratio; Among them, the second opening threshold is greater than the first opening threshold, the second ratio is greater than the first ratio, and the target torque is greater than the vehicle's conventional torque.

[0111] Optionally, the slope of the road where the vehicle is located can be detected, including: The slope is measured using the vehicle's onboard slope sensor; or, Acquire the vehicle's longitudinal acceleration and wheel speed signals, and calculate the slope based on the longitudinal acceleration and wheel speed signals; or, The output torque of the drive motor and the vehicle speed are obtained, and the gradient is estimated based on the relationship between the output torque and the vehicle speed.

[0112] Optionally, control module 1402 is also configured as follows: In response to receiving an activation command for the target mode, the vehicle is controlled to enter the target mode.

[0113] Optionally, control module 1402 is also configured as follows: The system detects that the duration of pressing a preset physical button on the steering wheel exceeds a first preset duration. The virtual switch on the central control screen was detected to be touched; or... Received a voice command containing keywords indicating the activation of the target mode.

[0114] Optionally, control module 1402 is also configured as follows: Output a prompt message indicating that the target mode has been activated, and record the vehicle's driving data in the target mode. The driving data includes at least the steering trajectory, vehicle speed changes, and drive pedal response curve.

[0115] Optionally, control module 1402 is also configured as follows: In target mode, in response to receiving an exit command for target mode, the vehicle's suspension damping is adjusted from a preset state to a default state, wherein the suspension damping in the default state is lower than the suspension damping in the preset state.

[0116] Optionally, control module 1402 is also configured as follows: A preset physical button on the steering wheel was briefly pressed; The virtual switch on the central control screen was detected to be touched again; or... Received a voice command containing keywords indicating exit from the target mode.

[0117] In summary, the vehicle control system proposed in this application first acquires the vehicle's operating state; based on the operating state, it selectively executes at least one of multiple driving condition controls; wherein, the multiple driving condition controls include launch control, cornering stability control, and hill-start adaptive control. This method can quickly correct the vehicle's cornering posture when driving on mountain roads, effectively reducing the probability of accidents such as fishtailing and collisions. It improves vehicle power performance through launch control and enhanced torque output, helping the driver optimize mountain driving performance. Simultaneously, it can accurately identify the driver's acceleration intention and quickly respond to throttle operation demands. The apparatus in the above embodiments is used to implement the corresponding methods in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be elaborated further here.

[0118] Corresponding to the above embodiments, this application also proposes an electronic device. (See reference...) Figure 15 The diagram below is a block diagram of an electronic device according to some embodiments of this application. It also illustrates a more specific hardware structure of an electronic device provided by an embodiment of this application. The device may include: a processor 1510, a memory 1520, an input / output interface 1530, a communication interface 1540, and a bus 1550. The processor 1510, memory 1520, input / output interface 1530, and communication interface 1540 are internally connected to each other via the bus 1550.

[0119] The processor 1510 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0120] The memory 1520 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1520 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1520 and is called and executed by the processor 1510.

[0121] The input / output interface 1530 is used to connect input / output modules to enable information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0122] The communication interface 1540 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0123] Bus 1550 includes a pathway for transmitting information between various components of the device, such as processor 1510, memory 1520, input / output interface 1530, and communication interface 1540.

[0124] It should be noted that although the above-described device only shows the processor 1510, memory 1520, input / output interface 1530, communication interface 1540, and bus 1550, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0125] The electronic devices described in the above embodiments are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have corresponding beneficial effects, which will not be elaborated further here.

[0126] Based on the same concept, corresponding to the vehicle control method provided in any of the above embodiments, this application also provides a computer-readable storage medium on which a program or instructions are stored, and when the program or instructions are executed by a processor, the vehicle control method as described above is implemented.

[0127] The aforementioned computer-readable storage medium can be any available medium or data storage device that a computer can access, including but not limited to magnetic storage (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MOs), etc.), optical storage (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs)).

[0128] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the corresponding vehicle control method in any of the foregoing embodiments, and have corresponding beneficial effects, which will not be repeated here.

[0129] Corresponding to the above embodiments, this application also proposes a vehicle. The device may include: a processor, a memory, an input / output interface, a communication interface, and a bus. The processor, memory, input / output interface, and communication interface are interconnected internally via the bus.

[0130] The processor can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0131] The memory can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory and called and executed by the processor.

[0132] Input / output interfaces are used to connect input / output modules to enable information input and output. Input / output modules can be configured as components within a device or connected externally to the device to provide corresponding functions. Input devices can include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices can include displays, speakers, vibrators, indicator lights, etc.

[0133] The communication interface is used to connect the communication module to enable communication and interaction between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0134] A bus is a pathway that transmits information between various components of a device, such as processors, memory, input / output interfaces, and communication interfaces.

[0135] It should be noted that although the above-described device only shows the processor, memory, input / output interface, communication interface, and bus, in actual implementation, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0136] The vehicles described in the above embodiments are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have corresponding beneficial effects, which will not be elaborated further here.

[0137] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0138] From the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of computer software products plus necessary general-purpose hardware platforms, and of course, they can also be implemented by hardware. The computer software product is stored in a storage medium (such as ROM, RAM, magnetic disk, optical disk, etc.) and includes several instructions to cause the terminal or network-side device to execute the methods described in the various embodiments of this application.

[0139] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other implementations under the guidance of this application without departing from the spirit and scope of the claims. All of these implementations are within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain the vehicle's operating status; Based on the operating state, at least one of a variety of driving condition controls is selectively executed; The various driving condition controls include launch control, cornering stability control, and hill start adaptive control.

2. The vehicle control method according to claim 1, characterized in that, The ejection launch control includes: In response to the vehicle entering the target mode, the suspension damping of the vehicle is adjusted to a preset state; When the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current opening of the drive pedal, so as to drive the vehicle to launch.

3. The vehicle control method according to claim 2, characterized in that, When the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current pedal opening, so as to drive the vehicle to launch. This includes: When the vehicle is stationary and the brake pedal travel exceeds a preset brake travel, in response to detecting that the drive pedal opening is greater than a preset opening threshold, it is determined that the drive motor is in a stalled state; and, Within a preset time window after the brake pedal is detected to be released, a target torque corresponding to the current drive pedal opening is requested from a preset torque mapping relationship, and the drive motor is controlled to output the target torque to drive the vehicle to launch.

4. The vehicle control method according to claim 1, characterized in that, The cornering stability control includes: In response to the vehicle entering a steering state, the actual yaw rate of the vehicle is obtained; Determine the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; The vehicle's steering state is determined based on the absolute value of the deviation, and the driving torque or braking torque of at least one wheel is adjusted based on the steering state to ensure that the absolute value of the deviation does not exceed a preset deviation threshold.

5. The vehicle control method according to claim 4, characterized in that, The step of determining the vehicle's steering state based on the absolute value of the deviation, and adjusting the driving torque or braking torque of at least one wheel based on the steering state, so that the absolute value of the deviation does not exceed a preset deviation threshold, includes: In response to the actual yaw rate being greater than the ideal yaw rate, the vehicle's steering state is determined to be oversteer, and a first control operation is executed; wherein the first control operation includes at least one of reducing the driving torque of the outer wheels, increasing the driving torque of the inner wheels, and increasing the braking torque of the outer wheels, so that the absolute value of the deviation does not exceed a preset deviation threshold; or, In response to the actual yaw rate being less than the ideal yaw rate, the vehicle's steering state is determined to be understeer, and a second control operation is executed. The second control operation includes controlling at least one of increasing the driving torque of the outer wheel, decreasing the driving torque of the inner wheel, and decreasing the braking torque of the outer wheel, so that the absolute value of the deviation does not exceed a preset deviation threshold.

6. The vehicle control method according to claim 5, characterized in that, The cornering stability control also includes: During vehicle steering, in response to detecting that the change in the drive pedal opening is greater than a first change threshold and the drive pedal opening is less than a first preset opening, the feedback braking torque of the drive motor is distributed to execute the first control operation or the second control operation; in response to detecting that the change in the brake pedal opening is greater than a second change threshold and the drive pedal opening is greater than a second preset opening, the braking torque of the wheels is distributed to execute the first control operation or the second control operation.

7. The vehicle control method according to claim 4, characterized in that, Determining the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; also includes: The reference vehicle speed, axle load, center of gravity sideslip angle, and road adhesion coefficient are obtained. Based on the reference vehicle speed, the axle load, the center of gravity sideslip angle, the road surface adhesion coefficient, and the current steering wheel angle, calculate the ideal yaw rate required to maintain steady-state steering of the vehicle. Calculate the absolute value of the deviation between the actual yaw rate and the ideal yaw rate.

8. The vehicle control method according to claim 1, characterized in that, The adaptive ramp control includes: Detect the slope of the road where the vehicle is located; In response to detecting that the slope is greater than a second preset threshold and the vehicle has been continuously traveling on the road for a distance exceeding a preset distance threshold, the vehicle is controlled to enter an adaptive throttle sensitivity control mode. In the adaptive throttle sensitivity control mode, the drive pedal opening is obtained; In response to the drive pedal opening being greater than a first opening threshold, the drive motor is requested to output the target torque according to a first ratio; In response to the drive pedal opening being greater than a second opening threshold, the drive motor is requested to output the target torque according to a second ratio; Wherein, the second opening threshold is greater than the first opening threshold, the second ratio is greater than the first ratio, and the target torque is greater than the vehicle's conventional torque.

9. The vehicle control method according to claim 8, characterized in that, The detection of the slope of the road where the vehicle is located includes: The slope is measured by the vehicle's onboard slope sensor; or, Acquire the longitudinal acceleration and wheel speed signals of the vehicle, and calculate the slope based on the longitudinal acceleration and wheel speed signals; or, The output torque of the drive motor and the vehicle speed are obtained, and the slope is estimated based on the correspondence between the output torque and the vehicle speed.

10. The vehicle control method according to claim 2, characterized in that, Before obtaining the vehicle's operating status, the process also includes: In response to receiving an activation command for a target mode, the vehicle is controlled to enter the target mode.

11. The vehicle control method according to claim 10, characterized in that, The activation instruction is generated in the following manner: The system detects that the duration of pressing a preset physical button on the steering wheel exceeds a first preset duration. The virtual switch on the central control screen was detected to be touched; or... A voice command containing keywords indicating activation of the target mode is received.

12. The method according to claim 10, characterized in that, The method further includes: Output a prompt message indicating that the target mode has been activated, and record the vehicle's driving data under the target mode. The driving data includes at least the steering trajectory, vehicle speed change, and drive pedal response curve.

13. The method according to claim 10, characterized in that, The method further includes: In the target mode, in response to receiving an exit command for the target mode, the suspension damping of the vehicle is adjusted from the preset state to the default state, wherein the suspension damping in the default state is lower than the suspension damping in the preset state.

14. The method according to claim 13, characterized in that, The exit instruction is generated in the following manner: A preset physical button on the steering wheel was briefly pressed; The virtual switch on the central control screen was detected to be touched again; or... A voice command containing keywords indicating exit from the target mode is received.

15. A vehicle control system, characterized in that, include: The acquisition module is configured to acquire the vehicle's operating status; The control module is configured to selectively execute at least one of a variety of driving condition controls based on the operating state; The various driving condition controls include launch control, cornering stability control, and hill start adaptive control.

16. The vehicle control system according to claim 15, characterized in that, The control module is also configured to: In response to the vehicle entering the target mode, the suspension damping of the vehicle is adjusted to a preset state; When the vehicle is stationary and the drive motor is stalled, in response to the release of the brake pedal, the drive motor is controlled to output a target torque corresponding to the current opening of the drive pedal, so as to drive the vehicle to launch.

17. The vehicle control system according to claim 16, characterized in that, The control module is also configured to: When the vehicle is stationary and the braking travel of the brake pedal exceeds a preset braking travel, in response to detecting that the opening degree of the drive pedal is greater than a preset opening threshold, it is determined that the drive motor is in a stalled state. as well as, Within a preset time window after the brake pedal is detected to be released, a target torque corresponding to the current drive pedal opening is requested from a preset torque mapping relationship, and the drive motor is controlled to output the target torque to drive the vehicle to launch.

18. The vehicle control system according to claim 15, characterized in that, The control module is also configured to: In response to the vehicle entering a steering state, the actual yaw rate of the vehicle is obtained; Determine the absolute value of the deviation between the actual yaw rate and the ideal yaw rate; The vehicle's steering state is determined based on the absolute value of the deviation, and the driving torque or braking torque of at least one wheel is adjusted based on the steering state to ensure that the absolute value of the deviation does not exceed a preset deviation threshold.

19. The vehicle control system according to claim 18, characterized in that, The control module is also configured to: In response to the actual yaw rate being greater than the ideal yaw rate, the vehicle's steering state is determined to be oversteer, and a first control operation is executed; wherein the first control operation includes at least one of reducing the driving torque of the outer wheels, increasing the driving torque of the inner wheels, and increasing the braking torque of the outer wheels, so that the absolute value of the deviation does not exceed a preset deviation threshold; or, In response to the actual yaw rate being less than the ideal yaw rate, the vehicle's steering state is determined to be understeer, and a second control operation is executed. The second control operation includes controlling at least one of increasing the driving torque of the outer wheel, decreasing the driving torque of the inner wheel, and decreasing the braking torque of the outer wheel, so that the absolute value of the deviation does not exceed a preset deviation threshold.

20. The vehicle control system according to claim 19, characterized in that, The control module is also configured to: During the vehicle steering process, in response to detecting that the change in the opening of the drive pedal is greater than a first change threshold and the opening of the drive pedal is less than a first preset opening, the feedback braking torque of the drive motor is distributed to execute the first control operation or the second control operation. In response to detecting that the change in the brake pedal opening is greater than a second change threshold and the drive pedal opening is greater than a second preset opening, the braking torque of the wheels is distributed to execute the first control operation or the second control operation.

21. The vehicle control system according to claim 18, characterized in that, The control module is also configured to: The reference vehicle speed, axle load, center of gravity sideslip angle, and road adhesion coefficient are obtained. Based on the reference vehicle speed, the axle load, the center of gravity sideslip angle, the road surface adhesion coefficient, and the current steering wheel angle, calculate the ideal yaw rate required to maintain steady-state steering of the vehicle. Calculate the absolute value of the deviation between the actual yaw rate and the ideal yaw rate.

22. The vehicle control system according to claim 15, characterized in that, The control module is also configured to: Detect the slope of the road where the vehicle is located; In response to detecting that the slope is greater than a second preset threshold and the vehicle has been continuously traveling on the road for a distance exceeding a preset distance threshold, the vehicle is controlled to enter an adaptive throttle sensitivity control mode. In the adaptive throttle sensitivity control mode, the drive pedal opening is obtained; In response to the drive pedal opening being greater than a first opening threshold, the drive motor is requested to output the target torque according to a first ratio; In response to the drive pedal opening being greater than a second opening threshold, the drive motor is requested to output the target torque according to a second ratio; Wherein, the second opening threshold is greater than the first opening threshold, the second ratio is greater than the first ratio, and the target torque is greater than the vehicle's conventional torque.

23. The vehicle control system according to claim 22, characterized in that, The detection of the slope of the road where the vehicle is located includes: The slope is measured by the vehicle's onboard slope sensor; or, Acquire the longitudinal acceleration and wheel speed signals of the vehicle, and calculate the slope based on the longitudinal acceleration and wheel speed signals; or, The output torque of the drive motor and the vehicle speed are obtained, and the slope is estimated based on the correspondence between the output torque and the vehicle speed.

24. The vehicle control system according to claim 16, characterized in that, The control module is also configured to: In response to receiving an activation command for a target mode, the vehicle is controlled to enter the target mode.

25. The vehicle control system according to claim 24, characterized in that, The control module is also configured to: The system detects that the duration of pressing a preset physical button on the steering wheel exceeds a first preset duration. The virtual switch on the central control screen was detected to be touched; or... A voice command containing keywords indicating activation of the target mode is received.

26. The vehicle control system according to claim 24, characterized in that, The control module is also configured to: Output a prompt message indicating that the target mode has been activated, and record the vehicle's driving data under the target mode. The driving data includes at least the steering trajectory, vehicle speed change, and drive pedal response curve.

27. The vehicle control system according to claim 24, characterized in that, The control module is also configured to: In the target mode, in response to receiving an exit command for the target mode, the suspension damping of the vehicle is adjusted from the preset state to the default state, wherein the suspension damping in the default state is lower than the suspension damping in the preset state.

28. The vehicle control system according to claim 27, characterized in that, The control module is also configured to: A preset physical button on the steering wheel was briefly pressed; The virtual switch on the central control screen was detected to be touched again; or... A voice command containing keywords indicating exit from the target mode is received.

29. An electronic device, characterized in that, include: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the vehicle control method as described in any one of claims 1 to 14.

30. A computer-readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle control method as described in any one of claims 1 to 14.

31. A vehicle, characterized in that, It includes a vehicle controller, and a suspension controller, a drive controller, a steering controller, and a brake controller that are communicatively connected to the vehicle controller; wherein the vehicle controller is used to implement the steps of the vehicle control method according to any one of claims 1 to 14.

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